MXPA01003788A - Variable displacement vehicle engine and solid torque tube drive train - Google Patents

Abstract

A variable displacement engine for a vehicle has a sequential fuel injector firing order to sequence the fuel injector firing signals (201, 202, 203, 204) to the fuel injectors (205, 206, 207, 208) of each cylinder of the engine in a sequential manner regardless of the number of cylinders which are operated under any given engine load. A connecting bridge (230) connects the injector firing signals (201, 202, 203, 204) as determined by the engine controller for the desired number (209) of operative cylinders under any load to the fuel injectors in a sequential manner as the bridge sequences through positions after each injector firing cycle. A solid torque tube system (30) rigidly interconnects the engine (32), the transmission (33) and the rear axle (38) of the vehicle to form a solid torque member (34) having a natural frequency of oscillation higher than any vibrational frequency that can occur during operation of the vehicle. A rigid torque tube (34) is fixedly connected between the transmission (33) and the rear axle (38).

Description

VARIABLE DISPLACEMENT MOTOR FOR VEHICLES AND SOLID TUBE TORSION PULLEY TRAIN DESCRIPTION Background and field of the invention The present invention relates, in general, to vehicles and, specifically, to variable displacement vehicle engines and more specifically, to vehicle drive trains. In general, vehicle engines with an even number of combustion cylinders are provided, i.e., 4, 6, 8, etc., although certain engine designs with an odd number of cylinders, such as 5 cylinders, are also known. The amount of fuel / air injected into each cylinder depends on the position of the throttle valve or throttle pedal and determines the resulting power applied to the vehicle's wheels and vehicle speed. A pre-set fuel / air mixture is provided under slow running conditions when the driver has removed his foot from the accelerator pedal. It is known that fuel economy can be significantly improved by stopping the operation of some of the cylinders of the vehicle with the traffic light or partial load handling conditions. In the so-called "variable displacement engines" the fuel injection stops in certain cylinders, with only the remaining cylinders continuing to operate. Several control schemes have been developed to determine the number of cylinders which are operating or become inoperable under various driving load conditions. Even though variable displacement engines have shown an increase in significant fuel savings and consequently reduced fuel emissions, variable displacement engines create two unacceptable problems. First, when a cylinder has stopped working for a considerable period, the temperature of the cylinder wall and other surfaces inside the cylinder drops compared to that of the cylinders that burn fuel and operate continuously. The cooler inoperable cylinders are required under various power requirements to quickly recover operation when the power demand increases. This can cause combustion inefficiency compared to the hottest cylinders operated continuously, and causes approximately lower average efficiency in fuel combustion and an increase in fuel consumption and produces greater contamination of exhaust gases from cylinders that operate more cold. An improvement to overcome this problem is to constantly change the specific cylinders that are working or those that are not working under some load condition according to a pre-established sequence. Another problem created by the variable displacement motors is a result of cylinders intermittently operated and separated inconveniently, and creates unacceptable torsional vibration in the passenger cabin as a result of unbalanced motor operation when the motor is mounted in a conventional manner intimately connected to the cabin. Such vibrations have inhibited the use of variable displacement motor designs in view of the fact that vibrations, when transmitted to the passenger compartment, are unacceptable. In a conventional vehicle driven by the rear wheels, the power is transferred from the engine and transmission through an impulse arrow to the rear axle and then to the two rear wheels. Since the motor is generally conventionally mounted front and rear in the chassis by means of motor supports or in a motor support or subframe intimately connected with the chassis bars of the passenger cabin, any vibration of the torsional motor is transferred from the motor to the passenger cabin or through the transmission and the rear axle to the vehicle body by means of the rear wheels that are connected to the body of the vehicle by means of springs and shock absorbers. further, forces or jolts are transferred by means of the rear wheels to the passenger cabin as a result of uneven or rough transmission changes as well as by jerks or blows introduced in the rear wheel by rough pavement, holes, etc. The final result of all these forces that are transmitted to the passenger cabin is an uncomfortable trip for the passengers of the vehicle. Torsion tube type torsion trains have been used in rear wheel drive vehicles. For example, a rigid torsion tube to the rear axle was connected by means of a universal cardan joint to the rear end of the transmission. The engine in this drive train was mounted to the vehicle by means of a pair of rubber supports positioned laterally in an effort to dampen the torsional vibrations of the engine of the chassis rods connected to the passenger cabin. Thus, it would be desirable to provide a variable displacement motor that overcomes the problems associated with previously invented variable displacement motors. It would also be desirable to provide a variable displacement motor that keeps the temperature of the cylinders inoperative at a minimum temperature suitable for efficient combustion and low emissions of contamination when the inoperative cylinders are abruptly returned to an operational state. It would also be desirable to provide a variable displacement motor with a single drive train that isolates torsional vibrations from the motor and other forces generated by the rear wheels of the passenger car vehicle. It would also be desirable to provide such a single pulse train that can be easily adapted to the drive trains of rear wheels of current vehicles.

Summary of the invention Variable displacement engine fuel injector ignition means are described in which the fuel injector signals are connected to a selected number of fuel injectors under the control of an accelerator controlled switch operated by an engine controller which selects the number of cylinders to be operational under any impulse load condition. The unique injector ignition signal control means command between states or positions after each complete injector firing cycle to connect the ignition signals of the injector to all other cylinders of the engine in a sequential and oscillating manner to maintain the temperature of each cylinder above a minimum temperature associated with effective fuel combustion. In accordance with the present invention, the variable displacement motor includes a plurality of cylinders, each provided with a fuel injector to inject the fuel into each cylinder in a timed base controlled by the injector power signals coming from a controller of the motor. The engine controller, in response to engine load variants, selects any number of the maximum number of cylinders for operation at any given time. The means connect each fuel injection ignition signal from the engine controller to a fuel injector. The means cycles the fuel injector connecting means to all the cylinders in the engine in a sequential manner in the selected number of fuel injectors operating at a time.

Means for advancing the fuel injector connection means are also provided one position for connecting the selected number of fuel injector ignition signals to different fuel injectors in each sequential generation of the fuel injector signals for the selected number of fuel injector signals. cylinders Also disclosed is a unique solid torsion tube system for a rear-driven vehicle drive train which rigidly interconnects the engine, transmission and rear axle in such a way that the natural frequency of motor oscillation, transmission and The rigidly interconnected interconnection means is higher than any vibrational frequency that could occur during engine and vehicle operation. In a preferred embodiment, the interconnection means comprise the motor rigidly fixed to the transmission and a rigid torsion tube rigidly connected to one end in the transmission and rigidly fixed to a second end opposite the rear axle. Preferably, the interconnection means, the engine and the transmission are substantially coaxial with the longitudinal axis of the vehicle.

Means are provided for rotatably connecting the engine to the vehicle chassis for rotational movement of the rear axle on a horizontally transverse axis to a longitudinal axis of the interconnection means with respect to the vehicle chassis. The means for rotatably connecting preferably comprise a universal rotary connection mounted between the vehicle chassis and one end of the engine. The means for rotatably connecting also includes means for allowing the interconnecting means to rotate on two mutually exclusive axes with respect to the vehicle chassis. In one embodiment, the means for rotatably connecting include a pivot bar connected to and extending from the engine, and means, fixed to the vehicle chassis, to movably receive the pivot bar and allow rotation of the pivot bar about a longitudinal axis of the vehicle. the pivot bar and, also, longitudinal movement of the pivot bar. Preferably, the means for rotatably connecting allow pivoting of the pivot bar on two mutually exclusive axes. Coupling means are also coupled to the pivot bar to dampen the longitudinal movement of the pivot bar. In a modality, the shock absorbing means comprise force absorption means coupled to the pivot bar. A piston rod is coupled to the pivot rod and to a piston slidably mounted in a closed housing. The housing is fixedly connected to the structure of the stationary vehicle, such as, for example, to the crossbar of the front chassis of the vehicle. The piston forms first and second fluid filled chambers and spaced apart in the housing on opposite sides of the piston. A limiting orifice is formed in the piston creating a restrictive fluid flow path between the first and second chambers. The force-absorbing means also includes a source of torsion-compensating fluid in the vehicle which generates a fluid pressure proportional to the torsion of the transmission, and means, coupled to the source of torsion-compensating fluid and to the first and second chambers in the piston housing, and sensitive to the longitudinal movement of the piston rod, to control the flow of fluid to and from the first and second chambers to modulate the fluid flow between the first and second chambers in proportion to the magnitude of the longitudinal movement of the piston rod. The fluid flow control means preferably comprises a spool valve slidably mounted in a closed housing and coupled to the pivot bar. The spool valve can be moved between a first position which blocks the flow of fluid between the source and one of the first and second chambers, and a second position which directs the fluid flow from the torsion-compensating fluid source to a of the first and second cameras depending on the direction of movement of the spool valve. The spool valve is preferably a bidirectionally movable spool valve. A check valve is placed between the torsion compensation fluid source and the spool valve to prevent back flow of the valve to the torsion compensation fluid source. The closed housing containing the spool valve is mounted stationary in the vehicle. The solid torsion tube system of the present invention provides important advantages with respect to drive train configurations of previously invented vehicles by isolating any rotary vibration generated by the engine from being transmitted to the vehicle cabin. The solid torsion tube (STTS) system of the present invention is particularly useful with controllable variable displacement motors in which one or more cylinders can be made temporarily inactive to improve fuel economy and to reduce contamination when such engines with several inactive cylinders would be commercially impractical due to the undesirable and unequal torsional vibrations transmitted to the passenger cabin of such improved vehicles of the fuel-saving and low-pollution type. The STTS drive train makes such commercially practical vehicles by isolating any unequal or erratic torsional vibration frequency generated by any uneven ignition motor by means of a unique combination of self-supporting structural members that provide a torsionally rigid mass with a natural frequency of torsional stiffness that is of magnitude greater than any vibration frequency that could be generated by any combination of ignition pulses generated by the power source of the vehicle. This high natural frequency designed in the stiff structure of STTS prevents any vibration of the engine from agglomerating at frequencies by resonance that could disturb the passengers during the operation of the vehicle. The STTS of the present invention also softens and softens and makes imperceptible any anterior and posterior thrust forces exerted by the rear wheels when generated by variations in engine torque or by upshift of transmission or by downshifts of transmission. This decreases any discomfort to the passengers of the vehicle during the operation of the vehicle. The unique force absorbing means of the present invention helps to absorb any anterior and posterior movement of the solid torsion tube system by means of the combined inertial mass of the engine, transmission, impulse line transmission, and rear axle assembly. The total mass of the STTS acts as an absorber of inertial energy and functions as a barrier in opposition to any anterior and posterior movement of forces generated by sudden changes in the tractive effort of the rear wheel. This decreases any discomfort to the passengers of the vehicle during the operation of the vehicle. The forward location of the STTS mass acts as an inertial resistance against any upward or downward vertical torsion arm forces caused by sudden changes in the tractive effort of the rear wheel. As in the case of the sudden forward tractive effort, the upward force of the STTS torsion arm is mitigated and controlled by the inertia of the STTS, thus reducing the vertical reaction forces of the torsion arm to be transmitted to the vehicle cab thanks to the mass of inertia of the combined weight of the engine, the transmission, the axle to the coaxial transmission connector, and the axle assembly. This decreases any upward and downward forces of the front pivot end of the solid torsion tube apparatus that could cause discomfort to the passengers in the vehicle cabin. The STTS of the present invention is particularly useful for eliminating noise vibrations generated by the exhaust systems, including exhaust converters, exhaust silencers, pipes, and resonators where exhaust members are typically supported by suspended exhaust brackets attached to the exhaust. bottom of the vehicle cabin. The STTS provides means to remove all hanging brackets of the exhaust system attached to the floor of the passenger compartment, thereby eliminating the noise and vibration transmission that resound typically driven from the hanging brackets of the exhaust system attached to the floor of the passenger compartment. passenger cabin. This decreases the discomfort of the noise to the passengers of the vehicle during the operation of the vehicle. The elimination of hanging exhaust brackets is achieved by solidly joining the exhaust system in its entirety to the STTS assembly, thereby isolating the escape from the passenger cabin. The STTS of the present invention is also particularly useful in increasing the life of exhaust pipes and connectors by eliminating vibrational twisting and stresses that are typically high cost, and shortening the life of exhaust systems in conventional vehicles. The STTS of the present invention is also particularly useful in increasing the safety of hydraulic brakes by eliminating the dangerous long flexible brake hose between the floor of the passenger cabin and the rear axle which is a typical unsafe practice in conventional vehicles. This feature is achieved in the present invention by attaching the brake hydraulic pipe firmly along the total length of the STTS assembly. A short, low-flexibility hose near the main cylinder replaces the long sleeve. The STTS of the present invention is particularly useful for eliminating the error of steering of body balance of the rear axle and rear wheels during turning maneuvers and by strong throttle torsion conduction maintaining the straight forward turning direction of the rear axle and the assembly. wheel. The STTS provides accurate guidance of the rear wheels by virtue of the long torque arm of the STTS that acts as a positive lane tow truck directional guide for the rear axle and the rear wheels. This decreases the danger of loss of driving during violent turn and during aggressive acceleration. The STTS of the present invention eliminates all universal joints in the interline between the transmission and the rear axle which reduces vibrations out of balance caused by the decentering of the motor shaft. The STTS impulse line is rigid; therefore, no universal junction is needed. The STTS of the present invention is also particularly useful for removing sliding joints in the drive line between the transmission and the rear axle. The elimination of the sliding joints eliminates the noise of slipping joint grinding when a vehicle completes a stop and goes to rest. The STTS impulse line is rigid and there is no change in length between the transmission and the axle when the vehicle goes to rest after braking to rest.

BRIEF DESCRIPTION OF THE DRAWINGS Different features, advantages and other uses of the present invention will become more apparent with reference to the following detailed description and drawings.

Figure 1 is a perspective view of a vehicle having the solid torsion tube system of the present invention mounted thereon. Figure 2 is a rear perspective view of the solid torsion tube system of the present invention. Figure 3 is a side elevational view of a pivot joint for the solid torsion tube system shown in Figures 1 and 2. Figure 4 is a side elevational view of a force damper in accordance with the present invention. . Figure 5 is a side elevational view of an alternative embodiment of a force damper in accordance with the present invention. Figures 6A-6D are perspective representations of an electrical circuit for activating and deactivating individual fuel injectors in an oscillatory firing sequence. Figure 7 is a perspective representation of an eccentric and connecting rod for moving the bridge assembly by means of the electrical connectors shown in Figures 6A-6D.

Description of preferred modalities Referring now to the drawing, and to Figures 6A-6D and 7, in particular, a fuel injector firing ordering circuit is described operating not only to select the number of cylinders in a motor for operation by selectively coupling the ignition signals from the fuel injector to the selected fuel injector for the selected number of cylinders, but also cycling the means for connecting the fuel injection ignition signals or pulses to the respective fuel injectors in a cycled and sequential manner so that all the Cylinders will light the number of cylinders selected by the engine controller to be fired or operational at any time, to maintain the temperature of all cylinders, including non-operating cylinders, at a minimum temperature to provide efficient fuel combustion when a cylinder particular abruptly it changes from an inoperative state to an operational state. In Figures 6A-6D the fuel injection signals 201, 202, 203 and 204 are shown which are associated with the first, second, third and fourth cylinders of a four-cylinder engine. It will be understood that hereinafter a four-cylinder engine is described by way of example only because the present control configuration can be used in engines of vehicles having any number of cylinders, including either an even or odd number of numbers of cylinders. In a conventional constant displacement vehicle engine, the fuel injection signals 201, 202, 203 and 204 would normally be connected directly to each fuel injector 205, 206, 207 and 208, respectively. However, in the variable displacement motor of the present invention, a contactor 209 or switch controlled by the throttle valve is provided to control the number of cylinders of the four-cylinder engine which must be operative at any time. As is conventional, engine controller, not shown, is responsive to engine load and position of throttle valve or throttle among other factors to determine the number of cylinders of the maximum number of cylinders in the engine needed to meet the requirements of power load of any driving condition. In low load or slow running conditions, the engine controller can deactivate certain cylinders thereby operating the engine in one or two cylinders, for example, to increase fuel economy and reduce unacceptable emissions.

In the present invention, a plurality of conductors 210, 211, 212 and 213 are selectively connected to the conductors carrying the signals 201, 202, 203 and 204 of the fuel injector and the switch contacts 209 under control of the throttle valve. By way of example, the sliding movement of the butterfly valve control switch 209 under control of the engine controller will select a cylinder, two cylinders, three cylinders or all four cylinders of the engine for operation at any driving condition. The movement of the throttle valve switch 209 in an opposite direction can cut or stop certain cylinders out of operation thus causing the engine to operate with one, two or three cylinders less than the total number of four cylinders in the engine. It will also be understood that the motor controller or ECU could also perform the function of the switch 209 of the throttle valve controller generating only the required number of signals 201, 202, etc. ignition of fuel injector. In accordance with the present invention, means 230 is provided for connecting the fuel injection ignition signals 201, 202, 203 and 204 generated by the engine controller on a timed basis to the fuel injectors 205, 206, 207 and 208. selected. In the present variable displacement motor, • the motor controller will still generate the four fuel injection nozzle signals or pulses 201, 202, 203 and 204 on a timed base, such as consecutively, or in any selected order. However, the motor controller by means of the control switch 209 of the throttle valve will select the number of cylinders which must be operational under a given driving load condition. The cyclization means 230 are, by way of example only, a bridge contact or arrangement of electrical contacts, brushes or bus bars that can be selectively and slidably connected to the along the conductors 210, 211, 212 and 213 and provides sliding contact with selected contacts associated with the fuel injectors 205, 206, 207 and 208. In operation, if a cylinder is selected • for operation, and there are three idle cylinders, the cyclization means 230 will initially take the position shown in Figure 6A in which the contacts or tips 231, 232, 233 and 234 of the switch extend from the conductors 210, 211, 212 and 213, respectively, to the con- terminals labeled 1, 2, 3 and 4 respectively associated with fuel injectors 205, 206, 207 and 208. The opening switch of the valve. The butterfly, in a condition of an operating cylinder, will connect the fuel injector signal or pulse 201 through the contact 231 to the first fuel injector 205 operating in this manner and causing combustion of fuel in the first cylinder. Since the switch 209 controlled by the throttle valve does not connect the signals 202, 203, and 204 to the conductors 211, 212, and 213, no ignition signal is provided from the second to the fourth cylinder. To maintain the temperature of the four cylinders of the engine above a minimum temperature suitable for efficient fuel combustion, the means or bridge 230 connectors are selectively moved, as will be described below, through a series of positions, as shown in Figures 6A-6D to consecutively connect the generated fuel injector signal 201 repeatedly to the fuel injectors 206, 207 and 208 one at a time each time the ignition signal 201 is generated by the engine. In Figure 6B, the bridge 230 has been moved to a second position labeled "B" where the contact 231 is connected to the second fuel injector 206 thereby transmitting the ignition signal 201 through the control of the switch 209 of control of the throttle valve to the second fuel injector 206. The bridge 230 consecutively repeats through a third and fourth position, respectively labeled "C" and in FIGS. 6C and 6D selectively connects the ignition signal 201 of the injector to the third and fourth injectors 207 and 208. The cyclization means 230 then they are repositioned in the "A" position shown in Figure 6A during the next ignition cycle. It should be noted in each of the four positions labeled A, B, C and D in Figure 6A-6D of the bridge 230, the contacts 232, 233 and 234 respectively connected to the conductors 211, 212 and 213 are placed in contact with one of fuel injectors 205-208. However, since the throttle valve control switch 209 has not turned on or connected the ignition signals 202, 203, and 204 to the conductors 211, 212, and 213, no additional injectors are ignited or operated. A similar sequence occurs when the throttle control switch 209, under engine control, selects two, three or even all four cylinders of the engine for operation. When two cylinders of the engine are to be operated the throttle valve control switch is moved to a position which connects the signals 201 and 202 to the conductors 210 and 211. In this way, in each position A, B, C and D of the cyclization means 230, two injector ignition signals 201 and 202 are connected to two of the injectors. In the "A" position shown in Figure 6A, the injector ignition signals 201 and 202 will be connected via the bridge 230 to the injectors 205 and 206. In the next ignition position, shown in Figure 6B, the bridge 230 in the second position "B" will connect the ignition signals 201 and 202 to the second and third injectors 206 and 207, respectively. In a third position or "C" of the bridge 230 shown in Figure 6C, the bridge 230 connects the first and second ignition signals 201 and 202 to the third and fourth injectors 207 and 208, respectively. In the fourth position or "D", the bridge 230 connects the first and second injector signals 201 and 202 to the fourth and first cylinders 208 and 205, respectively. A similar sequence is used for a three-cylinder, four-cylinder engine operation. In general, by causing the bridge 230 to sequentially couple all the injectors 205-208, all the cylinders of the engine are lit in a continuous or oscillating ignition order, with the number of cylinders lit in any ignition sequence selected by the controller. of the engine in the maximum number of cylinders or any number of cylinders less than the maximum number of cylinders. Figure 7 shows an example of a rotatable eccentric 220 which is connected to a connecting rod 221. The rotation of the eccentric 220 by means of a mechanical connection timed to the engine, for example, causes reciprocal movement of the connecting rod 221. One end of the connecting rod 221 is connected to the bridge 230 to sequentially move the bridge 230 between the four positions A, B, C and D described above. Although the variable displacement motor with sequential or oscillating firing order of the present invention can be employed with any conventional vehicle drive train, it is preferred that the variable displacement motor of the present invention be employed with a vehicle drive train. which is adapted to absorb and / or minimize twisting and vibrational rotation caused by the reduced number of cylinders that may be operative in the variable displacement motor. Referring now to FIGS. 1 and 2 in particular, there is shown a solid torsion tube system apparatus (STTS) 10 which is part of the drive train of a vehicle 12.

The vehicle 12 is of conventional construction including four wheels 14, each mounted by means of a shock absorber and a spring assembly 16 to the vehicle chassis. The chassis of the vehicle is formed of a pair of chassis rods 18 extending longitudinally along both sides of the vehicle 12. The chassis rods 18 are connected to a front end 20 by means of a front transverse bar 20. The rear transverse bar 22 interconnects the rear end of the chassis bars 18. The solid torsion tube system or STTS present generally denoted by the reference numeral 30 is formed of a rigidly interconnected arrangement between a vehicle engine 32, a vehicle transmission 33, a torsion tube or torsion member 34 and a housing 38 of rear axle. The motor 32 is rigidly connected to the vehicle transmission 33 by convenient means such as by connecting the transmission housing 33 to the rear end of the engine 32 by means of fasteners, welds, etc. The engine 32 can be any conventional internal combustion engine or another engine used to drive a vehicle. Preferably, however, the motor 32 comprises a variable displacement motor having the oscillating cylinder firing order of the present invention as described above.

The torsion tube 34 comprises a tubular member surrounding the drive shaft 40 and extending between the output shaft end of the transmission housing 33 and the differential housed within the rear axle housing 38 and can take any shape convenient, such as a long, square, rectangular, polygonal, or other cross-sectional member, such as a U-shaped member with open sides. The torsion tube 34 is rigidly connected to a front end to the outlet end of the transmission housing 33 and to the housing 38 of the rear axle to an opposite end such as by riveted eyelashes which thus form a rigid one-piece assembly, unit between the motor 32, the transmission 33, the torsion tube 34 and the housing 38 of the rear axle. Means are provided for rotatably connecting the solid torsion tube system 30 to the vehicle 12 to cause the entire solid torsion tube system 30 to rotate as a single unitary system or member on a longitudinal axis that generally extends through the system. of solid torsion tube along the longitudinal axis of the vehicle 12. The mounting means preferably comprise a rotatable connection 42, such as a ball-and-socket connection wherein an arrow 44 projects forward of the engine block 32 and it ends in a ball 46, as shown schematically in Figures 1 and 2. The ball 46 engages a rotating ball-and-socket connection supported on the front transverse member 20. In this way, the upward movement of any rear wheel 14 causes an inclination of the rear axle or of the axle housing 38 or any upward or downward inclination resulting from the forward tractive effort during acceleration between the rear wheels 14 and the floor or The deceleration forces between the wheels and the pavement will be absorbed by the rotation of the solid torsion tube system 30 in its entirety without the transmission of such forces to the passenger cabin of the vehicle 12. In Figure 2, a pair of columns 48 are connected between a front end of the torsion tube 34 and opposite ends outside the rear axle housing 38 merely for stability. It will be understood that the use of the rear columns 48 is optional only, but will be useful in preventing the rear axle 38 from rotating on the line of centers of the torsion tube system 30. The pivotable connection 42 or ball-and-socket joint described above provides movement of the solid torsion tube assembly 30 relative to two mutually exclusive axes, preferably two mutually exclusive perpendicular axes, one extending along the longitudinal axis of the tube assembly 30. solid torsion and a second axis oriented perpendicular and horizontally to the longitudinal axis of the solid torsion tube assembly 30 through the spherical ball 42. In this manner, the upward movement of the entire rear axle 38 will cause the torsion tube assembly 30 solid turn on an axis around the second axis; while the upward movement of a rear wheel will cause the rotation of the apparatus 30 around the first axis. Referring now to Figure 3, there is shown an alternative embodiment of mounting means employed to support the front end of the solid torsion tube assembly 30 to the vehicle chassis, such as the transverse chassis of the vehicle or bar 20. In this embodiment , the mounting means includes a long tubular rod 52 which is fixedly connected by means of the mechanical fasteners 53, welding or other means to a tube 51 extending from the front end of the engine block 32, not shown. Preferably, the rod 52 has a tubular shape with a round cross section. A pivot block 54 is fixedly supported by means of a hanging support and elastic pads or shock absorbers to the front transverse chassis member 20. The pivot block 54, which may have any convenient shape, is preferably formed of a high strength metal material having a first bore 56 extending therethrough and pivotally receiving the pivot rod 52 to allow rotation of the pivot rod 52 on the longitudinal axis 58 extending along the pivot rod 52 and the longitudinal axis of the solid torsion tube assembly 30. A second transverse hole 60 receives a suspension support member 62 of round cross section which is connected in non-metal to metal contact by means of elastic pads or rubber bushings 61 and U-shaped clamps 65 to the transverse frame bar 20 lead. The suspension bracket 62 is rotated about the longitudinal axis extending substantially transverse horizontally to the longitudinal axis 58 thereby allowing the entire solid torsion tube assembly 30 to rotate about an axis about such axis relative to the bar. 20 front transverse chassis. Centering means is provided for centering the pivot block 56 in a centered position relative to the front transverse chassis bar 20 while allowing forward and backward movement of the pivot rod 52 during acceleration or deceleration forces as shown in FIG. described earlier. The centering means includes a support tube 51 fixed to the engine block and fixedly bearing the pivot tube 52 by means of a mechanical fastener 53 as shown in Figure 3. At least one preload nut 64 is mounted on the a threaded end portion 66 of the pivot rod 52 in a position spaced from a front end of the pivot block 54 for applying a preload force to the spring 68. A locknut 63 secures the preload nut 64 in the desired position of force . A pair of centering means, such as a calibrated compressible cushion material or coil springs 68 and 70, are placed on the pivot rod 52 on opposite sides of the pivot block 54. Thus, the centering spring 68 sits between a front surface of the pivot block 54 and the preload nuts 64. The second spring 70 or rear centering spring sits between the rear surface of the pivot block 56 and a front end of the bearing tube 51. During operation, any rotary force applied to the solid torsion tube assembly 30 of the engine or the tilt of a rear wheel through striking a rough road surface or hole, as well as rough transmission changes or acceleration and deceleration of the vehicle 12 will cause relative movement of the pivot rod 52 in either a forward or backward direction depending on the direction of the force applied to the solid torsion tube assembly 30. Such movement must push the entire torsion tube system 30, including the engine 30 and the transmission 32 before compressing one of the springs 68 and 70. The centering springs 68 and 70 will tend to deflect the pivot rod 52 back to the normal center position relative to pivot block 54 as shown in figure 3. At the same time, the pivot rod 52 is capable of rotating in the pivot block 54 on any rotating surface applied to the longitudinal access of the solid torsion tube assembly 30. This isolates such rotary forces from the passenger compartment of the vehicle 12. The backward, upward or downward inclination of the rear wheels 14 is also isolated from the passenger compartment 12 by means of the rotation of the solid torsion tube assembly 30 on the transverse shaft extending through the suspension support rod 62. The solid torsion tube assembly 30 and its rotatable armature 42 for the vehicle 12 have a total mass with an upper torsional stiffness which prevents rotary displacement between the engine block and the rear axle assembly or housing 38. This is particularly important and it is necessary that the torsional rigidity of the solid torsion tube system 30 from the front to the rear have a natural rotary frequency higher than any operational frequency encountered due to the erratic ignition of the engine at any operating speed. In accordance with another embodiment of the present invention, as shown in Figure 4, a force damper 80 engages between the vehicle chassis and the solid torsion tube assembly 30 to cushion or soften any forward thrust forces or backward that is imparted to the system 30 of solid torsion tube coming from the rear wheels 14 thus isolating or minimizing the transmission of such forces to the body of the vehicle 12 and thereby to the passenger compartment and the occupants thereof. As shown in Figure 4, the force damping means 80 comprises a tubular member 82 that is fixedly mounted to a bracket 84 coupled to the end 66 of the pivot rod 52. A mounting nut 86 is threaded around the end 66 of the pivot rod 52 to fixedly mount the bracket 84 in position on the pivot rod 52 and transmit bidirectional forward and backward movement of the pivot rod 52 for movement simultaneous and equal forwards and backwards of the tubular member 82. A piston shell 87 carries a slide piston 88 which is attached to one end of the tubular member 82. The piston casing 87 is mounted by means of an arm 90 to a flange 92 fixed to a stationary part of the vehicle, such as a front end of the vehicle front chassis bar 20. The piston 88 divides the interior of the piston casing 87 into two separate chambers 94 and 96. A restrictive opening or orifice 98 of small diameter is formed through the piston 88 which places the first and second chambers 94 and 96 in fluid communication. . A convenient fluid, such as hydraulic oil, is placed in each of the chambers 94 and 96 by substantially filling each of the chambers 94 and 96; but leaving volume or space within each chamber 94 and 96 for additional fluid from the opposite chamber 94 and 96. In operation, the forward and backward pushing forces imparted by the wheels to the solid torsion tube system 30 will produce longitudinal movement forward or backward of the pivot rod 52 depending on the direction of the thrust force. This forward or backward movement will be transmitted by means of the clamp 84 to equalize the forward or backward movement of the tubular member 82 and thereby the piston 88. The forward or backward movement of the piston 88 in the housing 87 of The piston will be resisted by the fluid in any of the chambers 94 or 96 in a direction of movement of the tubular member 82. The movement of the piston 88 is resisted by means of the orifice 98 which provides a restricted flow of fluid between the chambers 94 and 96. In addition to the pushing forces of the rear wheels, or other shaking forces or forces exerted on the system 30 of solid torsion tube which are absorbed by means of the shock absorbing means 80 occur when the transmission is changed from neutral to driving or reversing, especially during higher RPM or cold idling speeds. These shakes as well as the forward shake of the wheel on uneven pavement and the rattling back of dry blows of holes is absorbed by the force absorber 80 or at least softened so that any irritation to passengers in a the passenger compartment of the vehicle 12. Figure 5 shows another embodiment of force damping means 100 in accordance with the present invention. The force-absorbing means 100 are similar to the force-absorbing means 80 shown in Figure 4 with only a few slight modifications. In this embodiment, the pivot block 102 has a transverse bore 56 that rotatably and longitudinally receives the pivot rod 52 therethrough. Centering springs 68 and 70 are placed on opposite sides of the pivot block 56 on the pivot rod 52 to maintain the pivot rod 52 in a center position after any force impact on the solid torsion tube system 51. The transverse bore 60 receives the suspension support rod 62 which is connected to the vehicle body, such as the vehicle front chassis bar 20, by means of a hanging support assembly formed from the U-shaped clamps 65. and elastic or rubber pads 61. To ensure longitudinal movement or rotation of the free pivot of the pivot rod 52 through the bore 56 of the pivot block 102, a plurality of antifriction rollers or needle bearings 104 are mounted within the pivot block 102 and positioned to engage the exterior surface of the pivot rod 52. A piston rod 106 is fixedly connected to and extends from the end of the pivot rod 52 along the longitudinal axis of the pivot rod 52 in a piston casing or body 108 through a sealed connection, such as by means of an O-ring 110. The piston rod 106 is fixedly connected to a piston 112 slidably mounted on the piston body 108 and dividing the interior of the piston body 108 into a first chamber 114 and a second chamber 116. A restriction small diameter or hole 120 is formed in the piston 112 and puts the first and second chambers 114 and 116 in fluid communication. The limiting orifice 120 allows a fluid, such as hydraulic oil, to substantially fill each of the chambers 114 and 116 to flow between the chambers 114 and 116 depending on the direction of movement of the piston 112 while providing resistance to such movement by absorbing thus any sudden force or rattle or impacts applied to the pivot rod 52 of the transmission or the rear wheels of the vehicle 12 as described above. The piston 112 is maintained in a center position by dividing the chambers 114 and 116 into two chambers designed with an equally volumetric size by means of the centering springs 68 and 70 disposed on opposite sides of the pivot block 102. This defines the center, the rest position of the pivot block 102 and the piston 112. When the solid torsion tube system 30 tends to push the vehicle forward or to the left in Figure 5, the piston rod 106 moves with the movement toward in front or to the left of the pivot rod 52 and causes the piston 112 to move to the left compressing the fluid in the chamber 116. This causes resistance to extension or forward movement of the solid torsion tube system 30. At the same time, this force causes the fluid in the chamber 116 to flow to • through hole 110 which produces a hydraulic damping effect in the forward travel or movement of solid torsion tube system 30 which reduces any sudden rattling of solid torsion tube system 30 to significantly impact the vehicle 12 and passengers inside the passenger cabin of the vehicle 12. The same force damping effect is achieved by means of a backward orienting force tending to move the pivot rod 52 and the solid torsion tube system 30 to the right in the orientation of figure 5. The embodiment shown in Figure 5 also includes unique movement monitoring means responsive to the movement of the entire solid torsion tube system 30. Motion monitoring means, In a preferred embodiment, they include a valve 124 that has a spool 126 internally mounted with two lobes 128 and 130 supported on opposite ends of the spool 126. The valve 124 includes first and second openings 132 and 134 together with convenient connections to a fluid manifold, such as the fluid manifold of the transmission of the vehicle. Another inlet opening 136 is connected to valve 124 through a check valve 138 to a source 139 of torsion compensation fluid. Preferably, the torsion compensation fluid is • transmission torsion compensating oil, whose pressure 5 increases proportionally in relation to an increase in engine torque or transmission output torque. Additional openings 140 and 142 are connected to the valve 124 respectively connected or conduits to the chambers 114 and 116, respectively, in the piston housing 108. The spool valve 126 is fixedly connected by means of a connecting rod 144 to an arm 146 fixedly supported by the end 66 of the pivot rod 52. In this way, the directional movement to the left or right of the piston rod 52 caused by corresponding movement of the solid torsion tube system 30 results in simultaneous and equal left and right movements of the spool valve 126. The spool valve 126 is usually is located in the center position shown in Figure 5 due to the centering action of the springs 68 and 70 on the piston rod 52. In this center position, the lobes 128 and 130 block the fluid flow paths between the openings 142 and 132, and between the openings 140 and 134, respectively, whereby all of the fluid is maintained within the chambers 114 and 116 of the piston housing 108. In the event that the solid torsion tube system 30 suddenly jerks forward, for example, in response to a rough transmission change or other disturbance of sudden changes in the tractive effort on the rear drive wheels, whether or not that the valve 124 comes into action is determined by the amount of force exerted on the solid torsion tube system 30. When the force only produces small movements to the left or right (forward or backward) of the solid torsion tube system 30 and the piston rod 52, all these movements are damped by means of the centering springs 68 and 70. The valve essentially remains in the center position shown in Figure 5 and does not direct source fluid 139 through check valve 138 and one of outlets 140 or 142 to one of piston chambers 114 and 116. All these smooth or minimal movements of the torsion tube system 30 are absorbed by means of the centering springs 68 and 70 and / or fluid within the chambers 114 and 116 of the piston flowing through the limiting orifice 120 between the chambers 114 and 116. Inasmuch as it is desirable that the spring force of the centering springs 68 and 70 be sufficiently low to be responsive to light force pulses resulting from slight upshifts of throttle valve transmission, the spring load drops from Springs 68 and 70 • centering devices will cause the small movements of the pivot rod 52 to be imperceptible. The check valve 138 ensures that under no circumstances is extremely high fluid pressure present in the chambers 114 or 116 of the piston housing 108 back to the fluid source 139 torsion compensator. The main function of the valve 124 is to provide a modulated fluid pressure from a torque source 139 related to torsion, such as an oil or compensating control fluid generated by automatic transmission, or an electrically generated torque transmission output, which generates an auxiliary force for the springs 68 and 70 centering and / or the piston 112. The valve 124 sends control fluid pressure related to the torsion within a of the piston chambers 114 or 116 in a manner in which the fluid pressure increases proportionally in relation to increased engine torque or transmission output torque. In the case of an upshift transmission aggressive that would normally cause a sharp pulse directed to the body of the vehicle, the solid torsion tube system 30 and the pivot rod 52 will move abruptly to the left or to the front of the vehicle • in the orientation shown in figure 5. The spool valve 126 also moves to the left through the fixed connection of the connecting rod 144 and the arm 146. The abrupt force pulse overcomes the effect of deflection of the springs 68 and 70 centering and causes the spool 126 of the valve 124 to move sufficiently to the left to place the opening 142 in fluid communication with the pressure source 139 of torsional fluid compensated through the check valve 138 thereby providing the torsion compensation fluid to the chamber 116. This provides an auxiliary force what prevents the spring 70 from being saturated and causes it to transmit a solid forward shaking force to the body of the vehicle. In this position of the spool valve 126, the opening 140 is placed in fluid flow communication with the opening 134 thereby providing a fluid flow path from the chamber 114 to the fluid manifold. Once the impulse force begins to decrease, the centering springs 68 and 70 will return to activity and will bring the pivot rod 52 to the center position. This also moves the spool valve 126 to the center position by blocking the flow of fluid between the openings 140 and 142 and the valve openings 134 and 132, respectively. The valve 124 also operates in an opposite direction to assist in the damping of force in the movement of the solid torsion tube system 30 and the pivot rod 52 to the right, in the orientation shown in FIG. 5. In summary, it has been described a unique variable displacement motor having a sequential and oscillating injector firing order, regardless of the number of cylinders of the engine that are selected by means of an engine controller so that they are operational under any driving or loading condition to maintain all cylinders above a minimum operating temperature level suitable for efficient combustion of fuel. Also described is a single solid torsion tube system for a vehicle which isolates the force impulses generated by the rear wheels and / or upshifts or downshifts of rough transmission or bodywork of the vehicle which could cause discomfort to the passengers of the vehicle. vehicle. The solid torsion tube system of the present invention is also uniquely mounted to the vehicle to allow the entire solid torsion tube system to rotate around two mutually exclusive axles to isolate again the rotating forces generated by the engine or from some another side of impact on the body of the vehicle. The present invention also discloses unique force damping means that help dampen any longitudinal front and rear forces applied to the solid torsion tube system. Variable displacement motor with sequential injector firing order and solid torsion tube system can be used separately from each other, such as by coupling the variable displacement motor to a conventional vehicle drive train, or using the solid torsion tube system with a conventional constant displacement motor or a variable displacement motor without the sequential sequence start injector of the present invention. However, the use of the variable displacement motor of the present invention with the solid torsion tube system provides many advantages with respect to fuel economy under various pulse load conditions and a decrease or elimination of substantially all rotary vibrations. generated by the engine, vehicle wheels, unequal transmission changes, etc.

Claims (30)

1. In an engine having a plurality of cylinders, each provided with a fuel injector to inject the fuel into each cylinder on a timed basis controlled by injector selection signals from an engine controller, the engine controller, in response to engine variation loads, selects any number of the maximum number of cylinders for operation, the improvement comprising: means for connecting each fuel injection ignition signal from the engine controller to a fuel injector; and means for cycling the means for connecting the fuel injector ignition signals to all the cylinders in the engine in a sequential order, in the selected number of fuel injectors operating at a time.

2. The improvement according to claim 1, characterized in that the means for cycling comprises: means for advancing the means for connecting fuel injector one position for connecting the selected number of fuel injector signals to different fuel injectors at each sequential generation of fuel injector signals for the selected number of cylinders.

The improvement according to claim 1, characterized in that the vehicle further comprises a transmission, a rear axle, and a chassis, the improvement further comprising: means for rigidly interconnecting the engine, transmission and rear axle in such a manner that the natural frequency of motor oscillation, transmission and rigidly interconnected interconnection means is higher than any vibrational frequency that may occur during engine operation.

The improvement according to claim 3, characterized in that the interconnection means comprise: the motor rigidly connected to the transmission; and a rigid torsion tube rigidly fixed at one end to the transmission and rigidly fixed at a second end to the rear axle.

The improvement according to claim 4, characterized in that it further comprises: a universal rotating connection connected between the vehicle chassis and one end of the engine.

6. The improvement according to claim 3, characterized in that the means for interconnecting, the engine and the transmission are substantially coaxial with a longitudinal axis of the vehicle.

The improvement according to claim 3, further characterized in that it comprises: means for rotatably connecting the engine to the vehicle chassis for rotary movement of the rear axle on a horizontally transverse axis to a longitudinal axis of the interconnection means with respect to the chassis vehicle.

The improvement according to claim 7, characterized in that the means for connecting rotatably further comprise: means for allowing the interconnection means to rotate on two axes mutually exclusive with respect to the chassis of the vehicle.

The improvement according to claim 7, characterized in that the means for connecting rotatably comprise: a pivot bar connected to and extending from the motor; means, fixed to the chassis, to slidably receive the pivot bar and allow rotation of the pivot bar on a longitudinal axis of the pivot bar.

10. The improvement according to claim 8, characterized in that the means for connecting rotatably allow the rotation of the pivot bar around two mutually exclusive axes.

11. The improvement according to claim 8, characterized in that it further comprises: damping means, coupled to the pivot bar, to dampen the longitudinal movement of the pivot bar.

12. The improvement according to claim 11, characterized in that the damping means comprise: means of absorption of force, coupled to the pivot bar, to absorb the forces exerted on the pivot rod before the forces impact on the chassis of the vehicle .

The improvement according to claim 12, characterized in that the force absorption means comprise: a piston rod coupled to the pivot rod and a piston slidably mounted in a closed housing; the housing is fixedly connected to the structure of the stationary vehicle; the piston forms first and second separate chambers filled with fluid in the housing on opposite sides of the piston; and a limiting orifice formed in the piston creating a restrictive path of fluid flow between the first and second chambers.

14. The improvement according to claim 13, characterized in that the force absorption means further comprise: a source of torsion compensation fluid in the vehicle that generates a fluid pressure proportional to the torsion of the transmission; and means coupled to the source and to the first and second chambers in the piston housing, and responsive to longitudinal movement of the piston rod, to control the flow of fluid to and from the first and second chambers to control fluid flow between the piston rod and the piston rod. first and second chambers in proportion to the magnitude of the longitudinal movement of the piston rod.

15. The improvement according to claim 14, characterized in that the fluid flow control means comprise: a spool valve slidably mounted in a closed housing and coupled to the pivot bar, the spool valve movable between a first position that blocks the flow of fluid between the source and one of the first and second chambers, and a second position that directs the flow of fluid from the source to one of the first and second chambers depending on the direction of movement of the spool valve.

16. The improvement according to claim 15, characterized in that the spool valve is a bidirectionally movable spool valve.

17. The improvement according to claim 15, characterized in that it further comprises: a check valve arranged between the source and the spool valve to prevent return flow from the spool valve to the source.

18. The improvement according to claim 15, characterized in that: the closed housing containing the spool valve is mounted stationary with respect to the vehicle.

19. In a vehicle having a motor, a transmission and a rear axle, the improvement characterized in that it comprises: means for rigidly interconnecting the engine, transmission and rear axle of a vehicle to substantially prevent the rotary vibrations induced by the engine and the rear wheels of the vehicle are transmitted to the vehicle's chassis.

20. In a vehicle having a motor, a transmission, a rear axle, and a chassis characterized in that the improvement comprising: means for rigidly interconnecting the engine, transmission and rear axle in such a way that the natural frequency of oscillation of the The motor, transmission and rigidly interconnected interconnection means is higher than any vibrational frequency that may occur during engine operation.

21. The improvement according to claim 20, characterized in that the interconnection means comprise: the motor fixed rigidly to the transmission; and a rigid torsion tube rigidly fixed at one end to the transmission and rigidly fixed at a second end to the rear axle.

22. The improvement according to claim 21, characterized in that it further comprises: a universal rotating connection connected between the vehicle chassis and one end of the engine.

23. The improvement according to claim 20, characterized in that it further comprises: means for rotatably connecting the engine to the vehicle chassis for rotary movement of the rear axle on a transverse axis horizontally to a longitudinal axis of the interconnection means with respect to the chassis vehicle.

24. The improvement in accordance with claim 23, characterized in that the rotating connecting means further comprise: means for allowing the interconnection means to rotate with respect to two exclusive axes with respect to the chassis of the vehicle.

25. The improvement according to claim 23, characterized in that it further comprises: damping means, coupled to the pivot bar, to dampen the longitudinal movement of the pivot bar.

26. The improvement according to claim 25, characterized in that the damping means comprise: means for absorbing forces, coupled to the pivot bar, to absorb forces exerted on the pivot rod before the forces impact on the chassis of the vehicle.

27. The improvement according to claim 26, characterized in that the means for absorbing forces comprise: a piston rod coupled to the pivot rod and a piston slidably mounted in a closed casing; the housing is fixedly connected to the stationary vehicle structure; the piston forms first and second fluid-filled chambers spaced apart in the housing on opposite sides of the piston; and a limiting orifice formed in the piston creating a restrictive fluid flow path between the first and second chambers.

28. The improvement according to claim 26, characterized in that the force absorption means further comprises: a source of torsion compensation fluid in the vehicle that generates a fluid pressure proportional to the torsion of the transmission; and means, coupled to the source and to the first and second chambers in the piston housing, and responsive to longitudinal movement of the piston rod, to control the flow of fluid to and from the first and second chambers to modulate fluid flow between the first and second chambers in proportion to the magnitude of the longitudinal movement of the piston rod.

29. The improvement according to claim 28, characterized in that the fluid flow control means comprise: a spool valve slidably mounted in a closed housing and coupled to the pivot bar, the spool valve can be moved between a first position that blocks the flow of fluid between the source and one of the first and second chambers, and a second position that directs the flow of fluid from the source to one of the first and second chambers depending on the direction of movement of the valve. reel.

30. In a vehicle having a motor, a transmission and a rear axle, characterized in that it comprises: means for interconnecting the engine, transmission and the rear axle of a vehicle to substantially prevent the rotary vibrations induced by the engine and the engines; Rear wheels of the vehicle to be transmitted to the vehicle's chassis.