MXPA06008770A - Two speed transmission and belt drive system - Google Patents

Abstract

A two speed transmission (100) and belt drive system utilizing the transmission (100). The two speed transmission (100) comprises a planetary gear train comprising an input pulley (10) connected to an input carrier (20), and a sun gear (18) and a ring gear (17). The input carrier (20) also comprises a plurality of planetary gears (15) disposed between the sun gear (18) and the ring gear (17). The sun gear (18) is engaged with an electromagnetic brake member (190). The ring gear (17) is engaged with an output pulley (30). A one-way clutch (22) is disposed between the input (20) carrier and the output shaft (31). The brake member (190) is engaged at engine idle and is disengaged at engine speeds above idle. When the brake member (190) is engaged the sun gear (18) does not rotate, thereby driving the ring gear (17) and output pulley (30) at a greater speed than the input pulley (10).

Description

Cl, GM, GA, .GN; GQ, Er two-letter codes a? D other abbreviations, r rtothe "Guid- - • ---.- - and L- 'anee Notes or Codes and Abbreviations" appearing atthe begin- "' .. - '•' No ofeach regular issue of the PCT Gazette. - Published: .... - vvúh intematíonal séarch rep? Rt t,. . . '-' ' TRANSMISSION OF TWO SPEEDS AND SYSTEM ACTIVATED BY BAND The invention relates to a two-speed transmission and belt-driven system, more specifically to a belt-driven system in the engine of a vehicle using a combination of accessory pulleys and a two-speed transmission having an electromagnetic brake. The transmission pulley of the two-speed transmission in combination with each accessory pulley drives the motor accessories at a first speed substantially proportional to the speed of the motor in neutral and proportionally less than the first speed of the motor for the speeds substantially greater than the speed. Deadpoint. The transmission also provides a speed reducing unit placed between a motor and a generator.

Vehicle engines generally comprise certain accessories that are used in the operation of the engine and the vehicle. These accessories may include a steering pump, an air conditioning compressor, an alternator, an oil pump, a gas pump, etc. These accessories are generally driven by a corrugated band. The corrugated belt couples a pulley on each accessory as well as on the engine crankshaft. The engine crankshaft provides the dynamic moment of force to power the accessories. As the belt is driven by the crankshaft it is necessarily subject to variations in engine speed during acceleration and deceleration of the vehicle. In other words, the operational speed of the accessories is directly proportional to the speed of the motor. Variations in engine speed, particularly speeds greater than neutral, result in inefficient accessory operation because each accessory must be designed to operate satisfactorily over the full range of engine speeds. This necessarily means that the efficiency is less than optimal for most of the range of engine speeds. Therefore, it is desirable to uncouple some or all of the crankshaft accessories so that they can be driven to a lower range close to the optimum speed. In addition, operating the accessories at relatively higher speeds places a greater load on the motor than if they were operated at a lower speed.

Representative of the trade is the US patent. No. 4,862,770 (1989) to Smith, which discloses a two-speed gearbox adapted to be mounted on the front of an automobile accessory, such as an automotive alternator to increase the speed of the alternator when required.

The assembly of the clutch that is disclosed in Smith comprises a brake band that surrounds a cylindrical outer surface. The brake band is operated by means of a vacuum mechanical means which engages or disengages the brake band. This system can be adversely affected by the loss of vacuum, for example by failure in the vacuum of the hose or by contamination of the cylindrical surface between it and the brake band.

The above transmissions are designed to proportionally reduce the speed of the driven accessories in which the engine speed increases from the neutral point. This reduces the power requirement of the accessories. However, in the standstill the accessories are operated on a 1: 1 basis with no reduction in speed compared to speeds greater than neutral.

In recent years, a stop and start device has been known to stop an engine after a vehicle in operation has been stopped and restarted if the conditions for driving the vehicle have been satisfied. The automatic engine stop and start device is arranged in such a way that the supply of gasoline to the engine is interrupted while the vehicle is stopped, resulting in the reduction of gasoline consumption.

Representative of the trade is the US patent. No. 6,048,288 (2000) to Tsujii et al., which discloses a system that operates a motor when a vehicle is stopped by means of a connecting switch unit placed between the drive shaft of the vehicle engine and a rotating shaft of the engine to activate / deactivating the transmission of power between the driving axle of the vehicle engine and the rotation shaft of the engine and a transmission controller that controls a function of the switching switching unit to activate / deactivate power transmission. When an engine operates an auxiliary machine when the engine of the vehicle is stopped, the control is carried out in such a way that the rotation of the rotating shaft of the engine is not transmitted to the driving shaft of the vehicle engine. The engine operates the auxiliary machine without operating the vehicle's engine.

What is needed is a belt-driven system that controls a speed of the accessories with respect to an engine speed by a combination of the ratio of a two-speed transmission and the ratio of a pulley and the pulleys of the accessories. . What is needed is a two-speed transmission comprising a controlled electromagnetic brake with respect to an engine condition. What is needed is a two-speed transmission that has coaxial input and dual outputs. What is needed is a system of a motor generator that has a speed reducing unit placed between the motor and a motor generator. This invention satisfies these needs.

The primary aspect of the invention is to provide a belt-driven system that controls a speed of the accessories with respect to an engine speed by a combination of the ratio of a two-speed transmission and the ratio of a pulley and the pulleys of the accessories.

Another aspect of the invention is to provide a two speed transmission comprising a controlled electromagnetic brake with respect to a motor condition.

Another aspect of the invention is to provide a two speed transmission having coaxial input and dual outputs.

Another aspect of the invention is to provide a motor generator system having a speed reducing unit positioned between the motor and a motor generator. Other aspects of the invention will be pointed out or will be obvious by means of the following description thereof and the accompanying drawings.

The invention comprises a two-speed transmission and a band-driven system that uses transmission. The two-speed transmission comprises a planetary gear train that includes a drive pulley connected to an input conveyor and a center gear and an annular gear. The input conveyor also includes a plurality of planetary gears placed between the central gear and the annular gear.

The central gear is coupled with an electromagnetic brake part. The ring gear is coupled to a drive pulley. A one-way clutch is placed between the input conveyor and the output shaft. The brake is activated when the engine is in neutral and deactivated at speeds greater than neutral. When the brake is activated the central gear does not rotate, therefore driving the annular gear and the drive pulley at a higher speed than the driving pulley. An accessory pulley operates with the transmission pulley of the transmission resulting in a speed that is proportional to the speed of the engine in neutral. At speeds greater than the dead center the transmission is deactivated and the relationship between the drive pulley and the accessories pulley drives the accessories band at a speed lower than the engine speed. You can also directly connect an accessory to the output shaft together with the drive pulley. The transmission can be used with a motor generator system by means of a speed reduction unit placed between a motor and the motor generator.

The accompanying drawings, which are included and are part of the specification, illustrate the predominant embodiments of this invention and together with a description, serve to explain the principles thereof. Fig. 1 is a cross-sectional view of the two-speed transmission. Fig. 2 is a cross-sectional view of the two-speed transmission. Fig. 3 is a perspective view of the transmission of the planetary gear carrier. Fig. 4 is a partial perspective view of the planetary gears in the conveyor. Fig. 5 is a partial perspective view of the bearings of the planetary gears and the bushings of the conveyor. Fig. 6 is a partial perspective view of the conveyor and the drive pulley. Fig. 7 is a partial perspective view of the conveyor, the drive pulley and the drive pulley. Fig. 8 is a partial perspective view of the brake shoe of the conveyor and the drive pulley.

Fig. 9 is a partial perspective view of the bearings and the brake shoe of the conveyor. Fig. 10 is a perspective view of the transmission with the coil. Fig. 11 is a cross-sectional view of the two-speed transmission with an alternator connected to the transmission and coupled to the output shaft. Fig. 12 is a schematic view of the band operated accessories. Fig. 13 is a schematic view of the transmission of the invention used in an application of a motor generator. Fig. 14 is a schematic view of the transmission of the invention in a placement of an alternating motor generator.

Regarding a detailed description of the predominant incorporation, we have to: Fig. 1 is a cross-sectional view of the two-speed transmission. The two-speed transmission 100 is used for the drive of accessories by means of a band of the type used in internal combustion engines of vehicles. It can also be used in any application where a two speed transmission is needed, for example, to drive industrial equipment or as a transmission of a 2, 3 or four wheel vehicle.

The transmission and the associated control system automatically control a speed of the accessories based on the speed of the engine to optimize the efficiency of the gasoline and the dynamic moment of transmitting force available in the driving wheels. The transmission is very compact and can be mounted directly on an accessory, for example on a steering pump, on the alternator or on the air conditioning compressor. In this position the accessory is connected to an engine block.

The two-speed transmission 100 comprises planetary gears placed on an input conveyor. The input shaft of the transmission and the output shaft are coaxial. An electromagnetic brake is used to control the rotation of the central gear and consequently the speed of the output shaft.

An endless power transmission belt is coupled between a motor pulley as in a crankshaft of the CR motor, see FIG. 12, and a drive pulley of the transmission 10. The belt may comprise a V-band or a band with multiple ribs , each of them known in the trade. The band can be replaced by a chain or toothed band also known in the art.

The drive pulley 10 is connected to the input conveyor using fasteners known in the art. The input conveyor comprises the portion 20 which is positioned opposite to the portion 11, the planetary gear parts 15 and the input shaft 200. A plurality of axes 21 is interconnected between the portion 11 and the portion 20. Each piece of gears planetary 15 is hinged to axis 21. Portion 20 of the input conveyor is connected to input shaft 200.

The labyrinth seal 26 is connected to the transmitting pulley 30. The O-ring 25 is placed between the shaft 19 and portion 11 of the input conveyor. Each board is known in the trade and prevents waste from entering the planetary gear set.

The annular gear 17 and the central gear 18, each have a delta coupling with the planetary gears 15. The central gear 18 is placed on the axle 19. The planetary gears 15, the central gear 18 and the annular gear 17 comprise gears of straight cut. The use of straight-cut gears precludes the need for bearings that might otherwise be necessary with the use of helical-type gears. This considerably reduces the cost of the planetary gear train.

The brake 40 comprises a frame 52, an electromagnetic coil 41 and an axially movable shoe 190 for stopping the rotation by friction. The brake shoe 190 of the axle 19 is frictionally engaged with the spool 41 when the latter is electrically activated, consequently stopping the rotation of the central gear 18.

The input shaft 200 is hinged to the brake frame 52 in the bearings 23, 24. The bearings 23, 24 comprise ball cushions known in the art and are used to provide an appropriate support for the brake 40. Other can also be used bearings known in the art, for example needle or cone bearings.

The brake 40 is actuated electromagnetically to couple and stop the rotation of the portion 190 and consequently of the shaft 19 and the gear 18 based on a motor speed signal. The brake 40 is either activated (axis 19 stopped) or deactivated (axis 19 rotates). The brake 40 is activated in the engine dead center and deactivated at speeds above neutral. Power is provided to the coil by wires 410 of an electrical system of a vehicle and may be 12V or 42V or some other desired voltage.

The retaining clips 230, 231 and 240 retain the bearings 23, 24 in place on the drive shaft 200. The clips also maintain the drive shaft 200 spatially and suitably located with respect to the brake frame 52.

The shaft 19 is articulated to the input shaft 200 in the smooth sleeve bearing 50. A sleeve type bearing is sufficient for this service because the radial loads are minimal in neutral when the brake 40 is activated, i.e. the input shaft 200 is rotating and the shaft 19 is immobilized. At speeds greater than neutral, the brake 40 is deactivated and the shaft 19 rotates in unison with the input shaft 200 by operation of the one-way clutch 22, ie, there is no differential rotation between the axes 19 and 200. The frame 52 can be mounted on an engine block or other mounting surface using fasteners known as bolts, screws or threaded studs at the two ends coupled through the protuberances 53, 54.

The one-way clutch 22 is located between the input shaft 200 and the output shaft 31. The one-way clutch 22, or hover, is of the type known in the art, for example, a model GFX 5904 of Warner Electric / Formsprag.

The planet gears 15, the bearing surface of the rail 33, the bearing 50, and the one-way clutch 22 are substantially coplanar in a radial direction with respect to a rotation axis A-A. This positioning has the benefit of minimizing or eliminating the bending moments that could be imposed on the output portion of the transmission caused by a more axially staggered placement. The end 32 of the output shaft 31 allows an accessory to be directly connected to the output shaft 31. The end 32 can be used with any form of connection known in the art, for example, to key, without key or grooved. The fitting is attached directly to the frame 52 using known fasteners, for example bolts or screws, see Fig. 11. The fitting may comprise an alternator, air conditioning compressor, steering pump, fuel pump, oil pump or any other rotating accessory. The directly coupled accessory is driven at the same speed as the transmitting pulley 30.

The transmitting pulley 30 couples to an endless power transmission belt which transmits the moment of dynamic force to other belt operated accessories in a belt transmission system, see Fig. 12.

In operation a power transmission band Bl was coupled with a motor pulley such as the crankshaft pulley CR which transmits the dynamic moment of force to the drive pulley 10. The transmitting pulley 30 then transmits the dynamic moment of force through a second one. endless band B2 that is connected in a driving way to other accessories operated by band.

The transmission operates in one of two modes based on the motor speed. The state of the brake is a function of the motor speed, that is, the speed of the transmitting pulley is determined in part if the brake is activated or deactivated.

When the brake 40 is activated the shaft 19 remains stationary with respect to the transmission frame, that is, the shaft 19 does not rotate. Therefore, the central gear 18 does not rotate. The input conveyor drives the planetary gears 15 in the central gear 18. The rotation of the planetary gears 15 in turn drives the annular gear 17 which in turn drives the drive pulley 30 and the output shaft 31. The ratio of the The speed increase of the driving / transmitting pulley in this mode is in the range of approximately 1.1 to 3.0 depending on the relative diameters of the central gear and the annular gear. The preferred transmission ratio is in the range of approximately 1.3 to 1.8, although relationships outside this range are available for use if a particular system requires it. The ratio of the transmission is the ratio of the set of the planetary gears of the transmission only and is independent of the relations of the pulleys, including the relation between the pulley transmitter and the pulley of the accessories, as well as the relation between the pulley of the crankshaft CR and the driving pulley 10.

In a first operative mode the brake 40 is activated when the engine is started or operated in neutral. The brake is electrically activated or deactivated by a motor speed signal provided by a control unit 500. The unit 500 can be formed as a computer system provided with known units including a CPU, a RAM, a ROM, a link common bidirectional communication, interconnection circuits (a signal conversion circuit and the like) and a memory.

The unit 500 receives a signal from the motor speed of a sensor or instrument such as a tachometer 600, or other similar instrument to detect the rotational speed known in the art as a proximity detector.

When the engine is off, the brake 40 is not activated. When a key is inserted to start the engine, the brake 40 is activated before the starter starts the engine. However, to facilitate starting the engine, the brake 40 can be activated a little after the engine is running. In this case, the one-way clutch drives the output shaft and the accessories are driven at a speed lower than that required for the neutral, thus minimizing the power requirement for starting the engine. When the brake is deactivated the accessories are driven at a lower speed due to the relationship between the transmitting pulley 30 and a pulley of the accessories as described herein. The delay time between starting the engine and activating the brake is approximately 0.5 to 1.0 seconds. After the time elapses, the brake 40 is activated. More specifically, at the start of the engine, or in which the engine speed decreases below a desired level, for example approximately 1200-1500 RPM, the speed signal detected by a control unit 500 generates a control signal. The control signal activates the brake thereby stopping the rotation of the central gear 18. As noted, this results in the output shaft 30 being driven through the planetary gears at a rotational speed greater than the input shaft. actuated. Of course, the speed of the motor at which the brake 40 is activated is selected based on the nature of the motor and its desired operating characteristics.

In this description the engine speed in neutral is approximately 800 RPM. The transition speed at which the brake is activated or deactivated is approximately 1200-1500 RPM so that the speed of the accessories does not fall considerably below a minimum desired speed in neutral, thus avoiding the situation where the accessory or accessories are operated too slowly, even if only momentarily.

The second operating mode is when the engine is running at higher speeds than in neutral, for example at cruising speed or otherwise in excess of a pre-selected speed, for example 1200-1500 RPM. Once the unit 500 detects the selected speed, the brake 40 is deactivated. With the brake off, the axle 19 unlocks and the central gear 18 rotates in unison with the input conveyor. The one-way clutch 22 is thus activated by driving the output shaft 31 on a 1: 1 base with the input shaft 200.

However, the transmission ratio is only a part of the overall system by means of which the speed of the belt driven accessories is determined. The rotational speed of each accessory is also determined in part by the diameter of its pulley and its relation to the transmitting pulley 30. Therefore, the final speed of the belt-driven accessories for a given engine speed is a function of the diameter of the motor pulley (crankshaft), of the diameter of the driving pulley 10, of the ratio of the transmission, of the diameter of the transmitting pulley 30 and of the diameter of the pulley of the accessories. Each of these variables is selected and combined to obtain the desired final drive ratio and therefore the speed of the belt driven accessories. The final drive ratio determines the speed for a given speed of the crankshaft (motor).

In a typical accessory drive system, it is estimated that the transmission of the invention can provide gas savings in the order of up to about 5% compared to a similar engine without the transmission. The system of the invention at engine speeds greater than in neutral decreases the rotational speed of the accessories. This improves engine and vehicle performance, including improved acceleration times and increased power available on the drive wheels.

In a typical system using a 2.0L engine, the system of the invention has the following operational characteristics.

Motor 2. OL (Comparison: Original (Previous) and Transmission) In the first column the diameter in mm is given for each pulley as used in the original drive and in a system using the two-speed transmission (two-speed module). The nomenclature is as follows: "Cig - crankshaft," AC "- air conditioning," PS "direction," Alt "- alternator," WP "- water pump In this example the air conditioning system (AC) is connected directly to the output shaft 31 of the transmission, however, it is not intended to be a limitation since any of the accessories may be directly connected to the output shaft 31. At a motor speed referred to as " dead center "for easy reference, the speed transmission is activated, ie the brake 40 is activated." The dead center "in this example is set at approximately 800 RPM The transmission ratio is approximately 1.57. dead the speed of the accessories driven by the two speed transmission is the same as a proportional "original drive." An "original drive" is an earlier application directly coupled to the crankshaft without a. s speeds.

At a higher motor speed than in neutral, in this example 2500 RPM, the brake 40 is deactivated. Therefore, the one-way clutch in operation results in the drive pulley 10 and the drive pulley 30 rotating in unison. The drive pulley 10 and the drive pulley 30 each rotate at 1458 RPM. Nevertheless, due to the diameter of the pulley for each accessory, one will notice that each accessory rotates at a relatively lower speed compared to the original system of previous applications. In this and in the following example in neutral, the diameters of the pulleys are selected in such a way that the relation of the respective pulley between the transmitting pulley 30 and each pulley of the accessories effectively precludes the increase of the relative speed 1.57x caused by the transmission when the brake 40 is activated.

The final drive ratio in the engine example 2. OL for the alternator in neutral is approximately 2.33 (1866 RPM / 800 RPM). At the "out of neutral" speed the final drive ratio for the alternator is approximately 1.48 (3705 RPM / 2500 RPM). The system of the invention imparts a final drive ratio for the belt driven accessories that is inversely related to the engine speed. The inverse relativity between a drive ratio of the pulleys and the motor speed also applies to the accessory connected directly and driven by the transmission, ie the crankshaft pulley and the driving pulley of the transmission.

At engine speeds greater than neutral, the system of the invention is given full control when the brake 40 is deactivated and the one-way clutch 22 is immobilized. The drive pulley 10 and the drive pulley 30 rotate in unison. This combined with the pulleys of the accessories decreases the rotational speed of the accessories compared to the previous system. Reducing the speed of the accessories in this way greatly increases the efficiency of the engine's gasoline. It also increases the dynamic moment of force available for the driving wheels. Of course, the proportions of the pulleys can be selected to suit any configuration for the drive of the motor accessories.

In another example, a 5.2 L motor system is illustrated. .3L Engine (Comparison: Original (Previous) and Transmission) In this example, the transmission ratio is also approximately 1.57. The speed in neutral in this example is approximately 650 RPM compared to 800 RPM for the previous example. The final drive ratio in this example for the alternator in neutral is approximately 3.26 (2121.6 RPM / 650 RPM). At engine speed "out of neutral" the final drive ratio for the alternator is approximately 2.07 (3110 RPM / 1500 RPM).

In each example, with respect to the A / C which is directly connected to the output shaft 31, the speed of the directly connected fitting in neutral corresponds to the ratio between the crankshaft pulley and the driving pulley 10 modified by the ratio of the transmission . At engine speeds greater than neutral there is no additional effect due to the ratio of the transmission since the planetary gears are not operable and all the rotation of the output shaft is caused by the one-way clutch 22.

The duty cycle for the transmission in the system of the invention is approximately 5%, meaning that the transmission is in operation (ie, the brake activated) approximately 5% of the time, basically when the engine is in neutral. The duty cycle depends on the operating conditions of the engine and is preferably in the range of about 4% to 10% and can be as high as 25% or 30% approximately. On the other hand the previous systems have a reciprocal work cycle (-95%) since they operate a transmission when the engine is operated at speeds greater than neutral. A low duty cycle is desirable because it extends the operational life of the transmission. Again, it should be understood that the term "dead point" is used for easy reference and it is not intended to limit the invention to a particular engine speed. The deadlock can differ and differ between various vehicles and engine types.

The system allows multiple accessories to be driven at two different speeds for any range of engine speeds. This first available speed is that of the accessory that is directly connected to the output shaft 31. The second speed being that of the belt driven accessory further determined by the ratio of the transmission and the respective relation between the transmission pulley 30 of the transmission and a pulley driven from a particular accessory.

The accessories can be selected and located in a belt drive system to optimize the beneficial effect of two available operating speeds. For example, the air conditioner or the alternator can be connected directly to the output shaft (32) of the transmission while other accessories such as the steering pump or the water pump are driven at a different speed by a second speed band. the transmitting pulley 30.

The innovative compact design is realized by placing the planetary gear train fully within the width (W) of the bearing portion of the band 33 of the transmitting pulley 30. The brake shoe 190 for the central gear 18 is placed in an adjacent compact form to the drive pulley 10. Therefore the overall thickness of the transmission is substantially a function of the width of the pulley 10, of the pulley 30 and of the width of the brake 40. Depending on the electrical service requirements and the conditions, the brake 40 may be fully contained within a width (W2) of the drive pulley 10. Consequently, the overall thickness of the transmission has a lower limit substantially bounded by the width of both the drive pulley and the drive pulley in the closest vicinity. near possible. For example, this may represent an overall thickness of the end-to-end transmission as small as approximately 45mm. Assuming that at least a single bandwidth is one specified in accessories at the front end, the transmission of the invention allows a considerable increase in the efficiency of the gasoline in that it only requires a clearance in the order of approximately 30mm and, in certain cases require less than 20mm based on the overall width of an output band B2.

Fig. 2 is a cross-sectional view of the two-speed transmission. The portion 11 and the portion 20 of the input conveyor are connected together with the parts 27 by the fasteners 201. The parts 27 are positioned circumferentially around the inlet conveyor, see Fig. 4. The drive pulley 10, the portion 11 and the portion 20 of the input conveyor and the input shaft 200 comprise a rotating input assembly. As described in Fig. 1, the planetary gears 15 are hinged to the axes of the input conveyor 21. When the brake 40 is deactivated, the one-way clutch 22 is activated and consequently drives the output shaft 31. When the brake 40 is activated the one-way clutch 22 is deactivated since the output shaft 31 is rotating at a speed greater than that of the input shaft 200.

Fig. 3 is a perspective view of the transmission of the planetary gear carrier. The planetary gears 15 are positioned circumferentially around the conveyor, interposed alternately between the pieces 27. The fasteners 201 connect the portion 11 to the pieces 27.

Fig. 4 is a partial perspective view of the planetary gears in the conveyor. Each planetary gear 15 is articulated to a shaft 21 in a bearing 210 known in the art, such as a needle bearing or sleeve bearing. The selection of the bearing depends on the service conditions.

Fig. 5 is a partial perspective view of the bearings of the planetary gears and of the sleeve bearing of the conveyor. Each bearing 210 of the planetary gear is positioned between a planetary gear 15 and an axle 21. The sleeve bearing 50 of the conveyor is positioned between the input shaft 200 and the output shaft 31.

Fig. 6 is a partial perspective view of the conveyor and the drive pulley. The compact design of the transmission allows the planetary gear carrier to be fully contained within a width of the pulley. The input shaft 200 comprises a bearing surface 202 on which the output shaft 31 is positioned.

Fig. 7 is a partial perspective view of the conveyor, the drive pulley and the drive pulley. The fasteners 12 couple the pulley 10 to the portion 11 of the input conveyor by means of spot welding or by any other means of attachment known in the art.

Fig. 8 is a partial perspective view of the brake shoe of the conveyor and the drive pulley. The brake shoe 190 comprises a radially extending surface between which frictionally couples the coil 41 to the moment when the latter is activated. The engagement of the shoe 190 with the spool 41 stops the rotation of the central gear 18. The brake shoe 190 is substantially contained within a width of the driving pulley 10.

Fig. 9 is a partial perspective view of the bearings and the brake shoe of the conveyor. The bearings 23 and 24 support the input shaft 200 in the brake frame 52.

Fig. 10 is a perspective view of the transmission with the coil. The brake 40 locates and supports the input shaft 200 in the bearings 23 and 24. The protuberances 53 and 54 are used with fasteners to connect the transmission to a mounting surface.

Fig. 11 is a cross-sectional view of the two-speed transmission connected to an alternator 700. The alternator 700 is attached directly to the output shaft 31. The alternator 700 is simply used as an example since any other accessory may also be connected. directly to the transmission. Direct bonding is carried out by the use of grooves 703 on the shaft 31, although any form of joining is acceptable for service and known in the art.

The appendices 702 extend from the transmission and the alternator. The fasteners 701 connect the appendices 702. The fasteners 701 comprise screws, bolts or studs with threads at the two ends as an example. The alternator 700 is electrically connected to the electrical system of a vehicle in a manner known in the art.

Fig. 12 is a schematic view of the band operated accessories. The band Bl is engaged between the CR pulley of the crankshaft and the drive pulley 10. The band B2 is engaged between the drive pulley 30 and the accessory pulleys -A2 and A3. The band Bl and the band B2 each comprise a profile of multiple ribs, see Fig. 2. An accessory A1 is directly attached to the transmission 100.

The accessory Al can comprise an alternator 700. A tensioner T imposes a tension on the Band B2. The tensioner T may comprise any of those known in the art, including an asymmetric tensioner, of the Zed type or a linear tensioner.

The asymmetric tensioner comprises a pulley pivoted to the arm of the tensioner. The asymmetric tensioner comprises a damper mechanism having a damping force that is greater in a first direction than in a second direction.

In an alternate embodiment, any of the bands Bl or B2 or both, used in the system of the invention comprises a low coefficient known in the art. The band with low coefficient comprises a band having a tension cord that includes nylon 4.6 or nylon 6.6 or a combination of the two. An elastic coefficient of the band is in the range of approximately 1500 N / mm to 3000 N / mm. A characteristic of the low coefficient band is that it can be installed in a transmission system without a tensioner or a mobile shaft attachment. The low coefficient band is simply installed using a tool known in the art. The tool is used to wind or laterally push the belt on one side of a drive pulley or accessory pulley without the need to adjust the location of the center of the pulley shaft. The low coefficient band is particularly suitable for the Bl band since equipping the transmission in such a way that otherwise it would be mobile could be more expensive than simply designing the transmission so that it is directly connected to a mounting surface as in a block of the motor. Also, adjusting the location of the transmission shaft with respect to the crankshaft would take more time to assemble.

Even in another embodiment, chains can be used instead of bands.

Of course, transmission 100 and one or all of the accessories can be provided with mounting means known in the art that allow adjustment of the location of the shaft during installation.

Fig. 13 is a schematic view of the transmission of the invention used in an application of a motor generator. The automatic transmission ("A / T") is placed adjacent to the engine ("E / G") 1. The motor generator 300 ("M / G") serves as a motor and an electric generator. The crankshaft 3 and the shaft 31 and the shaft 200 of the M / G 300 are placed parallel to each other. The M / G 300 is directly connected to the transmission 100 as described elsewhere in this specification. The transmission 100 is mechanically positioned between the M / G 300 and the crankshaft 3 to reduce the rotational speed of the shaft and transmit it to the crankshaft 3.

The pulley CR is connected to the crankshaft 3. The pulley 10 is connected to the transmission 100 as described in this specification. The band Bl is disposed between the pulley CR and the pulley 10. The pulley 30 is directly connected to the shaft 31 of the M / G 300. The pulley 10 is operatively connected to the shaft 200 by means of the set of planetary gears.

The pump P for a steering unit and an A / C compressor for an air conditioner are each an accessory included in the engine belt transmission system. The pulleys A2 and A3 are secured to the respective ends of the rotary axes of the pump P and the compressor A / C. A band B2 is coupled between the pulleys 30, A2 and A3. The pulleys 30, A2, A3 and the band B2 constitute the power transmission means for transmitting the rotation of the M / G 300 to the respective accessories.

An inverter 400 is electrically connected to the M / G 300 and placed to vary the amount of electrical power that the battery 800 must provide to the M / G 300 to control the speed of the M / G 300 when it is used in the motor mode. The inverter 400 also performs a control to store the electric power generated by the M / G 300 to the battery 800.

The M / G 300 is connected to an oil pump 194 for the A / T through the electromagnetic clutch 191. An oil inlet tube 192 is connected to the oil pump 194. An oil inlet tube 193 is connected to the oil pump 194. The oil pump 194 is connected to an engine lubrication system (not shown). The above structure allows the M / G to operate the oil pump 194 by coupling the electromagnetic clutch 191 while the engine is stopped. This is because the starter clutch (not shown) placed on the A / T is ready to be engaged immediately to operate the vehicle smoothly at the time the engine restarts.

Again with reference to FIG. 13, the controller 500 transmits to the inverter 400 a signal to control the switchable operation of the engine operating mode, the ON-OFF control signals to the electromagnetic clutch 191 and the control signals ON. -APPED to the electromagnetic coil 41 of the transmission. The controller 500 also receives signals from various sensors placed on the vehicle and on the engine that are indicative of an operating condition of the vehicle and / or the operating condition of the engine. These include a signal indicating the speed of the M / G 300, a signal to change the mode of operation of the engine, a signal to change the operation of the air conditioner, a signal of the state of the engine which indicates, for example, the speed of the engine. engine 1, a signal of the state of the vehicle (not shown), indicating the vehicle speed and similar conditions, a signal of the state of the wheel brake, a position signal of the throttle valve of the engine and a signal of the state of / T that indicates the range selected by the shift lever. The brake status signal indicates the coupling status of each wheel brake or of all the wheel brakes on the vehicle. The position signal of the throttle valve refers to the position of the throttle valve, which is indicative of the driver's command to the engine such as acceleration, deceleration, cruise speed not accelerating or neutral. Each signal can be analog or digital.

According to the information indicated by the aforementioned signals, the controller 500 performs an operation to read the data of a memo 900 and a calculation operation to determine the first mode of operation of the motor (motor running) or a second mode (motor without function) . Then the controller 500 transmits control signals to the brake coil of the transmission 41, the inverter 400 and the electromagnetic clutch 191. The controller 500 may be in the form of a computer system provided with known units including a CPU, a RAM , a ROM, a common bidirectional communication link, interconnection circuits (a signal conversion circuit and the like) and a memory 900.

The operation will be described below. Initially, the M / G 300 is operated to start the engine 1. After starting the engine 1, the M / G acts as a power generator to store electrical energy in the battery 800. When the engine is started, the 500 controller In addition, the controller 500 causes the inverter 400 to perform a shift operation so that both a dynamic moment of force and the speed required to start the motor 1 are performed. For example, if a signal has been turned on to change the A / C air conditioner to the engine start, a higher dynamic force moment is required compared to the OFF state of the A / C. Accordingly, the controller 500 applies to the inverter 400 a change control signal to allow the M / G 300 to rotate at a higher force with a higher speed.

The shift control signal can be determined in such a way that a variety of status signals are provided from the engine 1, the A / Y 2 and the vehicle to the controller 500 and compared to a map stored in the memory.

Alternatively, the control signal d can be determined by calculations performed by the processor unit (CPU) placed in the controller 500.

When an engine stop signal is ON, the controller 500 for the engine 1 transmits a signal to interrupt the supply of gasoline to the engine 1 for example to an electric gasoline pump (not shown). The engine stopping operation can be carried out under a condition where, for example, the vehicle speed is zero, the brakes have been partially or totally applied and the shift lever is at point D or N. Accordingly, power is not transmitted between the pulley 10 and the engine 1. In this state, the electromagnetic clutch 191 can be brought into a connected state to allow the M / G 300 to operate the oil pump 194 while the engine 1 is turned off. This is because the start clutch (not shown) placed on the A / T 2 is arranged to activate immediately to drive the vehicle smoothly to the moment the engine is restarted.

When the air conditioner and the steering are required to operate even if the engine 1 is stopped, the controller 500 applies to the inverter 400 a change control signal to rotate the M / g 300 at the speed and moment of force corresponding to the loads of the pump P for a steering unit, to the compressor A / C for the air conditioner and to the oil pump 190 for the A / T 2. In this case the brake 41 is off or deactivated.

When the engine 1 is restarted from a state when the vehicle is stopped, the M / G 300 in the engine mode starts the engine 1 when the brake coil 41 is turned on, so that the rotation of the engine is stopped. central gear 18. The brake coil 41 is energized causing the pulley 10 to rotate at a predetermined speed and force moment. Accordingly, the rotational force of the M / G 300 is transmitted at a reduced speed of the annular gear 17 to the conveyor 11 and therefore to the pulley 10 and therefore to the crankshaft pulley CR.

When the M / G 300 is used as an electrical generator, and / or the accessories are running as long as the engine 1 is running in a first driving mode, the brake coil 41 is turned ON and the one-way clutch 22 is engaged. it is in the activated state. Therefore the M / G 300 and the pulley 10 are rotatably connected to each other so that the rotations of the pulley 10 are transmitted through the clutch 22 to the M / G 300 via the shaft 31.

When the M / G in the motor mode operates the pump P and the compressor A / C while the motor 1 is stopped, the brake coil 41 is OFF. In this second driving mode the engine 1 is stopped and the pinion gears 15 and the central gear 18 rotate freely. The conveyor 11 and the pulley 10 do not rotate because they are coupled with the band Bl, which is coupled with the crankshaft pulley CR stopped. Since the brake 41 is OFF, the central gear 18 rotates in a direction opposite to that of the annular gear 17 and the pulley 30. In effect, this configuration acts as if the transmission 100 were "neutral", thereby preventing the transmission of force from the pulley 30 to the pulley 10 The transmission 100 operates in part as a clutch to control the transmission of force to the engine, or to receive engine power depending on the selected mode.

Figure 14 is a schematic view of the transmission of the invention in a placement of an alternating motor generator. Generally, the components and their relationship in this alternate embodiment are as described in Figure 13, with the differences described herein.

In this alternate embodiment, the M / G 300 is not directly connected to the transmission 100. The transmission 100 does not have directly connected accessories. The M / G 300 is connected to the transmission 100 by means of the band B2. The moment of force is transmitted to and from the transmission 100 by means of the band Bl and B2 between the engine 1, the M / G 300 and the accessories. The transmission 100 is mounted directly to the engine 1, using the fasteners as bolts or screws.

This embodiment illustrates that the M / G can be connected, either directly or by a band, to the end of the output shaft of the transmission 31. This provides alternate belt drive allocations in which the transmission of the invention can be used successfully. .

In operation, when the engine is restarted from a state where the vehicle is stopped at a traffic light for example, the M / G 300 in the engine mode starts the engine 1 through the B2 band, the transmission 100 and the band Bl when the brake coil 41 is ON, thereby activating the brake and stopping the rotation of the central gear 18. When energized, the brake coil 41 causes the pulley 10 to rotate at a certain speed and moment of force . Accordingly, the rotational force of the M / G 300 is transmitted at a decreased speed through the band B2 to the pulley 30, to the annular gear 17, to the conveyor 11 and consequently to the pulley 10 and consequently to the pulley of the crankshaft CR through the band Bl. Due to the configuration of the B2 band, also the accessories P and A / C turn, while the M / G 300 is working in the motor mode during the engine start.

When the M / G is used as an electrical generator, and / or the accessories are operated while the engine 1 is operating in a first driving mode, the brake coil 41 is OFF and the clutch is engaged. Consequently, the pulley 30 and the pulley 10 are directly connected to each other so that the rotations of the pulley 10 are transmitted to the pulley 30 and therefore to the accessories P, A / D and M / G 300 through of the band B2.

When the M 300 in the motor mode operates the pump P and the compressor A / C while the motor 1 is stopped, the brake coil 41 is turned OFF. In this second driving mode the engine 1 is stopped and the pinion gears 15 do not rotate because they are coupled with the band Bl, which is coupled with the crankshaft pulley CR stopped. Since the brake 41 is OFF, the central gear 18 rotates in a direction opposite to that of the annular gear 17 and the pulley 30, whereby the M 300 is allowed to operate the accessories P and A / C through the belt. B2 without also starting the engine 1.

In yet another alternate embodiment, an accessory 1000 may be attached directly to the transmission 100 as described in FIG. 11. The accessory 1000 may comprise a gasoline pump, an oil pump or any other accessory that requires the engine or the engine. vehicle. In this embodiment, the accessory 100 is directly connected to the transmission 100 and the axis 31. Due to the unique positioning of the coaxial shafts 31 and 200 of the transmission 100, the accessory 1000 is fully operable by the M 300 together with the others accessories, even when the engine 1 is not operating and the M / G is in the engine mode. Of course, the accessory 1000 is also driven by the engine 1 together with the accessories P and A / C when the engine 1 is operating and the M / G 300 is operated as a generator.

Although forms of the invention have been described, it will be obvious to those skilled in the art that variations may be made in the construction and relationship of parts without departing from the principle and scope described herein.

Claims (47)

Claims We claim:

1. A transmission of. two speeds comprising: A train of planetary gears comprising an input piece connected to an input conveyor, the input conveyor connected to an input shaft; A central gear and an annular gear; The input conveyor including a plurality of planetary parts each in triangular engagement with the central gear and in annular gear The annular gear connected to a brake part; The ring gear connected to an output piece; and A one-way clutch operable between the input shaft and the output piece.

2. The two speed transmission as in claim 1, wherein the input piece comprises a pulley.

3. The two speed transmission as in claim 1, wherein the output piece comprises a pulley.

4. The two speed transmission as in claim 3, wherein the planetary gear is positioned substantially within a width of the output piece.

5. The two speed transmission as in claim 2, wherein the brake is positioned substantially within a width of the input piece.

6. The two speed transmission as in claim 3, wherein the output piece further comprises a means for direct connection to an accessory.

7. The transmission of two. speeds as in claim 1, wherein the input piece and the output piece are coaxial.

8. The two speed transmission as in claim 1, wherein the brake is electromagnetic.

9. The two speed transmission as in claim 1 further comprising: A bearing positioned between the brake and the input shaft; and A bearing placed between the central gear and the input shaft.

10. An accessory belt drive system comprising: A motor pulley; A planetary gear transmission that has a drive pulley and a drive pulley; The drive pulley connected to an input conveyor; An accessory that has a pulley; A first belt coupled in a motor form between the motor pulley and the drive pulley; A second band coupled in a drive between the drive pulley and the accessory pulley; The pulley transmitter and the accessory pulley with a relation between the pulleys; The transmission of planetary gears with a relation, being determined by the speed of the motor; and The relationship between the pulleys combined with the ratio of the transmission determining a speed of the accessories.

11. The system as in claim 10, wherein the ratio of the largest transmission g 1 is in the range of about 1.3 to 1.7.

12. The system as in claim 10, wherein the drive pulley and drive pulley are coaxial.

13. The system as in claim 10, wherein the system further comprises an accessory directly connected to an output shaft of the transmission.

14. The system as in claim 10, wherein the planetary gear transmission comprises an electromagnetic brake to control a rotation of the central axis.

15. The system as in claim 14, wherein the transmission of planetary gears comprises a bearing positioned between the electromagnetic brake and an input shaft, the input shaft connected to the input conveyor.

16. The system as in claim 15, wherein the transmission of planetary gears comprises a sleeve bearing positioned between the input shaft and the output shaft.

17. The system as in claim 14, wherein the planetary gear transmission comprises a one-way clutch positioned between an input shaft and an output shaft, said one-way clutch engaged when the electromagnetic brake is deactivated.

18. The system as in claim 14, wherein the electromagnetic brake is activated by means of a motor speed signal.

19. The system as in claim 16, wherein the planetary gears are fully contained within a width of a pulley.

20. The system as in claim 10, wherein the first band has a coefficient in the range of about 1,500 N / mm to about 3,000 N / mm.

21. The system as in claim 10, wherein the second band has a coefficient in the range of about 1,500 N / mm to about 3,000 N / mm.

22. The system as in claim 10 further comprising a tensioner, the tensioner with an asymmetric damping.

23. A method for driving an engine accessory comprising the steps of: Selecting a transmission pulley and accessory pulley to have a relationship; Drive a pulley of the transmission with a band connected to a driving member; Drive the accessories pulley with a band connected to the transmission pulley; and Drive the attachment at a first speed at a first engine speed; Drive the attachment to a second speed at a second engine speed, the second speed of the accessory is less than the first, - the first engine speed is less than the second; Check the relationship between the transmission and the engine speed; Use a transmission ratio greater than 1 at a first engine speed; Use a transmission ratio equal to l at a second engine speed; y Control the speed of the accessory through the relationship between the transmission and the pulley.

24. The method as in claim 23 further comprising the step of damping the oscillation of the band asymmetrically.

25. The method as in claim 23 further comprising the step of connecting an accessory directly to the transmission.

26. An accessory belt drive system comprising: Transmission medium having a ratio and an input means and an output means; The output means connected in motor form to a drive means of a first accessory; The outlet means and the driving means of a first accessory with a relation; A second accessory connected directly to the transmission medium; The ratio of the transmission and the combined ratio drive the first attachment at a first speed for a first driving speed; The ratio of the transmission can be deactivated at a second driving speed, this second speed greater than the first driving speed.

27. The band-drive drive system as in claim 26, wherein the transmission means comprises an electromagnetic brake to control the transmission ratio.

28. A two-speed transmission comprising: A departure mode; A means of entry; The entrance means and the exit means placed coaxially; A planetary gear means positioned between the input means and the output means, an electromagnetic brake means connected to a central gear means; A one-way clutch means positioned between the input means and the output means; and The one-way clutch means is activated when the electromagnetic brake means is deactivated.

29. A method for driving an engine attachment by means of a band comprising: Driving a transmission with a driving member; Drive an accessory with the transmission; Determine a relation of the pulleys between the accessory and the transmission; Select a ratio of the transmission according to a driving speed; Operate the accessory with the combination of the ratio of the pulley and the ratio of the transmission at a first driving speed; and Operate the accessory only with the ratio of the pulley at a second driving speed, where the second driving speed is greater than the first driving speed.

30. The method as in claim 29 further comprising: Connecting a second accessory directly to the transmission.

31. A power train system for a vehicle comprising: A motor operable in a first and second operating mode; A motor generator; An accessory that receives power from the motor generator when the motor is operating in the second mode of operation; A clutch between the motor generator and the motor; an operable sensor to detect the operative condition of the vehicle and operable to produce a signal; A controller that uses the signal to selectively activate the first operating mode or the second operating mode; and The controller that operates the motor generator to supply power to the accessory during the second mode of operation while deactivating the clutch to prevent the power from being transferred from the motor generator to the motor when the latter is operated in the second operating mode.

32. The power train system as in claim 31 further comprising: An accessory operated either by said vehicle engine or by the motor generator, wherein said accessory is connected to a rotary shaft of said motor generator.

33. The power train system as in the claim 31, where: The motor generator is connected to an impeller shaft of the motor; A transmission mechanism is placed between the motor and the motor generator, said transmission mechanism capable of transmitting rotation of a rotary shaft of said motor generator to the drive shaft of said motor in a change of speed; The accessory is connected to the rotation axis of said motor generator and is operated by said motor or said motor generator; Said transmission mechanism reduces the rotation speed of the rotation axis of said motor generator and transmits the rotation to the drive shaft of said motor when said accessory is operated by said motor generator in a state when said motor is stopped.

34. The power train system as in claim 33, wherein said clutch interrupts the rotation transmission of the rotation axis of said motor generator to the drive shaft of said motor when the accessory is operated by said motor generator in a state when said motor is stopped .

35. The power train system as in claim 32, wherein the signal is digital.

36. The power train system as in claim 32, wherein the signal is analogous.

37. A method for operating a power train system for a vehicle including a motor operable in a first mode of operation or a second mode of operation, an electrically energized motor generator, an accessory that receives power from at least the motor or the motor generator and a transmission between the motor and the motor generator, the method that includes: Detecting the operative condition of a vehicle with a sensor; Supply a sensor signal; Use the signal to selectively activate the first operating mode or the second operating mode; Supply power to the accessory from the motor generator when the second mode of operation is selected; and Deactivate the clutch to prevent the power from being transferred from the motor generator to the motor when the motor is operated in the second operating mode.

38. The method as in claim 37 comprising providing a digital signal.

39. The method as in claim 37 comprising providing an analogous signal.

40. The method as in claim 37 comprising joining the accessory to the transmission.

41. The power train system as in claim 33, wherein the accessory is directly connected to the transmission.

42. The power train system as in claim 33, wherein the motor generator is connected to the transmission.

43. The power train system as in claim 41, wherein the motor generator is connected to the transmission with a band.

44. The system as in claim 10, wherein the transmission of planetary gears has a duty cycle of about 5% to 25%.

45. The method as in claim 23 comprising the step of operating at a duty cycle in the range of about 5% to 25%.

46. The system as in claim 26, wherein the transmission medium has a duty cycle in the range of about 5% to 25%.

47. The method as in claim 29 comprising the step of operating the transmission with a duty cycle of about 5% to 25%.