WO2009063502A2

WO2009063502A2 - Clutch less manual drive engine - 1

Info

Publication number: WO2009063502A2
Application number: PCT/IN2008/000605
Authority: WO
Inventors: Shrikant Ghatage Udaysinh
Original assignee: Shrikant Ghatage Udaysinh
Priority date: 2007-09-25
Filing date: 2008-09-24
Publication date: 2009-05-22
Also published as: WO2009063502A3

Abstract

Clutch less manual drive engine system for automatically actuating clutch and brake comprises of the a clutch and break actuating system consisting of a clutch and break actuators, processing unit,, memory unit and an interface unit. The method for operating a system of clutch less manual drive system has also been described. Many accidents occur due to misguide or improper judgment of the driver on a slope. On a slope during pick up if driver do not operate the clutch, brake and accelerator properly then car moves back, this may cause accident. The present invention fully eliminates the same problem by automatically operating of clutch and brake. This system makes the driver to eliminate the use of clutch for every time. Hence, in traffic when you engage the gears once then we have to just handle the brake and accelerator. Beside this when driver is in-experienced in driving then he can also pick up the vehicle very satisfactorily. This device can also get fitted in to the motorcycles, heavy transportation vehicles, containers and other transporting medias.

Description

CLUTCH LESS MANUAL DRIVE ENGINE - 1

Field of the invention:

The present invention relates to the safety features for the cars. It is electronic control based system device. More particularly the invention relates to a system for clutch less manual drive system.

Background of The Invention:

Automobile sector is a booming field for various automobile researches. Some of the researches are related with passion, looks, efficiency improvement of vehicles. But some of the researches are for the safety purposes.

Now a days many accidents occur due to misguide or improper judgment of the driver on a slope. On a slope during pick up if driver do not operate the clutch, brake and accelerator properly then car moves back, this may cause accident. Also if there is less slope then driver press more accelerators, which make more fuel to burn, which is not actually required for the car's operation. In some cases if the driver is new, judgment of the clutch, brake and accelerator which makes the car to shut down. Also if car driver is changed then he operate the car very rudely during pick up and on slope hence the car engine get more maintenance. Also when car is in reverse gear on slope then also it moves forward during pick up. In all such cases Clutch less manual drive Engine - 1 works very effectively. All these problems are solved by Clutch less manual drive Engine - 1

This system makes the driver to eliminate the use of clutch for every time. When driver has to change the gear at that time only he has to press the clutch pedal and then once it releases then driver just have to handle brake and accelerator then according to requirement of pick up, the clutch get actuated by Clutch less manual drive Engine - 1. If driver moves in to second gear and suddenly applied the brake then it is not necessary to operate clutch, at this time clutch get operated by Clutch less manual drive Engine - 1. Also when he suddenly presses the accelerator and releases brake then in accordance with brake and accelerator, clutch get operated by Clutch less manual drive Engine - 1 device. Hence, in traffic when you engage the gears once then we have to just handle the brake and accelerator. The main advantage is that the problems of clutch plate wear out, jerks to engine and engine parts and vehicle parts get minimize. Beside this when driver is in-experienced in driving then he can . also pick up the vehicle very satisfactorily. This device can also get fitted in to the motorcycles, heavy transportation vehicles, containers and other transporting medias-.

This Clutch less manual drive Engine - 1 can also be get fitted to sold out vehicles.

This system is one of the types of operation and is based on distinctive way of working. Prior art:-

US6446490B1 describes an invention which is based on controlling of brakes on the basis of just break pressure, hence clutch is get operated by driver itself, that is no automated clutch interface. Also^' this system is only useful on slope of road only.

But in present invention without break pressure there is controlling of both break and clutch are carried out automatically. Also both are interlinked, as when ttie driver operates a brake then clutch is get operated by manually and when the driver operates a clutch then brake is get operated by manually. Also used for pickup of vehicle on slope or plain road. Also this device is used for the operation of many different engine controls and systems, with fully distinguished technology. There is no means of such device yet invented for vehicles or motorcycles. Hence there is no prior art. Thus the present invention entirely involves an inventive step in whole automobile engineering. '

Detailed Description of the Invention From Fig. 1:

1. C.L.M.D.E. processor unit

2. Wheel

3. Clutch pedal

4. Brake pedal

5. Accelerator pedal

6. Sensor box

7. Wheel motion detecting sensor line

8. Brake Actuator

9. Accelerator displacement sensor

10. Memory storage

11. Clutch actuator.

The preferred embodiment of the present invention consists of the components marked 1 through 11 in Fig. 1. As seen in the figure, the processor unit, 1, has in it a microprocessor which analyses the data sent to it by the sensors and after processing it sends the commands to the control system. In microprocessor we can fit Artificial neural network (ANN) which continuously update the data as per requirement. Wheel motion detecting sensor, 7, is attached to any of the wheels, 2, such that it detects the motion of the about the wheel axis either in clockwise or counter-clockwise direction. Displacement sensors D1, D2 and 9 are connected respectively clutch pedal, 3, brake pedal, 4, and accelerator pedal, 5. Displacement sensors D1, D2, 9 transmit the signals to sensor box, 6, which conditions the signal so that they are usable by the microprocessor unit, 1. The microprocessor sends commands to actuators, 11, 8, which are connected respectively to brake pedal, 4, and clutch pedal, 3. The actuators control the movement of the brakes and clutch when the system is activated.

Sensor box, 6, comprises of an analog to digital converter and an amplifier which conditions the signals it receives from various sensors and measuring cells.

From Fig 2:

The flow chart makes use of the following nomenclature.

P - Load θ - Angle of Inclination μ - Coefficient of friction

T - Torque

N - R. P. M.

G - Gear Ratio

X c_lutc_h- Distance that clutch get relief

X _Br_eak- Distance that Break get relief ^•

R - Radius of wheel.

N_x - Percentage increment is total r.p.m. (N)

N_E - Expected r. p. m.

Cp - Clutch pressure

F_F - Fluctuation in flywheel

F_E - Energy in flywheel

T_R - Reverse torque , F_τ - Tractive force

From Flow Chart

From (13), the P is installed by installer (14) (person who install the data in main processor unit which is not always get changed and used for working of C.L.M.D.E; he may be car manufacturer or driver (15) or any other person. ) in which the actual weight of the car is installed and 200 kg is installed as a tolerance. This tolerance is of any value. We can change this tolerance value. In some cases if there is sudden increment of load in car then this Load (P) can also be get installed by the driver. P can be get installed by installer or by any P calculating device also combination of both. From (15) driver also installs the number of wheels as this is responsible to calculate the coefficient of friction (μ) in (20). The value of P and μ are also calculated by any device which calculates the exact value, directly. Hence in this case no requirement of installing load and number of wheels by driver. From (18) the θ is calculated by any angle detector device (19). The numbers of wheels are connected to the μ value, which helps us to find exact value of μ for each wheel. The value of μ always gets updated in memory storage device of Clutch less manual drive Engine - 1. The numbers of wheels are installed by installer or by driver or by both. In (16), from μ, p, and θ the value of T is calculated.

In (33), the torque is calculated from torque sensors or by torque calculating devices then N is also calculated by N calculating devices shown in (34) this is constantly get updated in the memory storage device. From (25) there is relation between T and N, this relation is any type. In (26), form T, G, T_TF, Cp, Gc we calculated expected N_E in (27). We can make any relation in between T, G₁ T_TF, Cp, Gc these values. The Gear ratio (G) is gets calculated by gear ratio detecting devices or by any system. The gear counter Gc is also used or any device which detects which gear is engaged is also used.

From (27), on the basis of these data we get exact value of R.P.M. i.e.( N_E) by which we get value of exact distance that how much is to clutch & brake would get release that is X clutch & X brake. Then first Xbrake is get released & then Xclutch is get released then testing is done that whether car goes back or forward. If car goes back (31) when forward gear is engaged then clutch & brake pedal are get pressed as in (35), then some incremental value of R.P.M. get calculated by the Clutch less manual drive Engine - 1 Unit. This value is denoted by Nx, in (32). This Nx is some percentage increment of N means if vehicle is of 1000 R.P.M. Then 10% of 1000 is 100 then the value of Nx is 100, hence till the 100 R.P.M. get increased more in N_E, it will not release the brake & clutch. Again testing is done that whether the car moves back or forward again car moves back then again increment of N by 100 R.P.M. & again testing is carried out. When car goes forward as in (29), then clutch pedal fully get released (30) and then value of N (34) and T (33)are get calculated and stored in memory. We can increase the value of Nx by any percentage or by any other unit- increment or by gradually increment.

The car company can install the necessary data required for the Clutch less manual drive Engine - 1 operation. Beside this, driver can also install data for Clutch less manual drive Engine - 1 as both can install the data by their own way. This data can be get changed by adding any other device or can be modified as per the convenience.

From fig 1, the processing unit of the Clutch less manual drive Engine - 1 is having display to show the required reports or to install or to change the data. Display is also provided on the dash board of vehicle or any where as per the convenience. This second display is for the driver to install the data.

The traction in wheels are measured by the sensors. Thus the direct tractive force is measured. The tractive force (22) is also measured by knowing other values such as μ coefficient of friction. It doesn't matter that this tractive force (F_τ) how it is measured. But measured tractive force is multiplied by the radius of the wheel (21) & by this

(force x radius) = Torque is formed. Hence the tractive torque (TTF) in (23) is got calculated. This torque is used for the Clutch less manual drive Engine - 1 operation. In this, installer has to install the radius of wheels of the vehicle. Other way on the basis of how much is the tractive force is required to be overcome. On the basis of tractive force we can calculate N_E by any method; From flow chart (26) we have to calculate the N from value of T (Torque), G (Gear ratio), Gc (Gear Counter) & Cp (Clutch pressure). In this we have to calculate Cp by following method.

From (26) for Cp there should be a chart in which it keep the all the value of T, G, Gc₁ F_F (Fluctuation range of flywheel), F_E (Energy in flywheel), T_R (Reverse torque or negative torque which is the value of torque transmitted from wheel to engine or gear train). On the basis of these values the amount of clutch pressure which have to be operate is got calculated. It doesn't matter that which method is used for detection of values of T, T_R, G, Gc, F_F, F_E, Cp, T_TF, F_τ, but main rights of operating clutch and brake by using all these values are remained with us.

This system makes the driver to eliminate the use of clutch for every time. When driver has to change the gear at that time only he have to press the clutch pedal and then once it releases then driver just have to handle brake and accelerator then according to requirement of pick up, the clutch get actuated by Clutch less manual drive Engine - 1. If driver moves in to second gear and suddenly applied the brake then it is not necessary to operate clutch, at this time clutch get operated by Clutch less manual drive Engine -, 1. Also when be suddenly press the accelerator and release brake then in accordance with brake and accelerator, clutch get operated by Clutch less manual drive Engine - 1 device. Hence in traffic when you engage the gears once then we have to just handle the brake and accelerator. The main advantage is that the problems of clutch plate wear out; jerks to engine and engine parts and vehicle parts get minimize. Beside this when driver is in-experienced in driving then he can also pick up the vehicle very satisfactorily. This device can also get fitted in to the motorcycles, heavy transportation vehicles, containers and other transporting Medias.

When car is get switched off then at that time the last values of θ, μ, P, T, N_E, G & G₀ is get stored in memory & when vehicle get switched on then the new values of μ, P, θ, T, N, N_E, G, Gc & R are calculated then there is a place detector which help us that whether the car is at same position or not. This detection is carried out by any detection method. If the car is at same place then some necessary values are kept as it is & other values are calculated on basis of unchanged values.

We form memory storage of all these values then we get the ^"table or chart by which if we just

^• know the values of some values we get values of other remaining values. These values are get stored in memory by past experience of vehicle movement for memory storage. On the basis of direct torque or on the torsion in wheel axel we can calculate N_E. Hence there is no requirement of calculating μ, P, θ all the time.

It is understood that the concept according to the invention and the components, which are described and illustrated. in the figures, can be connected and controlled in ways other than what is shown in relation to the configuration from FIG. 1. The above description of the embodiments according to this invention is for illustrative purposes only, and not for the purpose of restricting the invention. Within the invention, various changes and modifications are possible, without leaving the scope of the invention or its equivalents

Claims

We claim:

1. The clutch less manual drive engine system comprising a clutch and break actuating system consisting of a clutch and break actuators, processing unit comprising of a means for calculation of desired values for the actuation of clutch and brake automatically, memory unit and an interface unit which carries signals from various calculating devices to the processing unit.

2. The clutch less manual drive engine system as claimed in claim 1 wherein the signals being carried by interface unit to the processing unit includes following values calculated from various calculating devices

R = Radius of wheel N_w = Number of Wheels μ = Coefficient of friction G_c = Gear counter θ = Degree of slope C_p = Clutch pressure T .= Torque

T_TF= Torque due to tractive force TR = Reverse or negative torque N = R.P.M.

F_F = Fluctuation in flywheel Nx = Incremental r.p.m. F_E = Energy in flywheel. G = Gear ratio F_τ = Tractive force N_E = Expected r.p.m.

3. The device claimed in claim 1, wherein the said interface unit is connected to the means for calculating Load which calculates the load based on the value inputted by a vehicle driver or manufacturer in the data processor of the control system of the vehicle which can be changed, and which is the actual weight of the car or the load can be calculate by any different load calculating device independently or in combination of both.

4. The device as^" claimed in claim 3, wherein a load of value 200 kg has also been installed as a Tolerance.

5. The device as claimed in claim 1 or 2, wherein the said interface unit is connected to any angle detector device calculating θ.

6. The device as claimed in claim 2, wherein the value of the number of wheels is installed which is . > responsible for calculating the coefficient of friction (μ) and it an also be calculated by any calculating device.

7. The system as claimed in claim 2, wherein the value of μ automatically gets updated in memory storage device of the system depending on the change in number of wheels.

8. The system as claimed in claim 2, wherein a value of torque T is calculated using the values of torsion, P, μ and θ or by any torque calculating device or also by using torque sensors.

9. The clutch less manual drive engine system as claimed in claim 2 wherein value of said P, R, N_w, μ, Gc, θ, C_p, T, T_JF, T_R, N, F_F, NX, F_E, G, F_T, N_E dan be calculated by using any measurement technique, sensors or any combinations can be used for detection of said values.

10. The system as claimed in claim 2, wherein a value of clutch pressure Cp is calculated from any calculating device or by using values of torsion, T, G, Gc, Fp, FE or T_R,

11. The device as claimed in claim 10 wherein, the value of Cp also can be calculated from T, G, Gc, F_F,

12. The system as claimed in claim 2, wherein a value of RPM is calculated by using torsion, Torque, gear ratio (G), gear engaged and using clutch pressure which gives final expected RPM (N_E) which is responsible for generating X_C|_UtCh and X _br_ake value, which is ultimately used for actuation of clutch and brake during the operation of the system.

13. Method for operating the system as claimed in any of claims 1-12 comprising the step of;

1. calculating the X _du_tch & X _br_ake value responsible for automatically actuating the clutch and brake respectively wherein the Torque is calculated from torque sensors or by torque calculating devices, then N is also calculated by N calculating devices this is constantly get updated in the memory storage device, thereafter from T & G, the expected N_E is get calculated wherein the Gear ratio (G) is calculated by gear ratio detecting devices or by any system which calculates the gear ratio and the gear counter is also used or any device detecting the gear engaged which gives the exact value of R.P.M. by which we get value of exact distance for which the clutch and brake has to be released i.e., X _Ciu_tch-& X _br_ake, also X _C|_Utch & X brake can be, calculated on the basis of N_E by any method in which on

2. releasing first X _brake & then X _du_tch get released, thereafter, the testing is done that whether car goes back or forward and if car goes back when forward gear is engaged then clutch & brake pedal are get pressed, then some incremental value of R.P.M. get calculated by the system which is denoted by Nx wherein. Nx is some percentage increment of N_E, which is taken into consideration in further releasing the brake & clutch of the vehicle till the vehicle moves forward by getting the perfect value of Nx necessary for forward movement and any other way can be used for vehicle testing by using the value of the N_E and

3. when car goes forward then clutch pedal fully get released and then value of N and T are get calculated and stored in memory of the processing unit of the system, wherein T is calculated by the torque sensor or by any Torque detecting device and

4. during operation of this system clutch and brake both are interlinked, as at the time of a manual operation of a brake the clutch is get operated by automatically and at the time of a manual operation of a clutch the brake is get operated by automatically.

14. The method as claimed in claim 13, wherein the operation of clutch can also be carried out by detecting clutch force, clutch movement, clutch displacement or by any other system.

15. The method as claimed in claim 13 wherein, the value of Nx can be increased by any percentage or by any other unit increment or by gradual increment.

16. The method as claimed in claim 13 wherein, the value of N_E can be calculated from value of torsion, T, G, Gc, Cp or by any method of operation.

17. The device claimed in claim 1 , wherein when car is get switched off then at that time the last values of θ, μ,.P, T, N_E, G & Gc is get stored in memory unit & when vehicle get switched on then the new values of μ, P, θ, T, N, N_E, G, Gc & R are calculated then there is a place positioning detector which sense whether the car is at same position or not and this detection is carried out by any detection method and if the car is at same place then some necessary values are Kept as it is & other values are calculated on basis of unchanged values.

18. The device claimed in claim 1, wherein form memory storage of all these values as claimed in claim 15 are get stored in memory unit and these values are get stored in memory by past experience of vehicle movement in which the all these required values or any addition values are processed & on basis of this table, chart, graph or comparison table, chart, graph, or any other way is made which makes the vehicle to sort out the exact value from the past records of vehicle, hence on the basis of this the system get operate. We can fit Artificial neural network (ANN) which continuously update the. data as per requirement.

^' 19. The device as claimed in claim 1 , wherein any actuating device operates the clutch and brake.

20. Any vehicles or motorcycles having clutch and brake system are incorporating with the clutch less manual drive engine system as claimed in any of the preceding claims.

21. Clutch less drive system substantially as hereinbefore described and claimed in any of the preceding claims with reference to accompanying drawings.