WO2015080686A2 - Independent powertrain - Google Patents

Abstract

The invention is related to an independent powertrain used to set the torque speed received from a drive motor or similar drive sources.

Description

DESCRIPTION

INDEPENDENT POWERTRAIN

TECHNICAL FIELD

The invention is related to an independent powertrain used to set the torque speed received from a drive motor or similar drive sources.

PRIOR ART

The transmission performance of the vehicles with multiple gears used today is between 60 % 65%. The power generated in the engine cannot be fully used since the losses developed because of the friction and heat in the gearbox. The main factor that reduces the yield in reductor is caused by the number of the teeth rather than the type of gear used. If we were to give an example; while the beveled gear is used to transmit power to differential gear in vehicles, other options of spur gears determine the reduction ratio.

Automatic transmission and manual transmission are the options in the cars used today. The yield in automatic gear is lower than in manual gear. The . percentage yield is also lower in the cars with liquid-fueled engines. The significant portion of the energy produced can be lost as a result of heat and friction. The situation is not much more different in the electric motors. The efficiency of each engine and the transmission system is mentioned.

Weight is one of the most important factors of the yield in vehicles, the . most important reasons of the weight are the engine and powertrain. The motors used in the prior art have relatively moderate speed, proportional to the transmission speed changing ratio and the speed is less than 10000. In fact, spur gear systems used in transmissions are not suitable for the speeds over 10000. But considering the gear rates, only one gear is used during the power transmission, and the rest are in neutral position and cause extra weight.

It is possible to achieve higher power with smaller and lighter engines by increasing speed particularly in the electric and liquid-fuelled engines. The 30000-100000 speed range is observed in some electric motors. The first prominent property of this type of engine is that it can generate higher power with its small motor structure. Increasing the engine speed will significantly reduce the weight.

High engine speed is not convenient for the multi-speed power train used today. If we were to give an example; in electric and hybrid cars, gasoline engines similar to revving electric motors have been used. With the increasing rates of using these vehicles, hybrid conversion kits and gearboxes to which electric motors will be connected have gained importance.

Many types of reduction gears are applicable to electric motors. However, in cases of shifted gears, spur gear emerges as the most important alternative. The spur gear reduction ratio is no more than 1/10. The ratios used in bevelled gear employed in transmissions are generally between 2.5 and 4.5. Bevelled gear has a critical role in transferring the power to differential. Besides, individual engine and transmission applications for each wheel often come to the fore with the popularization of electric cars. However, even though the engine sizes are adequate for it, transmission sizes are not appropriate today.

There are not effective solutions for powertrain to be employed when multiple power sources are required gradually. For example in hybrid vehicles with two motor-driven, electric engine and liquid fuel engine are connected separately to transmission and it is quite out of question that they transmit power to the same shaft together. This state causes the use of extra parts and thus, increases the weight of the vehicle.

Gearbox applications are used together with electric and liquid fuel engines we use today. An effective reduction decreases speed and increases torque very significantly. Using gearboxes with active changeable ratios together with automatic transmission gearboxes system will bring convenience and high efficiency in many areas of application.

Using speed gearboxes in systems generating electricity from the movement used in electricity generation will increase efficiency and success. Automatically changes in the reduction ratio are important especially in order to run the system in the rev range of the electric motor when it is most efficient. Efficiency of the gearboxes is affected mostly by the friction between metals and bearings used.

GEAR TYPES

Gears always run in pairs or operable to transmit more propulsion to one another. The position of the shaft of the meshing gears together determines the class of the gear. Accordingly, the gears are divided into four main groups. These are;

- PARALLEL SHAFT GEARS

■ INTERSECTING SHAFT GEARS

^■ SKEW AND NON-INTERSECTING SHAFT GEARS

^■ PLANETARY GEARS

1. GEARS WHICH HAVE PARALLEL AXIS

Parallel-shaft gears are manufactured in the following versions. These are;

o Spur gears

o Helical gears

o Herringbone gears

o Adjacent herringbone gears

1.1. SPUR GEARS: The most common types are cylindrical spur gears. In these gears, teeth are straight and parallel to the shaft shaft. The advantages of these gears are that their manufacturing cost is lower, they do not transmit axial force and their maintenance is easy. Their disadvantages are that they operate noisily and high reduction ratio cannot be obtained. These gears must transmit propulsion at several grades in order to ensure a high reduction ratio.

1.2. HELICAL GEARS: These gears have cylindrical geometry like spur gears. The difference is that they have helical teeth. The most important advantages of these gears are that they can carry load at higher values than spur gears of the same size, run more quietly and are able to operate at higher speeds. Helical gears run more smoothly, sensitively and quietly as the adjacent tooth contacts with another gear before a . tooth breaks contact with another gear. In a helical gear pair, if one gear has right-handed helical teeth, the other has left-handed helical teeth. The biggest drawback of helical gears is that they transmit the axial forces onto the shaft and bearings.

1.3. HERRINGBONE GEARS: Herringbone gears are the state of two helical _. gears manufactured in the same shafts a whole. While right-handed helix teeth are formed on one of these gears, left-handed helix teeth are formed on the other gear. Thus, the axial powers, the grave disadvantage of the helical gears, balance one another and eliminate axial power transmission onto the shaft and bearings. These helical gears are not overlapped in the middle, and there is a small canal between them.

1.4. ADJACENT HERRINGBONE GEARS: These are the overlapped herringbone gears with no channels between them. Despite running more precisely, these gears have higher cost since they need special blades in manufacturing, and they also require special care during their maintenance.

2. INTERSECTING SHAFT GEARS

They are the overlapping gear groups whose axes intersect while running. They are manufactured in the following types ;

^■ Straight bevel gears

^■ Sprial bevel gears

^■ Zerol bevel gears

^■ Con if lex gears

^■ Formate gears

^■ Revacycle gears

2.1. STRAIGHT BEVEL GEARS: These are the straight bevel gears whose shaft intersect with each other at any angle. The most familiar kinds are cone-shaped bevel gears that have 90 degrees angle between the shafts. The extension of cone angles of these gear pairs are designed to meet at the same point. When one of the gear needs replacing, the other gear should also be changed. Straight bevel gears are used at speeds lower than 1000 rpm and in areas where there is moderate load, and the noise is not considered as more important.

2.2. SPIRAL BEVEL GEARS : They differ from straight bevel gears in that their teeth are curved. Since the spiral angle may be at any angle relative to the shaft of rotation, two or more teeth simultaneously transmit power from two or more points contacting each other. Compared with the straight bevel gears, they are capable of transmitting much bigger forces at much higher speeds. If the spiral bevel main gear . is right-handed helical teeth, pinion should be left-handed helical teeth. Spiral bevel gear shaft is positioned so that it can pass through the shaft of the main gear. Spiral bevel gears are used in places where the speed is over 1000 rpm, high intensity loads are transferred and silent operation is essential. If the peripheral speed of this gear is to be greater than 40 m/s, teeth have to be ground. The gears located in the differential of the cars and and known as Bevelled Gears are spiral bevel gears.

2.3. ZEROL BEVEL GEARS: They are similar to spiral bevel gears.

However, they have a spiral angle of zero.

2.4. CONIFLEX, FORMATE AND REVACYCLE GEARS: They are similar to straight bevel gears. However, their teeth profiles are cut with dual blade milling machine and the load is distributed more homogeneously in the teeth part. Thus, operation precision and gear life have been enhanced.

3. SKEW AND NON-INTERSECTING GEARS

These are the gears with their shaft in different planes. They are named according to the location of meshing pinion gear axes on the main gear. Of these, the following are the most commonly used;

· Worm-gears

• Hypoid gears

• Spiroid gears WORM GEARS: Worm gears are the most commonly used gears whose shafts do not intersect. Since these gears run flicker-free, silently, at a very large reduction ratio and can operate at very high speeds, they are the main gears used especially in reduction gears. In the worm-and- gear set, the shaft of the worm is tangent to the gear. One of the biggest advantages of this type of gear is that if the pitch angle is less than 50, these gears are self-locking as they run. That is, rotation is not transmitted via worm but transferred thrugh the gear, the worm does not return. Thus, in some executions brakes are not required to be used (example: a wheeled vehicle with a worm-and-gear reducer whose tooth angle is less than 50 in the engine output and is driven uphill does not move backwards after the engine stop even if it does not have brakes). This condition prevents the use of worm gear directly in the bicycles. The worm that will support the pedal does not allow pedals to move and the rider cannot cycle the pedals. Worm gears are done right or left- handed according to the operating status, and can be 1 , 2 , 3, 4-start or more starts. The reduction ratio in worm gears is proportional to the number of teeth and the number of start (the number of start on the warm). The highest reduction ratio can be obtained with one-toothed worm. As the number of start on the worm increases, the reduction ratio is reduced at the same rate. The nozzle above the endless screw (step ) As the number of. It is possible to achieve high reduction with the worm gear in a very small area. The system is simple, strong and economical. It has been widely applied in many fields.

HYPOID GEARS: They are very similar to spiral bevel gears. Their difference from spiral bevel gear is that the shaft of pinion is as far away as X from the shaft of the main gear . As the X distance increases, the operation area get out of the area of hypoid gear and extends into the operation area of the spiroid gear. These gears are quieter than spiral bevel gears and running life is longer.

SPIROID GEARS: Spiroid gears are used for high torque transmission and drive transmission at right angles. These gears are compact gear groups that run quietly and relatively not large volumes when compared with the torque they transmit. Another advantage is that they are easily demountable. Their reduction ratios can be from 1 :3 up to 1 :400. The biggest advantage of spiroid and hypoid gears gear against and worm gears and conical spiral gears is that because of the distance between the shafts, more teeth mesh during the drive and thus, higher torque transmission is possible.

BASIC PROPERTIES OF HYPOID AND SPIROID GEARS

• The amount of the tooth span can be adjustable and zero gap is ensured

• High sensitivity in applications that require precise positioning

• High reduction rates

• High torque transmission

• High resistance to shock

• Silent operation

• Small volume and light weight

• Design dimensions can be changed according to the requirements 4. PLANETARY GEARS

A fixed ring gear and a pinion gear rotating around it through which low speed but high torque transmitted to the output shaft is the basic running principle of this gear assembly.

The main elements of a planetary gear group are;

• Annular gear (this is mostly a fixed internal gear)

• Planetary gears (gears rotating aroundcenter of the other)

• Input shaft

• The arm transmitting rotary motion from the shaft to the planetary gear

• The central gear (sun gear) transmitting rotary motion from the planetary gear to the output shaft

THE ADVANTAGES OF PLANETARY GEAR GROUP

• High reduction rates High torque transmission

Small (compact) volume

They have the same input and output shaft (coaxial)

Efficiency is high (the yield is 97 % in a typical planetary gear set.)

The load occurred in the group is distributed evenly.

• Elastic deformation is low (Stiff)

• Since the number of teeth of planetary gears is greater, not only higher torque transmission is achieved but also homogeneous load distribution is provided.

DISADVANTAGES

• Heavy loads on the bearings,

• Their design is more complex,

• Maintenance is the difficult.

OTHER AREAS OF GEAR USE

1 ) RACK AND PINION: Rack and pinion is the most widely used mechanism to convert a circular motion to linear motion. Although their gears are often spur, helical gears are manufactured as well. Gear is designed according to the principles of standard gears, the rack are manufactured in accordance with the desired length of the gear modules.

2) SPROCKETS (SPROCKET AND CHAIN): The first mechanism many of us met as a kid was the sprockets transmitting motion from the bicycle pedals to the rear wheel. Sprocket and chain are employed when the distance between the shafts is long and rotary motion is reqired to be . transmitted in the same plane. Sprocket and chain can be applied high torque but cannot be used at high speeds and they run very loudly. Another disadvantage of them is that a loose side of the chain sags. Tensioning gear is usually used to prevent sagging.

3) TRIGGER GEARS: These gears are not used to transmit torque but to . transfer the news of location. Especially the necessary synchronization for automation trigger is performed with the timing belt pulley. Since these gears will not transmit torque, the gear tooth depth is extremely low. These gears are used with trigger belt. This belt means timing belt in English, and the most essential property of this pair is that even the smallest slide does not occur between the belt and pulley. In this system, trigger gear speed can go up to 10,000 rpm. As they are not expected to transmit torque, their life is prolonged by keeping the amount of belt tension very low. However, as it is very important to ensure that pulley teeth are in constant contact with the teeth in the belt, loose pulley can be used in the slack side if necessary. Trigger gears have been manufactured from steel, cast steel, aluminum and even plastic. The belts are made of rubber or polyurethane.

BRIEF DESCRIPTION OF THE INVENTION

The invention is related to the independent used to adjust the rotation speed of the propulsion received from a motor or similar power supplies.

In the independent power train, the shaft, which passes through the reduction gear that is integrated with engine and a part of worm gear, and the shaft to which movement will be transmitted are the same part and it is called drive shaft. The engine constitutes a uniform system, integrally connecting to the worm gear mechanism and the drive shaft that passes through the center of reduction gear integrated with the worm gear. The engine's power is only transmitted directly to the drive shaft that passes through the center of reduction gear integrated with the worm gear without any more parts between them. Since the worm gear mechanisms have locking system in the opposite direction as a general operating principle, they are impossible to be driven by the reduction gear. A one-way ratchet bearing that connects reduction gear to the drive shaft has been located in order to drive this shaft independently and not to affect the movement created by the second motor that drives the drive shaft. Since the worm gear mechanism has a locking system in the opposite direction, . it will prevent the one-way ratchet bearing from reversing and it will also prevent breakage or damage to the teeth. This state will inhibit this engine when the motor connected to the independent power train is not running while the second engine that drives the drive shaft is running. In this way, it will enable the optional engine connected to the independent drivetrain shaft to provide support to drive the shaft whenever it is required, and it will not be burden on the second engine when it is not required to run.

This system makes it possible for more than one engine to drive the same shaft without adversely affecting each other, and also a single engine can drive the same independent drive shaft. When one motor is employed, negative friction, heat and inertia resistance of the drive shaft do not develop when the engine is by-passed thanks to the one-way ratchet bearing while the engine drives the drive shaft on request.

The number of teeth in the reduction gear and the number of starts (thread) in the worm gear determine the reduction ratio of worm gears. The. worm gear has been produced with at least two different starts(two different stage systems). Two-start worm gear drives the reduction gear connected to the central shaft with one-way bearing. Different gear ratios can be easily obtained by applying the desired differential stage to the reduction gear with the help of drive mechanism of the worm gear located on the wedge on the motor shaft. _. By running the worm with at least two-start to achieve a suitable reduction rate on the wedge of the engine shaft, stage selection is made.

Using the minimum number of powertrain will provide the highest efficiency. Maintenance costs will be reduced at the same time, and the system will not be prone to failure. The balance of a vehicle can be provided more easily with a lighter engine and transmission, and proper weight distribution can be achieved more easily.

PROVISIONS OF FIGURES

Figure 1. Assembled Overview

Figure 2. Interior Part and Detailed View

Figure 3. Exploded View

Provisions of the track numbers specified in figures are given below;

1. Engine 2. Engine Shaft

3. Wedge System

4. Worm

4.1. Movement Mechanism

5. Reduction Gear

6. Motion Shaft

7. Ratchet Bearing

DETAILED DESCRIPTION OF THE INVENTION

The invention consists of an engine (1), a motor shaft (2), a wedge system (3), a worm gear(4) containing driving mechanisms (4.1), reduction gear (5), drive shaft (6) and ratchet bearing (7).

The invention is the structure that is formed with the drive shaft (6) by locking the system resulting from improved worm gear mechanism to the drive shaft(6). Worm gear mechanism generally comprises worm gear connected to the motor shaft, a reduction gear and bearings which holds. It is possible to mount this structure to any type of engine (1 ) and drive shaft (6).

There is a one-way self-locking bearing(7) that connects the reduction gear (5) to the drive shaft (6). As there is generally no motion from the opposite direction in the worm gear reducer systems, this one-way self-locking bearing(7) also allows the drive shaft (6) to be driven by another engine (1). At the same time, when the engine (1 ) of the independent drivetrain is not employed, rotation will be able to continue and it will not have to use force to defeat the heat, inertial and friction energy created by rotation if the driveshaft (6) is running. Bessides, when the drive shaft(6) is forced to reverse, it will be blocked by oneway self-locking bearing(7). Thus, the retainer parts of the one-way self- locking bearing(7) will not be damaged. While the one-way self-locking bearing(7) lets the drive shaft (6) rotate, it enables independent powertrain to assist the rotation of the drive shaft (6), and worm gear mechanism can be employed as an advantageous reductor in many applications. The fact that worm gear mechanism rotation is blocked by the reduction gear will also prevent the damage to the retainer parts of the one-way self-locking bearing(7). Drive shaft (6) is guided by bearings as it was intended to work. Like the other products on the market, worm gear is guided by bearings within the container of the worm gear system.

The invention additionally includes an action mechanism (4.1 ) that runs as a trigger mechanism in order to increase the torque that will be transmitted to the drive shaft (6) with the speed unchanged for efficient use of the engine (1 ), and sets the speed of the reduction gear (5) of the engine (1 ) by moving the worm gear ( 2 ) at least one tooth forward and backward. A screw structure with at least two stairs (at least two screws with different start numbers are the continuation of each other, and turned into a single screw) has been formed on the worm gear (4). Although worm gear (4) looks as if it is an individual gear, the start number of two ends is different. Both ends of the worm gear (4) mesh with the teeth of the reduction gear (5). The displacement of the worm gear (4) on the reduction gear (5) will also change the contacting stage of the worm gear (4) on the reduction gear (5). For example, If we create the worm screw (4) in two different starts (stages) and these stages become two and three stages, . and while two-start end contacts reduction gear (5), and enables it to rotate, 100 rpm tries to rotate the drive shaft, If three-start end rotates reduction gear (5), 100X2/3 = 66.6 rpm will try to rotate the drive shaft (6). Thanks to this process, the drive shaft (6) has been employed more effectively in the selection of torque and speed of the motor (1 ) by changing the speed of the drive shaft. The drive mechanism (4.1 ) can set which portion of the worm screw (4) contacting on the reduction gear (5) will work thanks to the at least one step further and one step back running clearance connection with the wedge system (3) at the junction of the motor shaft (2) and the worm gear (4) connection. The drive mechanism can be moved manually according to the speed and torque , requirements, and shifting also can be performed automatically via electronically control.

Independent drivetrain can be fixed to any shafts in the drivetrain or wheels beside the engines of the existing vehicles, and it converts the vehicle into a vehicle with hybrid system. For example, the first shaft coming from the . engine, and used in the vehicle and initiate the start can be appointed as the drive shaft in the independent powertrain. In such a case, while the independent drivetrain can support to turn the drive shaft independently from the vehicle's main engine when requested, it does not create a burden on the system when it is not employed. In addition, independent drivetrain can be fixed on the shaft systems that drive the wheels of the vehicles. The gear structure in the supportive independent drivetrain will allow the system to work more efficiently.

My invention has significant advantages as an independent powertrain like the advantages of worm gear mechanism such as providing high reduction in a small area, durability and low cost. It has many areas of utilization as a supporting element of the engine, the main movement provider. Providing a high reduction ratio can increase the use of particularly high speed electric motors. High efficiency can be achieved with more powerful and lighter engines. Employing a worm gear and a reduction gear is sufficient to use in the powertrain as a single gear system. A worm gear composed of at least two different stages(starts) allows changing the reduction ratio in without the use of additional gear, and a gear system is formed. This provides a grave advantage in torque and speed selection.

Claims

C L A I M S

1. It is an independent power train and characterized in that it comprises a worm screw (4) with the at least two different stages, reduction gear (5), a drive shaft (6) passing through the reduction gear and self-locking bearing and one-way rotating self-locking bearing (7) parts.

2. It is the worm gear (4) mentioned in Claim 1 and characterized in that it includes a drive mechanism (4.1 ) that sets the speed of the reduction gear (5) of the engine (1 ) by moving the worm gear (2) at least one tooth forward and backward.

3. It is the worm gear (4) mentioned in Claim 1 and characterized in that it contains at least two different starts (stages).

4. It is the drive mechanism (4.1 ) mentioned in Claim 1 and characterized in that it is located wherein the motor shaft (2) joints with the worm screw (4).

5. It is the drive mechanism (4.1 ) mentioned in Claim 1 and characterized in that it moves the worm gear (2) at least one tooth forward.

6. It is the reduction gear (5) mentioned in Claim 1 and characterized in that it contains a self-locking bearing elements (7) which disconnect one-way direction of the drive shaft (6) from the other drive system.

7. It is the self-locking bearing (7) mentioned in Claim 1 and characterized in that it connects the reduction gear (5) to the drive shaft (6).

8. It is the self-locking bearing (7) mentioned in Claim 1 and characterized in that it bears the drive shaft (6).

9. It is the self-locking bearing (7) mentioned in Claim 1 and characterized in that it disconnects one-way direction of the drive shaft (6) from the other drive system.

10. lt is the drive shaft (6) mentioned in Claim 1 and characterized in that it is driven by the element of another drive system, and it also passes through the center of the reduction gear (5) and self-locking bearing (7).

11. lt is the drive shaft (6) mentioned in Claim 1 and characterized in that it integrates the movement of the other drive system with the independent powertrain composed of a worm gear (4) with at least two different starts, a reduction gear (5) and a self-locking bearing (7).