WO2010124827A2

WO2010124827A2 - Multifunctional torque diverter

Info

Publication number: WO2010124827A2
Application number: PCT/EP2010/002545
Authority: WO
Inventors: Piergiorgio Signorato
Original assignee: Piergiorgio Signorato
Priority date: 2009-04-29
Filing date: 2010-04-26
Publication date: 2010-11-04
Also published as: WO2010124827A3; ITTV20090080A1

Abstract

The "multi functional torque diverter" is a device for applications which require variations in angular velocity, reversal of torque, aiding power and torque, etc. In particular, in the field of auto traction/haulage the "multi functional torque deflector" takes the role of: automatic gear-change (also sequential gear shift, with variable range) torque reversal (reverse gear), differential, electrical starter, torque distributor in curves, generator of force for small movements at low velocity (for example, in urban centres), and the possibility of producing a quantity of electrical current when braking or in descent. All this with a significant decrease in components and consequent weight, for example with the elimination of the clutch.

Description

"Multifunctional torque diverter"

DESCRIPTION OF INDUSTRIAL INVENTION

The "multifunctional torque diverter" is a collection of elements which interact together, creating possibilities for all the demands made on it: variation in angular velocity between the propulsion unit and vehicle wheels, reversal of torque, engine starting, production of current and the thrust provided, and if desired the use of electrical traction only, (with normal battery use) etc.

It is particularly suited as complement to piston engines, Wankel engines and in general, non self-starting and mono directional engines; moreover, the system has potential over a wide range of applications and machines, precision mechanics, robotics, nautical, aeronautical etc.).

For ease of explanation the description which follows is confined to applications in the automotive sector.

In practice the various functions of the "multifunctional torque deflector" are carried out by other mechanical parts in addition, such as the alternator, electric starter motor, flywheel, traditional gears in an oil bath (with their relative shift times, possible imprecision in meshing, kickback due to human error, and the operations made by the driver), CVT belt variation with torque inversion. Moreover as seen today the distribution of torque is carried out by the differential which passively sustains variations in angular velocity as a function of the road mantle (curves, holes etc): compromising optimization of trajectory (when the applied forces are not stabilized by an active vehicle directional system) and consequently, drivability.

It is evident that such complexity of mechanical parts has considerable limitations deriving from: weight, wear and tear (the type of clutch), possible breakdown in engaging gears and synchronisation , the necessity for routine and breakdown maintenance and the necessity of disposing of /"YlI _• _______————__——.-.______—_———_———___—_____.-._____--.________ ________________

In particular, with current gear systems: the changing of first gear to reverse gear is not advisable with the vehicle in motion even for only slowing down the vehicle in movement; there is no possibility of transmitting motion (generated electrically) from the propulsion unit, given that the electrical starting motor is mounted on it; there is no homogeneity in the distribution of force (with maybe the exclusion of CVT, which is well known in any case for absorbing a lot of energy); "engine braking" is rarely optimised even for modest deceleration (going to the limits of the gear range can be damaging) the construction of a two axle traction layout is heavy and costly; in neither case is it possible to proceed with only electrical traction, with a conventional type engine. Another characteristic of present day gears is "irregular" running and is not always optimised at "cut off' with electronic injection in climb and in "change" .

Finally, another difference with traditional gears derives from the possibility of obtaining not only simple "engine braking" but "system braking" by far and away being more capable of being modulated and producing high performance (even though, naturally, not substituted by the principal braking equipment) with the characteristics of a handbrake.

The multifunctional torque deflector" is described in Table no i where two principal elements are shown consisting of the "coupler" (A) and the

"velocity regulator" (B).

The coupler is described in the attached Table no. 2 where "a" is the engine shaft and "d" is the axle that transmits motion to the wheel. Element "b" is the "countershaft" positioned by bearing ("c") in component "e", known as the "central rotary" which is held by not less than three perimeter ball bearings (omitted from the drawing for descriptive convenience).

The transmission of motion to the coupler can be carried out by chain, gear wheel, belt, belts which allow the possibility of introducing variators, cardon shafts, and endless screws. The number of countershafts can vary based on construction needs.

At the base of Table no. 2 a gear wheel version is shown, with three countershafts. Obviously, in the case of transmission with gear wheels (more suitable if it is decided to place the system within the propulsion unit with the use of a chain or other means to the "angular velocity regulator") the countershafts rotate in the opposite sense to the engine shaft.

The "angular velocity regulator" is described in Table no. 3, fig. I and is conceptually comparable to a "kinetic accumulator- angular velocity

In the basic version it consists of an electrical motor/alternator (in the drawing a "step by step hybrid"). This performs the function of absorbing/distributing current, increasing or decreasing torque on its axis of rotation. In parallel, as in fig π of Table 3, one can use another type of "kinetic accumulator" such as a machine (one can exploit for example the fluid dynamics at the intake collector or that of a supercharged engine).

All types of existing brake or accumulator brake are not excluded: either disc (bolted to the rotary with a signal to the dashboard's instrument panel re: sport/uneconomical drive mode namely more demanding acceleration) for a small proportional dimensional change in size of the electric motor/alternator (in any case always present) or systems such as "spring type motors" or other scheme suited to the control of the frequency of Principle of functionality. The "Multifunctional Torque Diverter", positioned between the engine block and wheel, allows (and inhibits or reverses) transmission of motion from the engine (a) to the semi axle (d) or to the angular velocity regulator or both in any proportion.

It can be taken for granted that in addition to traditional systems of wheel rotational sensors the vehicle will need to update the management of the system also with data relative to the direction of rotation of the wheels and not only the speed or velocity.

With the gear change in the "Neutral" position (and the engine at minimum running speed), the "angular velocity regulator" develops a velocity in proportion also in relation to the pulley/rOtary therefore the velocity of the wheel half-axle is zeroed.

Thus with the adoption of this device, the "Neutral" position can also have, if so wished, the characteristic of "Parking".

With the gear in "Drive" position in proportion to the demand for acceleration, the "angular velocity regulator" absorbs Le. bestows energy from rotation and torque working on its own revs/min and varying the amperage according to needs. In a practical example, from a standing start, fully depressing the accelerator pedal, the engine rises to maximum power (for example, 6000 rpm) and the angular velocity regulator starts the production of current and the injection of the same enough to begin to lengthen the relationship (charging the battery) continuing like this - limited case- up to maximum vehicle velocity. The management of intermediate levels of acceleration are obviously entrusted to the electronic control unit. The management/operation provides for an increase from minimum in the case of a start in incline (either in "Drive" or in "Reverse"). Reverse motion is accomplished increasing the revs of the velocity regulator in "counter rotation" in "Neutral/Parking". Sequential gearshift: for the eventual needs of marketing selecting or choosing the as set ratio of the angular velocity regulator a number of speeds can be obtained within its range.

Starting. Starting is effected by a) sufficient pressure in the hydraulic braking equipment, b) current at two electric motors.

Alternator: during vehicle motion, as a result of system configuration, there is more current produced than utilised and when this happens it goes to the battery for the vehicle electrical appliances i.e. for eventual battery options (movement with only electrical propulsion). Distribution of torque in curves: by varying the current supplied for single motors (always less than that absorbed) one can tackle curves with a tensioned chassis and with better control of positive/ negative acceleration and modulation even in extreme conditions such as ice.

It goes without saying that having the use primarily of the wheel rotation sensor of abs, traction control would be extremely efficient.

Clutch: is absent because it is not required.

Engine brake: When fuel injection cut off occurs, it is possible to raise a command- proportionally- the engine revs, increasing the deceleration. It is also possible to suppose an optional control for long descents or braking as in Table 8 in which is highlighted a "speed control" (cruise control plus an engine brake capable of modulation).

Starting by force (e.g. passing from electric drive to automatic gear change): The starting control unit reads the angular velocity of the wheels sufficiently braking the angular velocity regulator after having enabled the injection control unit.

The application of the invention in the automotive field could take place through various possibilities, some of which are illustrated in the attached Tables (4-5-6-7). It is intended to enlarge the field of applications to differential torque motors. Nevertheless a single system could also be used downstream, by positioning a differential of whatever type, creating rear traction, (whether at the transmission shaft or at another axle using a brush less electric motor at the

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The specification in attachment "q" describes schematically some of the possibilities utilising the system.

In another version the "angular velocity regulator" is composed of the same system operated by compressed air by means of machines and air storage cylinders or the vehicle chassis (also able to generate kinetic energy).

Claims

DESCRIPTION (Claims)

1. The Multifunctional Torque Diverter system is made up of a central rotary (Table 1, no. 3; Table 2 letter e) which receives and gives torque and power, also changing the direction of rotation, from/to whichever external shaft to the coupling (Table 1, letter b): alternator motor shaft (velocity regulator, Table 1, a), engine shaft (Table 1 no. 1), wheel shaft (Table 1 no. 4)

2. Tables 1 and 2 show example designs of the Multifunctional Torque Diverter system, given the impossibility of showing all the hybrid solutions for this system (with the relative number of combinations of countershafts the arrangement of belts, chains, gears and, as already described, cardon shafts or other methods of transmission).

3. In the gear version of the Multifunctional Torque Diverter system shown in Table 1, when using three or more countershafts it is not necessary to have bearings (or similar) to support the rotary, this is provided by the bearings (or similar) of the countershafts.--

4. The minimum number of countershafts in the Multifunctional Torque Diverter system is equal to one, Table 1.

5. With reference to Table 1, given that the engine shaft and the wheel axle (half axle) are pre-existing, the Multifunctional Torque Diverter system consists of three principal parts, the rotary (no. 3), the counter shaft (no.2), the velocity regulator (letter a). It can be taken for granted that there will be bearings (or similar) and chains shown in Table 1 (secondary components); but a chain is not necessary in all the variants of the Multifunctional Torque Diverter system as in the version with a countershaft with a WlItCl. ————————————————— ————— ____•_ ______ — ________ _____________________ —.____

6. In Table 1, letter a, the velocity regulator, as in all the Multifunctional Torque Diverter systems has the function of releasing, cancelling i.e. absorbing either the

torque or the power, of the various shafts or countershafts, in both directions of rotation; it being understood that the shaft can be moved by any source of energy: electrical, pneumatic, etc. Such as the generic propulsion shown in Table 4.

7. hi the case of shutdown or failure of the generic propulsion system in relation to shaft no. 1 in Table 1 the Multifunctional Torque Diverter system can stand in to produce forward or backward movement of the wheel shaft (Table 1, no.4), modulating torque and angular velocity passing the kinetic energy from the regulator shaft (Table 1, letter a) to the wheel shaft (Table 1, no. 4)

8. Due to the impossibility of showing in the illustrations the enormous number of variants, itemised in Tables 4, 5, 6 and 7 are detailed in an illustrative way an arrangement of components: it is possible to reverse the axle of traction ( for example, transforming a vehicle into front traction (Table 4) or into rear traction or, in Table 7, the propulsion unit can be placed in a forward position, as illustrated, but also in a rear or central position, along any position of the central shaft as drawn vertically between the two axles. In all cases a Multifunctional Torque Diverter must be installed between the output of the propulsion unit and the wheel axle.

9. The Multifunctional Torque Diverter can also carry out its role with marine and aeronautical propellers, etc., independently of the diagrams already presented.

10. Protection, essentially the idea (functional archetype) of the Multifunctional Torque Diverter (MTD) by which kinetic energy is "manipulated" by the components is shown in Table 1 which interact between the variations and changes with time (for example, the presence, sense and amount of movement in delta t) generating an "integration of elements" system, otherwise known as the Multifunctional Torque diverter, requiring an electronic management system or similar to be able to drive the forces.