KR20080016862A - Dual hydraulic machine transmission - Google Patents

Abstract

The modular transmission uses only a pair of small and light hydraulic machines of remarkably improved volumetric efficiency with pistons having body portions substantially as long as the axial length of the respective cylinders in which they reciprocate. The two hydraulic machines operate in a closed loop, one being used as a pump driven by the vehicle's engine, and the other used as a motor. Each machine has a fully articulatable swash plate. By computer control, the angles of the swash plates of the two machines are infinitely varied to provide an appropriate optimum ratio of engine/wheel speed for all conditions from start-up, city driving, hill climbing varied according to load and steepness, and over-drive for highway. This complete vehicle operation is attained while the vehicle's engine continues to operate at relatively constant speeds and relatively low RPM.

Description

Dual Hydraulic Machine Transmission {DUAL HYDRAULIC MACHINE TRANSMISSION}

The present invention relates to hydraulic transmissions for use in vehicle locomotion, and to liquid hydraulic pumps / motor machines suitable for relatively "heavy duty" motor vehicles. More specifically, the present invention relates to an all-hydraulic transmission for use in motor vehicles.

Related Applications

This application claims the priority of US Serial No. 11 / 153,111, entitled “DUAL HYDRAULIC MACHINE TRANSMISSON,” filed June 15, 2005. Application Serial No. 11 / 153,111 is a partial patent application of US Pat. No. 6,983,680, issued January 10, 2006 to Gleasman et al. Under the name " LONG-PISTON HYDRAULIC MACHINES. &Quot; U. S. Patent No. 6,983, 680 is a partial continuing application of Part No. 10 / 647,557, filed August 25, 2003, entitled “LONG-PISTON HYDRAULIC MACHINES,” which is now abandoned. Application No. 10 / 647,557 is a partial continuing application of patent application 10 / 229,407, filed August 28, 2002, entitled “LONG-PISTON HYDRAULIC MACHINES,” which is now abandoned. The patent and application documents are intended to be incorporated by reference herein.

This application also claims the priority of US Published Patent Application No. 11 / 153,112, filed June 15, 2005, entitled “ORBITAL TRANSMISSION WITH GEARED OVERDRIVE”. The above application is also intended to be incorporated by reference herein.

All-hydraulic transmissions are known in the art. In U.S. Patent No. 3,199,286, issued August 10, 1965 to Anderson, a modular hydraulic drive was applied to each of the four wheels to provide step-less acceleration. Use a single pump to drive individual motors. Such hydraulic drives include control valves located on each wheel and refilling low fluids. In US Patent No. 3,641,765, entitled "HYDROSTATIC VEHICLE TRANSMISSION," issued January 15, 1975 to Hancock et al., A hydrostatic drive includes a front axle and a rear axle ( It has a special set of one-way valves and restrictive connections to allow for differentiation between the rear axles and to provide traction control.

In the art, the transmission of transmissions allowing for return to very low speed engines with reduced torque loss, in order to increase the efficiency of gasoline engine vehicles, reduce weight and lower vehicle manufacturing costs. There is a need. There is also a need for a transmission that allows shifting to the vehicle while the engine is running at a more constant speed. Transmissions currently in use in most cars require the engine to cycle between low and very high speeds during acceleration, but the engine is far more fuel efficient when running at constant speed.

Fully hydraulic transmissions have been effectively used in slow moving heavy machinery such as tractors and lightweight vehicles such as golf carts and all-terrain vehicles (ATVs). It is contemplated to use such fully hydraulic transmissions in automobiles, but the hydraulic transmissions in the prior art have not been practical to use in automobiles because of their inefficiency. The use of prior art hydraulic transmissions in cars will result in unacceptably large, heavy and noisy transmissions, which will be larger, heavier and louder than the transmissions currently used in automobiles.

In the United States, internal combustion engines are the industry standard for automobiles, but some major automotive manufacturers are studying homogeneous-charge-compression-ignition (HCCI) engines. In a typical gasoline engine, an air-fuel mixture is ignited by a spark plug to power it. For HCCI engines, similar to diesel engines, the piston compresses the air-fuel mixture, increasing the temperature until it ignites. HCCI engines are estimated to increase fuel economy by 30% compared to standard gasoline internal combustion engines. However, a major problem in implementing HCCI technology in automobiles is that it is difficult to control combustion at both low and high speed engines.

There is a need in the art for a transmission that provides the power needed to drive a vehicle while maintaining the speed of the engine within a relatively narrow low-to-moderate range where combustion in the HCCI engine is more easily controlled. According to such a transmission, a fuel-efficient HCCI engine can be implemented in gasoline-powered vehicles.

Hydraulic pumps and motors installed in each cylinder formed in the cylinder block and having reciprocating pistons disposed circumferentially in a circumferential direction at a first rotational radial distance around the axis of rotation of the drive element. Also known and widely used. Many of these pump / motor machines have a variable displacement capability and generally have two basic configurations. In a first basic configuration, the piston reciprocates in a rotating cylinder block against a variablely sloped but fixed swash plate. In a second basic configuration, the piston makes a reciprocating motion in a fixed cylinder block against a variable inclined and rotating swash plate. These variably inclined and rotating swash plates are often separate, non-rotating and oriented only sliding against the surface of the rotor, which performs both rotating and nutting motion. It may also comprise a nut-only "wobbler". The present invention can be applied to both of these configurations, but is particularly suitable for the improvement of the latter machine in which the piston reciprocates in a stationary cylinder block and is disclosed in this regard.

The pumps and motors used in the present invention and disclosed herein are hydraulic machines of the liquid type, and the terms fluid and pressurized fluid as used throughout this specification are incompressible rather than compressible gases. It is to be understood that the purpose is to distinguish liquids. Due to the incompressibility of the liquid, the pressure and load duty cycles of these two different types of hydraulic machines are drastically different, making the configuration for the gas compression type inappropriate for use in liquid type machines, It would also be inappropriate for configurations for the liquid compression type to be used for gas type machines. Thus, it should be understood that the following discussion is directed to liquid type hydraulic machines, primarily heavy duty automotive applications such as those mentioned above, and which can be applied to them.

Hydraulic machines with fixed cylinder blocks can be made lighter and smaller than machines that need to support and protect heavy rotating cylinder blocks. However, these lighter machines require a swash plate assembly that performs rotational and newation movements that are difficult to install and support. In the case of high pressure / high speed operation, the swash plate assembly must be supported in such a way that it can move relatively between the head of the non-rotating piston and the surface of the swash plate which performs the corresponding rotational and newation movements. The conventional swash plate may be divided into a rotor portion that performs rotational movement / neutralization movement and a oscillator portion that performs only displacement movement. It comprises a pocket mating with the head of the non-rotating piston through.

In other words, a hydraulic machine with such a fixed cylinder block extends the "original" to interconnect the surface of a nutating-but-not-rotating wobbler with the end of each piston, but with no motive movement but rotational movement. "Dog-bone" extension rods (ie rods with two spherical ends) have been used. One spherical end of the book is pivotally mounted within the head end of the piston, and the other spherical end is pocket of the swash plate oscillator while all relative movement is made between the head of the non-rotating piston and the pocket of the swash plate which performs the displacement motion. Always stays within. As is well known in the art, this relative movement follows the varying non-circular paths that occur at every slope of the swash plate that deviates from 0 °. Such readings greatly increase the complexity and cost of forming the swash plate of the lighter machine described above.

Dog-bone rods are also used to interconnect the end of each piston with the inclined (but not rotating) swash plate of a hydraulic machine with a rotating cylinder block. However, this type of machine more often excludes the original described above. Instead of excluding the original, this type of machine has one end that effectively contacts the non-rotating flat surface of the swash plate. [Typically covered by a conventional shoe element mounted pivotally] Use an elongated piston each having a spherical head. This elongated piston is configured such that the majority of the axial cylindrical body of each piston is always supported by the wall of each cylinder even during the maximum stroke of the piston. Additional support for these elongated pistons is that when the pistons rotate with their cylinder block, they slide the minimum lateral displacement of each spherical piston head when they slide over the inclined but non-rotating swash plate. It is configured to guarantee.

In general, these elongated pistons are lubricated smoothly by default by "blow-by". That is, when the reciprocating piston is driven or when the reciprocating piston is driven by the high pressure fluid, the portion of the high pressure fluid, which is forced between the wall portion of each cylinder and the outer circumference of each piston body, is smoothly lubricated by the blow-by. This blow-by provides good lubrication only if tolerances allow sufficient flow between the cylinder's wall and the long cylindrical body of the piston, and a blow-by is sufficient to ensure good lubrication. It also negatively affects the volumetric efficiency of the motor machine. For example, a 10 cubic inch machine can use 4 gallons of fluid per minute for blow-by. Although smaller tolerances can be used to reduce blow-by, this reduction in tolerances is limited by the need for proper lubrication that increases with the magnitude of the pressure and duty load of the machine. Of course, such blow-by is achieved by using a fluid that is driven by the piston or that drives the piston to function properly. Thus, in the example where 4 gallons of fluid per minute were used for blow-by lubrication, the volumetric efficiency of the machine is reduced.

The present invention aims to simplify the device used to ensure proper lubrication of the piston and to maintain contact between the piston and the swash plate, while improving the volumetric efficiency of this elongated piston machine.

The modular transmission uses only a pair of small and light hydraulic machines which greatly improves the volumetric efficiency by means of a piston having a body having a length substantially equal to the axial length of each cylinder in which the piston reciprocates. Two hydraulic machines operate in a closed loop, one of which is used as a pump driven by the engine of the vehicle and the other as a motor. Each machine includes a fully articulatable swash plate. By computer control, the angle of the swash plate of the two machines is changed infinitely, from start-up to city driving, hill driving changing according to load and inclination, and overdrive on the highway It is possible to provide a suitable optimum ratio of engine / wheel speed for all conditions such as (drive). This complete vehicle operation is achieved while the vehicle engine continues to operate at a relatively constant speed and relatively low RPM.

Modular transmissions disclose the use of hydraulic machines of various embodiments, all of which are elongated pistons reciprocating within a fixed cylinder block, cylinders provided with unique lubrication recesses, and rotary motion and nuclei. Novel structural features include a shoe member directly attached to each piston (no dog) for sliding contact with a swash plate for stationing motion or preferably a pivoting portion for performing only the shunting motion of a split swash plate. Has one combination. These simple structural features have a synergistic effect of a significant increase in volumetric efficiency, and as such mechanical efficiency increases, even when the drive shaft of the machine has a capacity size of 12 cubic inches, when the machine is fully assembled, It is verified by inspection that it can be easily turned. Each machine disclosed can operate as a pump or a motor.

Hydraulic machines with such fixed cylinder blocks can be made smaller and lighter than conventional rotary block hydraulic machines with similar specifications. Due to the improved lubrication of the elongated piston of this machine, it is possible to use such smaller and lighter hydraulic machines to meet the high speed / high pressure specifications required for the use of infinitely variable automatic transmissions in automobiles.

Each machine has a fully segmentable swash plate, and by computer program, the angle of the swash plate of the two machines can be changed infinitely, starting from the start of the city, hill driving changing with load and gradient, and overdrive on the highway For all conditions, such as over-drive, it is possible to provide a suitable optimum ratio of engine / wheel speed that corresponds to an infinitely variable gear ratio.

1 is a cross sectional view schematically showing a part of a hydraulic machine having a variable swash plate angle.

FIG. 2 is a partial cross-sectional view of the hydraulic machine cut along plane 2-2 of FIG. 1, with a partial cross sectional view omitted for clarity.

FIG. 3A is a schematic diagram partially showing a hold-down plate, taken along planes 3A-3A in FIG. 1, with the swash plate tilted at + 25 °. FIG.

3B is a partial cross-sectional view of the swash plate and piston holddown assembly, taken along plane 3B-3B in FIG. 3A.

4 is a cross-sectional view of a single cylinder with a long spring.

5 is a cross-sectional view schematically showing a part of a hydraulic machine having a split swash plate.

6 is a view showing a "closed loop" configuration of a conventionally known hydraulic machine.

7A is a view schematically showing a configuration in which the pump and the motor of the hydraulic module of the transmission of the present invention are disposed at the end and the end.

7B is a schematic representation of a side-by-side combination of a pump and a motor to form another hydraulic module of the transmission of the present invention.

FIG. 8A is a schematic diagram showing relatively proportionally that the hydraulic module of FIG. 7A is used as a transmission in a front wheel drive vehicle. FIG.

FIG. 8B is a schematic diagram showing proportionally that the hydraulic module of FIG. 7A is used as a transmission in a rear wheel drive vehicle. FIG.

FIG. 9A is a schematic plan view showing relatively proportionally that the hydraulic module of FIG. 7B is used as a transmission in a conventional rear wheel drive vehicle. FIG.

FIG. 9B is a schematic representation of the end portion of the hydraulic module of FIG. 9A relatively proportionally. FIG.

10 is a block diagram illustrating a preferred input and output of a computer controller according to an embodiment of the invention.

Hereinafter, the main features of the present invention will be described.

The present invention is known and tested hydraulic and electronic configurations to meet the worldwide needs for petroleum conservation without making significant disruptive changes in current fuel distribution worldwide. It provides an all-hydraulic, gearless ininfinitely variable transmission using the element.

Since the hydraulic system of the transmission of the present invention provides working torque at very low engine RPM, a gasoline engine vehicle using the present invention instead of the vehicle's original torque converter transmission is a much lower engine. Run at speed. This feature is achieved by using a stationary cylinder block and a hydraulic machine with a rotating swash plate that varies over a wide range of angles, preferably from -25 ° to + 25 °. Because of efficiency.

The transmission of the present invention is directly coupled to the engine of a gasoline powered vehicle without reducing the speed. The transmission of the present invention completely replaces the transmission of the existing vehicle, and is installed in the same space but lighter in weight while taking substantially less volume than the conventional transmission. There is no need for a clutch or torque converter between the vehicle engine and the present invention comprising two hydraulic machines, each operating as a pump and a motor connected in a "closed loop" hydraulic flow. Pumps driven directly by the vehicle engine produce a swash plate-controlled flow of hydraulic fluid which flows directly into the cooperating motor. The motor is directly connected by selectively placing the position of each of the swash plates on the drive shaft of the vehicle wheel, and generates the torque requested by the driver in response to the drive wheel resistance torque.

In other words, the transmission of the present invention basically changes the manner in which the automobile responds to the driver's operation. In automobiles with manual or automatic transmissions, when the driver accelerates by pressing a gas pedal, power is transmitted to the wheel drive shaft by increasing the speed of the engine. If the acceleration continues, when the engine reaches a predetermined high speed, the transmission is automatically shifted to a higher gear by a clutch by the driver's operation or the engine speed drops. According to the gearless transmission of the present invention, when the driver presses the accelerator pedal to accelerate, the power is increased by changing the swash plate ratio in the transmission, and the engine speed is kept relatively constant. Continued acceleration allows the engine speed to be increased to a new higher level only when the swash plate ratio reaches a predetermined value to provide the additional power required.

The electronic control of the transmission is very simple. Engine speed and output drive shaft speed are monitored according to fuel consumption, driver's throttle and brake indications, and the only variables controlled are the angle of the swash plate in the hydraulic pump / motor and the engine, although less frequently RPM.

According to the prototype of the present invention, the hydraulic transmission, on a wheel drive shaft of a sport utility vehicle (weight 5575 pounds), drives the vehicle up to 30 MPH while maintaining an engine speed of 860 RPM on a flat driveway simulating a dynamometer. Provided enough power to accelerate rapidly. These simulations drove the vehicle with an infinitely variable transmission ratio limit exceeding 25: 1 to 0.67: 1. As the car accelerates at a higher speed, the engine speed can be gradually stepped up to maximize the time that the engine remains constant and improves fuel economy. A typical hydraulic transmission could provide enough power to accelerate the car to highway speeds without increasing the engine speed beyond 2200 RPM. In addition, the transmission of the present invention was able to start and maintain at a stable vehicle speed of 2 RPM (i.e. 16 feet per minute) and was measured by a positive displacement flow meter and the fuel consumption during this acceleration was 50. Acceleration rates peaking greater than 10 MPH per second reduced were achieved. In addition, satisfactory deceleration was achieved at 20 MPH per second so that the vehicle could be stopped completely without using the vehicle brake.

The transmission of the present invention can change the speed of the drive shaft while changing the engine speed to a minimum. Therefore, according to the present invention, the engine speed can be maintained in a relatively narrow low-to-moderate range. In this relatively narrow mid-range range, the combustion of the recently proposed HCCI engine is expected to be more easily controlled. The transmission of the present invention works very well even when a fuel-efficient HCCI engine is used in a gasoline powered vehicle.

In addition, the present invention opens up the possibility that the automotive industry can return to proven low speed / high torque engines, and even lighter and lower cost engines can be achieved even with improved efficiency.

The operation of this type of hydraulic machine that can be used to create the hydraulic part of the transmission of the invention is known, but the preferred pair of such hydraulic machines is described in detail. As described above, it may be assumed that each of the machines disclosed is connected to a known "closed loop" hydraulic system with suitably paired pumps or motors. The two hydraulic machines in the transmission of the invention are preferably structurally matched, one of which can be used as a pump and the other as a motor.

In a preferred embodiment, the transmission of the present invention is used in combination with an accumulator to improve fuel economy.

Long-piston hydraulic machine

Referring to FIG. 1, the variable hydraulic machine 110 includes a modular fixed cylinder block 112. The cylinder block 112 includes a plurality of cylinders 114 (only one is shown), in which a plurality of paired pistons 116 are each associated with a retracted position of the piston 116. Reciprocating between extended variable positions (shown as extending maximally at the position of the piston 116 '). Each piston is one of an elongated axial cylindrical body portion 122 having a length substantially equal to the length of each cylinder 114, on a neck 120. And a spherical head 118 installed at the end of the spherical head. Each spherical piston head 118 is fastened in a respective shoe 124, which shoe 124 is adapted to slide over a flat surface 126 formed on the surface of the rotor 128. 128 is pivotally attached to a drive element, ie a drive shaft 130 supported in contact with a bearing in a bore in the center of the cylinder block 112.

The hydraulic machine 110 is bolted with a cap on the left end of the modular fixed cylinder block 112 and includes a plurality of valves that regulate the transfer of fluid into and out of the cylinder 114. A modular valve assembly 133 is provided that includes a spool valve 134 (only one is shown).

The hydraulic machine 110 can operate as a pump or a motor. When the hydraulic machine operates as a motor, in the first half section when the drive shaft 130 revolutions, high pressure fluid flows from the inlet 136 through the port 137 to each cylinder 114. Into the valve end, driving each piston from its retracted position to its fully extended position. In the next half section when the drive shaft is turning, low pressure fluid is withdrawn from each cylinder through port 137 and fluid outlet 139 as each piston returns to its fully retracted position.

When the hydraulic machine operates as a pump, in the first half section when the drive shaft 130 is turning, low pressure fluid circulates through the inlet 136 as each piston 116 moves to the extended position. And enters port 137 from the "closed loop" of the hydraulic fluid and flows into each cylinder 114. In the next half section when the drive shaft 130 is turning, the high pressure fluid is closed from the port 137 through the outlet 139 by the movement of each piston 116 to its fully retracted position. Will be directed to the loop. The high pressure fluid is then passed through a suitable closed loop piping (not shown) to the mating hydraulic machine, ie the hydraulic machine 110 described above, so that the piston of the mating machine is known in the art. It moves at a rate that varies with the volume (gallons per minute) of high pressure fluid delivered.

Cylindrical walls of each cylinder 114 in the modular cylinder block 112 are traversed radially by respective lubricating channels 140 formed circumferentially therein. The plurality of passages 142 interconnect all lubrication channels 140 to form a continuous lubrication passage in the cylinder block 112.

Each lubrication channel 140 is substantially closed by the axial cylindrical body 122 of each piston 116 during the entire stroke of each piston. That is, the outer circumference of each cylindrical body 122 always acts as a wall surrounding each lubrication channel 140. Thus, even when the piston 116 reciprocates through the maximum stroke, the continuous lubrication passages interconnecting all the lubrication channels 140 remain substantially closed off. Continuous lubrication passages 140 and 142 are formed simply and economically in cylinder block 112.

During operation of the hydraulic machine 110, all interconnected lubrication channels 140, from the inlet 136 through the port 137 to each cylinder 114, between the wall of the cylinder and the outer periphery of each piston 116. It is almost temporarily filled by a high-pressure fluid with a minimum flow forced into it. The loss of lubricating fluid from each lubrication channel 140 is limited by a surrounding seal 144 located in the vicinity of the open end of each cylinder 114. Nevertheless, the lubricating fluid in this closed and continuous lubrication passage of the lubrication channel 140 depends on the changing pressure at each half cycle of rotation of the drive shaft 130 as the piston moves and as the piston reciprocates. , But moderately but continuously flows as a result of the continuous minimum flow of fluid between each cylindrical wall portion of each cylinder and the axial cylindrical body of each piston. When the pressure in each cylinder 114 is reduced to the low pressure of the return stroke of each piston 116, the higher pressure fluid in the closed lubrication passages 140, 142, each cylinder 114 Between the wall of and the outer periphery of the body 122 of each piston 116, it is pushed back into the valve end of each cylinder 114 experiencing this pressure reduction.

The flow of lubricating fluid in the closed and continuous lubrication passages 140 and 142 is dependent upon the changing pressure of the fluid in accordance with the piston movement and in each half cycle of rotation of the drive shaft when the piston reciprocates. As a result of the differential minimum flow, it is moderate but continuous.

The rotor 128 of the pump 110 is pivotally mounted to the drive shaft 130 about the shaft 129 perpendicular to the shaft 132. Thus, while the rotor 128 rotates with the drive shaft 130, the inclination angle with respect to the axis 130 preferably varies in the range of 0 ° (ie vertical) to ± 25 °. In Fig. 1, the rotor 128 is inclined at ± 25 degrees. This variable tilt is controlled as follows: pivoting about the axis 129 of the rotor 128 is determined by the position of the sliding collar 180 around the drive shaft 130. It is movable in the axial direction with respect to the sliding collar. The control link 182 connects the sliding collar 180 to the rotor 128 and centers the shaft 129 by the movement of the sliding collar 180 in the axial direction on the surface of the drive shaft 130. It is to pivot. For example, when the sliding collar 180 moves to the right in FIG. 1, the inclination of the rotor 128 changes from 0 inclination of +25 degrees to 0 degrees (ie, vertical) continuously, back to -25 degrees. .

Movement of the sliding collar 180 in the axial direction is performed by the yoke 186 as the yoke 186 rotates about the axis of the yoke shaft 190 by articulation of the yoke control arm 188. Controlled by a finger 184 of 186. Yoke 186 is operated by a conventional linear submechanism (not shown) connected to the bottom of yoke control arm 188. While the remaining components of yoke 186 are all contained within modular swash plate housing 192, yoke shaft 190 is supported in a bearing fixed to modular swash plate housing 192, and yoke control arm 188 ) Is located outside of the modular swash plate housing 192. The swash plate rotor 128 is balanced by a shadow link 194 that is substantially the same as the control link 182, and likewise connected to the sliding collar 180, but with a sliding collar 180. Is connected to a position on the opposite side of).

1 and 2, the cylindrical wall portion of each cylinder 114 is traversed radially by respective lubrication channels 140 formed in a columnar shape. The plurality of passages 142 connect all of the lubrication channels 140 to each other to form a continuous lubrication passage in the cylinder block 112. Each lubrication channel 140 is substantially closed by the axial cylindrical body 122 of each piston 116 during the entire stroke of each piston. That is, the outer circumference of each cylindrical body 122 always acts as a wall surrounding each lubrication channel 140. Thus, even when the piston 116 reciprocates through the maximum stroke, the continuous lubrication passages connecting all of the lubrication channels 140 to each other remain substantially closed. Continuous lubrication passages 140 and 142 are formed simply and economically in cylinder block 112. This is best understood from the schematic drawing of FIG. 2, in which the relative sizes of the fluid channels and the connecting passages are exaggerated for clarity.

During operation of the hydraulic machine 110, all interconnected lubrication channels 140, from the inlet 136, through the port 137 to each cylinder 114, between the wall of the cylinder and the outer periphery of each piston 116. It is almost temporarily filled by a high pressure fluid with a minimum of forced flow. The loss of lubricating fluid from each lubrication channel 140 is limited by a surrounding seal 144 located in the vicinity of the open end of each cylinder 114. Nevertheless, the lubricating fluid in this closed and continuous lubrication passage of the lubrication channel 140 depends on the changing pressure at each half cycle of rotation of the drive shaft 130 as the piston moves and as the piston reciprocates. , But moderately but continuously flows as a result of the continuous minimum flow of fluid between each cylindrical wall portion of each cylinder and the axial cylindrical body of each piston. When the pressure in each cylinder 114 is reduced to the low pressure of the return stroke of each piston 116, the higher pressure fluid in the closed lubrication passages 140, 142, each cylinder 114 Between the wall of and the outer periphery of the body 122 of each piston 116, it is pushed back into the valve end of each cylinder 114 experiencing this pressure reduction.

3A and 3B, a hold-down assembly for a hydraulic machine may include a hold-down element 154 having a plurality of circular openings 160. Each of these circular openings surrounds the neck portion 120 of each piston 116. The swash plate is at an angle of + 25 ° in FIGS. 3A and 3B. FIG. 3A shows a hold-down plate 154 showing the face of the shaft of the rotor 128 as viewed from below or cut along plane 3A-3A of FIG. 1. A plurality of dedicated washers 156 are positioned between the holddown element 154 and each piston shoe 124. Each washer 156 is in contact with the outer periphery of each piston shoe 124 so that this piston shoe is always in contact with the flat surface 126 of the rotor 128 ( 158). Each shoe cavity has a suitable shoe channel to ensure that the fluid pressure present at the interface of the shoe and the rotor is always the same as the fluid pressure at the head of each piston 116. 162 and a piston channel 164 are connected.

The fluid pressure is provided with a thrust plate assembly to constantly deflect the piston 116 in the direction of the rotor 128 and to maintain its load. However, at the speed of motion required for the vehicle (eg 4000 rpm), additional bias loading is required to ensure constant contact between the piston shoes 124 and the flat surface 126 of the rotor 128. loading). Variable hydraulic machines provide this additional bias using one of three simple spring-biased holddown assemblies.

In the case of the hydraulic machine 110, the first holddown assembly is arranged around the drive shaft 130 and has a suitable crevice 152 formed around the shaft 132 in the cylinder block 112. A coil spring 150 housed therein. Coil spring 150 deflects a hold down element located around drive shaft 130 and shaft 132. Holddown element 154 is provided with a plurality of circular openings 160, each circular opening surrounding neck portion 120 of each piston 116. A plurality of dedicated washers 156 are respectively located between the holddown element 154 and each piston shoe 124. Each washer 156 includes an extension 158 in contact with the outer circumference of each piston shoe 124 such that the piston shoe is always in contact with the flat surface 126 of the rotor 128.

The positions of the swash plate and the piston shoe holddown assembly change relative to each other as the inclination of the rotor 128 changes during machine operation. If the relative position of these parts has a slope of 0 °, each piston channel 164 has the same radial position with respect to each circular opening 160 in the holddown element 154. If it has a slope other than 0 °, the relative radial position of each piston channel 164 will be different for each opening 160, and the relative position of each dedicated washer 156 will also be different. The different relative positions in each of the nine circular openings 160 are themselves constant as the rotor 128 performs rotational and newation movements through one complete revolution at each gradient. Change. For example, at the inclination of 25 ° shown in FIG. 3A, during each turn of the rotor 128, if one observes the movement that occurs only through the opening 160 at the top of the holddown element 154 (ie, the 12 o'clock position) The relative position of the component seen in the opening 160 at the top will vary continuously to match the relative position seen in each of the other eight openings 160.

At other inclinations other than 0 °, during each turn of the rotor 128, each dedicated washer 156 simultaneously slides over the flat surface of the rotor 128, with each piston shoe 124 sliding It slides over the surface of the holddown element 154. These parts change with respect to their openings 160 through various respective positions that can be seen in each of the other eight openings 160. Each is a circulating path (lemniscate, i.e., "eight-character knot") whose size changes by the horizontal position of each piston 116 in the fixed cylinder block 112 and the inclination of the swash plate rotor 128. -eight) appears to follow the shape]. In order to ensure proper contact between each piston shoe 124 and the flat surface 126 of the rotor 128, the boundary of the opening 160 is always present during each turn for every inclination of the rotor 128. In order to maintain contact with at least half of the surface of the dedicated washer 156, a size is preferably selected for the boundary of each opening 160.

The second holddown assembly is schematically shown in FIG. 4 as an enlarged partial cross sectional view of a single piston of the hydraulic machine 210. Each piston 216 is located in a modular fixed cylinder block 212 in a cylinder 214, the cylinder being traversed radially by respective lubrication channels 240 formed in a columnar shape therein. In the same manner as described with respect to the other hydraulic machines described above, each lubrication channel 240 is connected to each other with similar channels in other cylinders of the hydraulic machine to form a continuous lubrication passage in the cylinder block 212. . To further minimize the loss of lubrication fluid from each lubrication channel 240, an optional peripheral seal 244 can be located near the open end of each cylinder 214.

The modular fixed cylinder block 212 does not include both an axial large cylindrical coil spring and an axial circumferential crevice for holding the coil spring. The modular fixed cylinder block 212 of the hydraulic machine 210 may be connected to either a modular fixed-angle swash plate assembly or a modular variable-angle swash plate assembly, to which Whether connected, the hydraulic machine 210 provides a much simpler hold-down assembly. That is, the holddown assembly of this embodiment includes only each conventional piston shoe 224 for each piston 216 in combination with each coil spring 250 only. This coil spring is also associated with each piston 216.

Each piston shoe 224 is similar to the conventional shoe shown in the first holddown assembly and is installed on the spherical head 218 of the piston 216 on the surface of the swash plate rotor 228 of the hydraulic machine. It may slide over the flat surface 226 formed in the. Each coil spring 250 is located around the hydraulic valve port 237 at the valve end of each cylinder 214 and is disposed inside the body of each piston 216.

Each piston shoe 224 of the rotor 228 is a remniscate motion that varies in size depending on the horizontal position of each piston 216 and the tilt of the rotor 228 relative to the axis 232. Slip over flat face 226. During normal operation of the hydraulic machine 210, the piston shoe 224 is maintained in contact with the flat surface 226 of the swash plate by hydraulic pressure. Thus, the spring bias provided by the coil spring 250 is minimized, but each piston shoe 224 and flat surface 226 in the absence of hydraulic pressure at the valve end of each cylinder 214. It is sufficient to maintain an effective sliding contact between them. The minimal bias of the spring 250 not only facilitates assembly, but also prevents the formation of small dust and metal debris due to wear during assembly.

Referring to FIG. 5, the third holddown assembly of the hydraulic machine 310 includes an improved conventional split swash plate configuration. The plurality of pistons 316 each include a sliding shoe 324 and reciprocate in each cylinder 314. The cylinder 314 is formed in the cylinder block 312, and the cylinder block 312 has the same configuration as the cylinder block 112. Each cylinder shoe 324 slides over a flat surface 326 formed on the oscillator 327, which oscillator 327 is mated by the appropriate bearings 372, 374. It is installed on. With this bearing, the oscillator 327 makes the displacement movement without rotation, and the rotor 328 performs both the rotational movement and the displacement movement in a manner known in the art. The inclination of the rotor 328 and the oscillator 327 about the axis 329 is determined by the sliding collar 380, the control link 382, and the balancing shadow link 394. Controlled by location.

The sliding shoe 324 is secured by a holddown assembly substantially the same as the first holddown assembly, but the large single coil spring 150 is replaced with a plurality of smaller individual coil springs.

The hold down plate 354 is fixed to the oscillator 327. Each sliding shoe 324 receives a circumferential extension of each dedicated washer 356, and the neck of each piston 316 is located inside one of the corresponding plurality of openings 360. do. This opening 360 is formed through the holddown plate 354. The oscillator 327 does not rotate with the rotor 328, but the movement of the oscillator 327 is the same as that of the rotor 328, so that the sliding shoe 324 and the oscillator 327 Relative movement between the flat surfaces 326 of c) is also the same as the relative movement in the first holddown assembly.

The plurality of individual coil springs 350 provide effective sliding contact between each sliding shoe 324 and the flat surface 326 of the oscillator 327 when there is no hydraulic pressure at the valve end of each cylinder 314. To maintain, provide a minimal spring bias. Each coil spring 350 is disposed around each sliding shoe 324 and is sandwiched between a collar formed just above each sliding shoe 324 and each dedicated washer 356.

Referring to FIG. 6, each hydraulic machine, whether actuated by a motor or a pump, is paired with another hydraulic machine, ie a paired pump or motor, within a known " closed loop " structure. It is preferable. For example, the high pressure fluid coming from the outlet 139 of the hydraulic machine 110 is provided directly to the input 136 'of the mating hydraulic machine 110' and the outlet 139 of the hydraulic machine 110 '. The low pressure fluid coming from ') is provided directly to the input 136 of the mating hydraulic machine 110. The hydraulic machine 110 and the hydraulic machine 110 'may be identical in structure, except that the hydraulic machine 110 is used as a pump and the hydraulic machine 110' is used as a motor. In such a closed loop system, some of the fluid is continuously lost by "blow-by" and collected in a sump, and the fluid is automatically transferred from the sump back to the closed loop, Ensure that a predetermined volume of fluid is maintained at all times.

Hydraulic Transmission

In one embodiment, a dual hydraulic machine is disposed end-to-end, as shown in FIG. 7A, and in another embodiment, a dual hydraulic machine is shown in FIG. 7B. As shown, they are arranged side-to-side. In a configuration in which a dual hydraulic machine is disposed at the end and at the end, the pump 400 includes a pump shaft 402 that drives the pump swash plate 404, which operates the long piston in the pump cylinder block 406. The hydraulic circuit 408 connects the pump 400 to the motor 410. The hydraulic circuit 408 provides fluid communication between the pump cylinder block 406 and the motor cylinder block 412. Hydraulic fluid pressurized from the pump 400 drives the motor piston, and the motor piston drives the motor swash plate 414 to rotate the motor drive shaft 416. In a configuration in which the dual hydraulic machines are arranged side by side, the hydraulic circuit 418 is reconfigured to connect two cylinder blocks 406 and 412 located next to each other. In this embodiment, the pump 400 and the motor 410 are structurally connected along their common side, so that the pump-motor unit can be stabilized.

In addition to the simpler and lighter configurations of dual hydraulic machines placed at the end and end, they require very few parts to connect the pump to the motor, while the dual hydraulic machines are arranged side by side. short. The prototype, 12 cubic inches from end to end of a configuration where a dual hydraulic machine is placed at the end, is 25 inches long, 10 inches in diameter, and 150 pounds in weight. Prototypes with 12 cubic inches from side to side in a configuration where dual hydraulic machines are arranged side by side are 17 inches long and 20 inches diagonal. Both prototypes pump 12 cubic inches of pressurized fluid per revolution in full operation of the pump. Both prototypes are so efficient that very little energy is lost to heat. During the entire operation, the cylinder block remains relatively cold compared to conventional hydraulic machines. Both prototypes are very quiet during operation.

As mentioned earlier, the electronic control of the transmission is very simple. Engine speed, working fluid pressure, and output drive shaft speed are monitored according to fuel consumption, driver's throttle, and brake instructions, and the only variables controlled are engine RPM, hydraulic pump and The angle of the swash plate in the hydraulic motor. In addition, the motor swash plate is changed to provide continuously variable overdrive after reaching highway speed, from 1: 1 to approximately 0.5: 1.

In one embodiment of the present invention, the fluid transmission is modular. The term "modular" as used herein is specifically intended to describe a unit that can be used "as is" to replace an existing transmission of a vehicle that is currently operating or designed. According to the modular transmission according to the invention, current gasoline engine vehicles can be operated with increased fuel economy comparable to what can be achieved by diesel engine vehicles of similar size.

FIG. 8A shows a "left and right arrangement" located between the front tires 405a and 405b and in front of the rear tires 405c and 405d in a front-wheel-drive vehicle. It is a schematic diagram which shows the (east-west) engine 401 relatively proportionally. Here, the transmission of the vehicle has been removed and replaced by an embodiment of the modular configuration of the present invention, shown in FIG. 7A, with a dual hydraulic machine disposed end to end. That is, the hydraulic pump 400 is connected to the hydraulic motor 410 through a hydraulic circuit 408. This module is shown as being in one possible position with respect to the engine 401, where the pump shaft 402 is connected to an auxiliary component drive shaft of the engine 401 by a belt 411. 403a). The coupling mechanism 424 connects the output of the hydraulic module from the motor drive shaft 416 to the front wheel drive shaft 422.

Preferably, this output is connected to the front wheel of the vehicle via the same mechanism that receives the output of the vehicle's original transmission. In one embodiment, the coupling mechanism 424 is to mechanically couple only the motor output shaft 416 to the front wheel drive shaft 422. In another embodiment, the coupling mechanism 424 mechanically couples the motor output 416 to the engine output 403b to provide power to the front wheel drive shaft 422. In these two embodiments, the power supplied to the wheel drive shaft 422 is changed by changing hydraulic settings primarily to change the output of the hydraulic module. In these two embodiments, the power supplied to the wheel drive shaft 422 can be varied by secondaryly changing the speed of the engine 401. In a second embodiment, the coupling mechanism 424 may include a single orbiter for coupling the power output from the motor shaft 416 to the output from the engine drive shaft 403b.

FIG. 8B is a schematic diagram showing relatively proportionally the "north-south" engine 401a located between the front tires 405a and 405b in a rear wheel drive vehicle. The transmission of the vehicle has been removed and replaced by an embodiment of the modular configuration of the present invention, shown in FIG. 7A, with a dual hydraulic machine disposed end to end. That is, the hydraulic pump 400 is connected to the hydraulic motor 410 through the hydraulic circuit 408. This module is shown to be in one possible position relative to the engine 401, with the pump shaft 402 connected to the auxiliary drive shaft 403a of the engine 401 by a belt 411. The coupling mechanism 428 connects the output of the hydraulic module from the motor drive shaft 416 to a rear wheel drive shaft 422.

Preferably, this output is connected to the front wheel of the vehicle via the same mechanism that receives the output of the vehicle's original transmission. In one embodiment, the coupling mechanism 428 is to mechanically couple only the motor output shaft 416 to the rear wheel drive shaft 426. In another embodiment, the coupling mechanism 428 mechanically couples the motor output 416 to the engine output 403b to provide power to the rear wheel drive shaft 426. In these two embodiments, the power supplied to the wheel drive shaft 422 is changed by changing hydraulic settings primarily to change the output of the hydraulic module. In these two embodiments, the power supplied to the wheel drive shaft 422 can be varied by secondaryly changing the speed of the engine 401. In a second embodiment, the coupling mechanism 428 may include a single orbiter for coupling the power output from the motor shaft 416 to the output from the engine drive shaft 403b.

Similarly, FIGS. 9A and 9B are schematic views showing a top view and a distal portion proportionately, respectively, showing the front end of a conventional rear wheel drive vehicle, and are typically located between the front tires 405c, 405d of the vehicle. Up-and-down arrangement "engine 401. The transmission of the vehicle has been removed and in this example replaced by an embodiment of the modular configuration of the present invention, the dual hydraulic machine shown at FIG. 7B with the end disposed at the end. The hydraulic pump 400 is continuously connected to the hydraulic motor 410 via the hydraulic circuit 408 at the rear of the module, the front of the module having a connection box 407 with a mounting plate 419. It includes. This module is bolted to a fly-wheel casing 409 at the rear of the engine 401a. The pump shaft of the hydraulic pump 400 is connected to the main drive shaft of the engine 401a by conventional means (not shown), and the output of the hydraulic module is also conventional means (not shown) in the connection box 407. Is connected to the output shaft 417. This output shaft is connected to the wheel of the vehicle via the same mechanism that receives the output of the vehicle's original transmission. In a second embodiment, the connection box 407 may include a single orbiter that couples the power output from the motor shaft 402 (see FIG. 7B) to the output from the engine drive shaft.

Vehicle behavior ( Vehicle Operation )

Vehicle engine operation is initiated in the normal manner with the shift lever of the vehicle in the "Park" position [NOTE: The shift lever of the vehicle, hereafter referred to as the "drive mode selector" Is called. If the engine is running normally at idle, for example approximately 750 RPM, and the vehicle continues to be in the "Park" state, the transmission and associated computer controller are in standby mode. The engine can run in neutral by the operation of the accelerator pedal. When the drive mode selector is switched from the "park" state to another state, the computer controller starts controlling both engine speed and vehicle speed based on the following real-time inputs.

a) location of the drive mode selector

b) the position of the accelerator pedal

c) brake pedal position

d) vehicle speed according to engine output shaft speed and wheel drive shaft speed

e) fuel flow rate for the engine

f) location of the swash plate on the pump-motor

g) hydraulic circuit pressure

The computer controller uses these inputs to produce real-time output for the following components.

a) high pressure hydraulic relief valve on the pump-motor

b) swash plate servo position valves on the pump-motor

c) engine throttle to adjust for optimum engine speed;

Communication between the computer controller and various components of the motor vehicle is schematically illustrated in FIG. 10. Each time the engine of the vehicle is operated, the computer controller 450 continues the input from the driver, that is, the position of the drive mode selector 452, the position of the brake pedal 454, and the position of the accelerator pedal 456. Monitor. The computer controller may also monitor the speed of the engine drive shaft 458 to determine whether adjustment is needed to change the speed of the engine drive shaft 458. When the driver's inputs 452, 454, 456 represent a desired speed change of the drive shaft 458, the computer controller may (a) measure the rate of fuel flow to the engine 460 as an indirect measure of engine speed, (b) The value of the hydraulic pressure 462 in the pump and the motor, (c) the position of the pump swash plate 464a, and (d) the position of the motor swash plate 464b are determined.

Computer controller 450 uses a predetermined algorithm to most effectively achieve the desired change in drive shaft 458 speed. This is accomplished by one or more changes as follows: Computer controller 450 may adjust engine throttle 466 to vary the ratio of fuel flow to engine 460, and / or pumps and motors. The swash plate subvalve 470 can be adjusted to adjust the position of one or both of the swash plates 464a and 464b.

The vehicle using the transmission of the present invention preferably has the following characteristics.

1. If the drive mode selector switches from "Park" to "Drive" or "Neutral", and the brake is still engaged, the system will move the pump swash plate to the 0 ° position. This prevents the hydraulic pressure from increasing in the closed loop system.

2. When the drive mode selector switches from "park" to "drive" or "neutral", and the pressure is released from the brake pedal, the pump swash plate keeps 0 ° and the motor swash plate maintains + 25 °. As long as the pump swash plate remains at 0 °, all fluid in the closed loop remains “no flow”. This keeps the wheel drive shaft in a "locked" position and provides a "hill holding" function. When the vehicle is moved by gravity despite a locked rear drive shaft on a very steep uphill or downhill, the pump swash plate is slightly in the + or-direction to maintain a vehicle speed of 0 MPH. Instructed to increase the flow of fluid.

3. If the drive mode selector is in the “Drive” state and no brakes are applied, while the accelerator is depressed, more hydraulic pressure / torque than is necessary to overcome the tractive resistance torque. And the angle of the pump swash plate is steadily increased in the + direction, moving the fluid to the motor, increasing its rotation and the rotation of the vehicle drive shaft, thereby accelerating the vehicle. In this state, the vehicle continues to accelerate until the hydraulic pressure / torque becomes equal to the running resistance torque of the wheel of the vehicle in its terrain. If the pressure on the accelerator is reduced, a lower pressure set point is required, and the angle of the pump swash plate is reduced so that the acceleration of the vehicle slows down until the set point is reached.

The transmission of the present invention basically changes the way the car responds to the driver's input. In a vehicle of a standard geared or automatic geared transmission, power is transmitted to the wheel drive shaft by increasing the speed of the engine when the driver wishes to accelerate by stepping on the accelerator. If the engine continues to accelerate, when the engine reaches a predetermined high speed, the transmission shifts to a higher gear automatically or by a clutch by the driver's operation, and the engine speed drops. In the case of a vehicle having a gearless transmission of the present invention, when the driver wants to accelerate by pressing the accelerator pedal, the power is increased by changing the swash plate ratio in the transmission, and the engine speed is constant. Is maintained. If the acceleration continues, the engine speed becomes large enough to provide greater power only when the swash plate ratio reaches a predetermined value.

Since the hydraulic method of the transmission of the present invention provides working torque at very low engine RPM, gasoline engine vehicles using the present invention instead of the vehicle's original torque converter transmission operate at much lower engine speeds. . This feature is due to the excellent efficiency achieved by using a stationary cylinder block and a hydraulic machine having a rotating swash plate which varies through a preferred continuous angle of at least -25 ° to + 25 °.

The transmission of the present invention can change the speed of the drive shaft while changing the engine speed to a minimum. Therefore, according to the present invention, the engine speed can be maintained within a relatively narrow low-to-moderate range. In this heavy load range, combustion of the HCCI engine is more easily controlled. The transmission of the present invention is well suited to the implementation of a better fuel economy HCCI engine in gasoline powered vehicles.

The pump-motor of the present invention preferably does not use "dog-bones". The pump-motor of the present invention preferably has a minimum "blow-by" of less than 1 gallon per minute. The pump-motor of the invention is preferably connected in a "closed loop". The pump-motor of the present invention is modified by adding bearings to support a nut-only wobbler portion that performs only the displacement movement on the nutating / rotating rotor member. It is desirable to have a conventional split swash plate. In one embodiment of the invention, such a bearing is a needle bearing. The pump-motor of the invention preferably comprises a mechanical valve system. Each pump-motor preferably comprises a hold-down plate biased by a plurality of springs. Each spring is disposed around the outer periphery of the sliding shoe associated with the head of each piston. This combination of split swash plate and holddown element significantly reduces the surface speed of the relative movement between the sliding shoe and the swash plate, which in turn reduces wear and costs and greatly increases the efficiency of the machine.

Example: Installation and Evaluation of the 2004 Chevy Tahoe All-Hydraulic Transmission

In order to demonstrate the modular characteristics of the fully hydraulic transmission of the present invention and to quantify fuel economy, the 2004 Chevrolet Tahoe automatic transmission was removed and the transmission of the present invention was installed instead.

The vehicle's powertrain consists of GM's 5.3L V8 engine, which is connected directly to an infinely variable transmission via a non-reduction gear. The transmission consisted of a hydraulic pump and a motor coupled only by hydraulic flow. The pump, driven by the engine, made the required swash plate controlled flow run by the hydraulic motor. The motor was coupled directly to the drive shaft by the position of the swash plate and to the drive wheel of the vehicle, producing the required torque in response to the drive wheel resistance torque.

From the vehicle control module to the infinitely variable transmission, the following inputs were used:

1. Drive mode selector with Park, Reverse, Neutral, Drive, and Park Lock.

2. Accelerator pedal position sensor to indicate the desired power to the driver.

3. Off idle switches for redundant control when the driver's pedal is in the full off position.

4. Brake pedal sensor to indicate to the driver the accelerated deceleration of the speed.

The following components of the transmission were installed for input to the computer controller.

1. Three hydraulic pressure transducers for monitoring high pressure pump, motor and charge circuit pressures.

2. Two speed sensors for monitoring the transmission input from the engine and the output speed to the rear drive shaft.

3. Two fuel flow meters for engine supply and return.

4. 2 pump and motor swash plate position LVDT.

5. Hydraulic charge circuit flow meter.

Output from computer control:

6. High pressure hydraulic safety solenoid valve.

7. Two high pressure pumps and motor swash plate servovalve.

The various accelerator pedal / swash plate angle setting ratios, calculated by the computer controller, were all initially calculated and then examined with dynamometer data. In the case of the prototype, the initial output set system pressure is 200 PSI for engine idle and up to 3,800 PSI with 167 lb-ft of torque for every 1,000 PSI deviation in differential pressure. For prototype Tahoe vehicles, preliminary calculations show engine RPM range limits from 750 to 2,200, and transmission ratio limits from 25: 1 (low-low) to 0.67: 1 (overdrive). The intent of this prototype design is to allow the engine to run at the lowest RPM while maintaining adequate torque for all EPA checks. Thus, if a given amount of torque is required, the engine can make an amount that exceeds the range of RPM and fuel delivery values, and the computer controller algorithm is chosen to obtain the highest fuel economy.

Although the present invention discloses that it is used in a modular fashion to replace existing transmissions in gas engine vehicles, it can be effectively used as a factory-installed unit and even in diesel engine vehicles.

In this regard, the present invention is directed to high speed gasoline engines with lower speed / high torque engines widely used in the 1960s to 1970s, when used in vehicles that are already modular or that can be replaced modularly. And the gas efficiency will be very large.

Thus, the transmission of the present invention is not only lightweight, simple and inexpensive, but can also survive its huge gas engine infrastructure. In addition, the transmission of the present invention can achieve the required energy conservation without compromising fuel distribution around the world by improving fuel consumption comparable to what can be achieved with diesel engines.

The present invention opens up the possibility of returning to the lower speed / higher torque engines proven in the automotive industry, and this improvement in efficiency makes it possible to achieve lightweight and low cost engines.

Accordingly, it should be understood that the embodiments of the invention disclosed herein merely illustrate the use of the principles of the invention. The description of the embodiments to be illustrated is not intended to limit the scope of the claims, but merely to list these features that are deemed essential to the invention.

Claims (17)

It can be used in vehicles including an engine, an accelerator for indicating a desired change in vehicle speed, a brake for indicating a required decrease in vehicle speed, and an output drive for driving a wheel of the vehicle. Modular transmission, The modular transmission, a) a plurality of hydraulic machines, each comprising (i) a rotating shaft, (ii) an elongated piston, and (iii) an angularly adjustable swash plate ); And b) a controller for determining the relative speed of the output drive of the vehicle Including; The long piston has a reciprocating motion in a cylinder formed in a stationary cylinder block, and has a variable stroke up to a predetermined maximum value by adjusting the angle of the swash plate, The hydraulic machine is operable as (i) a hydraulic pump having a respective hydraulic pump shaft rotatable by the engine of the vehicle, and (ii) the output drive of the vehicle. Operable as a hydraulic motor having respective hydraulic motor shafts operatively connected to rotate it, and (iii) are interconnected in a hydraulic closed loop, The controller, Operable in accordance with initiation of operation of the vehicle engine, (i) the speed of the hydraulic pump shaft, (ii) the speed of the hydraulic motor shaft, and (iii) desired variations in vehicle speed dictated by the operation of the accelerator and the brake. In response to, The controller, (i) adjusting the angle of the swash plate of the hydraulic pump, (ii) adjusting the angle of the swash plate of the hydraulic motor, and (iii) the speed of the engine To determine The controller compensates for changes in vehicle load and changes in the terrain through which the vehicle passes, and allows the predetermined speed parameter of the engine to maximize the fuel economy. Adjusting the operation of the vehicle in accordance with the required change in the vehicle speed dictated by the operation of the accelerator and the brake, automatically adjusting until Modular transmission. The method of claim 1, The controller, Vary an infinitely variable increase in the speed of the output drive of the vehicle relative to the hydraulic pump shaft until the ratio reaches unity; After the ratio reaches 1, by varying an infinitely variable increase in the speed of the output drive of the vehicle relative to the hydraulic pump shaft, After the ratio reaches 1, maximizing the predetermined parameter with respect to fuel economy for operation of the vehicle comprising an overdrive state, Modular transmission. The method of claim 1, When the controller is operable in accordance with the initiation of the operation of the vehicle engine, the required change in the vehicle speed indicated by the operation of the accelerator and the brake is the speed of the vehicle not directly related to the change in the speed of the engine. Resulting in a change in the engine speed determined by the modular transmission. The method of claim 1, Wherein the engine is a homogeneous-charge-compression-ignition (HCCI) type engine. A hydraulic transmission for an automobile having an engine, an engine drive shaft driven by the engine, and a wheel drive shaft for driving a plurality of wheels for driving the automobile, The hydraulic transmission includes a hydraulic pump and a hydraulic motor connected to the hydraulic closed loop, The hydraulic pump and the hydraulic motor, respectively a) a non-rotating cylinder block having a plurality of cylinders circumferentially located at a distance of a first radial distance about a rotation axis of a drive element; b) a plurality of long pistons each comprising a piston body and a spherical head connected to the piston body, the plurality of long pistons installed reciprocally in the cylinder; And c) a variable-inclined rotor, driven by the drive element, which (i) performs both rotational and nutational movements, and (ii) nutationational movements. Split swash plate comprising a wobbler having a flat face Including; The cylinders each comprising an open head portion, the piston head always extending beyond the open head portion, The stroke of the piston changes to a predetermined maximum value according to the inclination of the swash plate, The drive element of the hydraulic pump is driven by the engine drive shaft; The drive element of the hydraulic motor transmits torque and power to the wheel drive shaft; When the engine is operated at a relatively constant speed and a relatively low RPM, the hydraulic pump and the hydraulic motor are driven at highway speeds at standstill, without any change by intermediate gearing as an intermediary of any kind. providing the wheel drive shaft with sufficient torque and power to drive the vehicle in continuous acceleration movements up to speeds, Hydraulic transmission, The method of claim 5, Each hydraulic machine further comprises a respective sliding shoe pivotally attached directly to the piston head, without any intermediate dog-bone, Wherein each sliding shoe is maintained in direct sliding contact with the flat surface of the oscillator while all relative rotational movements are made between the piston and the flat surface. Hydraulic transmission. The method of claim 5, Wherein the angle of the swash plate varies in the range of -25 ° to + 25 °. The method of claim 5, Each hydraulic machine further comprises a respective lubricating channel formed in the cylindrical wall of each cylinder in the cylinder block for holding the pressurized fluid, The lubrication channels are all interconnected to form a continuous lubricating passageway in the cylinder block, The compressed fluid is substantially closed by the respective lubrication channels by the outer surface of the axially cylindrical body of each piston during the entire stroke of each of the pistons. The only source of the pressurized fluid retained in the continuous lubrication passage and received by the continuous lubrication passage is between the respective cylindrical walls of each cylinder and the axial cylindrical body of each piston. There is a minimum flow of the fluid; The closed continuous lubrication passageway is circumferentially formed in the cylinder block, traversing the respective cylinders, and at a circumferential distance substantially the same as the cylinder having the same center around the axis of rotation of the drive element. Centered circumferentially in the direction, Hydraulic transmission. The method of claim 5, Each hydraulic machine further comprises a hold-down assembly for biasing each sliding shoe towards the flat surface of the oscillator. The method of claim 5, The engine is a hydraulic transmission of homogeneous premixed compression ignition (HCCI) type. A method for replacing automatic transmission in a transmission well of a vehicle comprising an engine, an engine drive shaft driven by the engine, and a wheel drive shaft for driving a plurality of wheels for driving the vehicle. As a) disconnecting the automatic transmission from the engine drive shaft and the wheel drive shaft; b) removing the automatic transmission from the transmission well; c) completely placing a hydraulic transmission comprising a pump and a motor in said transmission well; d) attaching the engine drive shaft to the pump and attaching the wheel drive shaft to the motor; And e) providing computer control for controlling the operation of said hydraulic transmission. Including; The automatic transmission is replaced with the hydraulic transmission, The hydraulic transmission converts torque and power from the engine to provide sufficient torque and power to the wheel drive shaft to drive the vehicle from a stationary state to a highway speed, Way. The method of claim 11, Wherein the engine is a homogeneous premixed compression ignition (HCCI) type engine. In a vehicle including an engine, a drive mode selector, an accelerator pedal, a brake pedal, and a transmission, a pump swash plate with an adjustable swash plate angle and a motor swash plate with an adjustable swash plate angle A method of controlling power for a wheel drive shaft of a vehicle, comprising: a) measuring the position of the drive mode selector, the position of the accelerator pedal, and the position of the brake pedal; b) measuring engine speed and vehicle speed; And c) the angle of the pump swash plate and the angle of the motor swash plate while maintaining a constant engine speed within a predetermined value of the angle of the pump swash plate and the angle of the motor swash plate, the position of the drive mode selector, the accelerator pedal Controlling based on position, position of the brake pedal, engine speed, and vehicle speed Including, the method. The method of claim 13, Wherein the engine is a homogeneous premixed compression ignition (HCCI) type engine. The method of claim 13, The method, d) increasing the engine speed only if the angle of the pump swash plate and the angle of the motor swash plate reach a predetermined value and more power is required for the wheel drive shaft; And e) reducing the engine speed only if the engine speed exceeds an idle and less power is required for the wheel drive shaft Further comprising, the method. Of an automobile comprising an auxiliary drive shaft extending from the front of the engine and driven by the engine and a main drive shaft extending from the rear of the engine and driven by the engine. A method of controlling the power provided to a wheel drive shaft, a) driving a hydraulic module, comprising a hydraulic pump forming a closed loop with the hydraulic motor, using the auxiliary drive shaft to generate a hydraulic output from the hydraulic motor; b) mechanically coupling the hydraulic power output to the wheel drive shaft, thereby powering the wheel drive shaft; And c) infinitely varying the power provided to the wheel drive shaft by adjusting the angle of the pump swash plate and the angle of the motor swash plate. How to include. The method of claim 16, And mechanically coupling the main drive shaft to the wheel drive shaft, And the hydraulic power output from the main drive shaft is mechanically combined to produce a transmission output for powering the wheel drive shaft.

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