Title of Invention

INFINITELY VARIABLE GEAR TRANSMISSION SYSTEM WITH OPTION FOR MICROPROCESSOR CONTROL

Abstract

The Equipment consisting of a Differential gear unit, connected to an Epicyclic gear unit, a hydr-dUlic speed control unit driven by the output shafts of the Differential gear unit, provided with orifices and solenoid valves to direct the flow ofhydranlic fluid in order to maintain one of the inpnts of the Epicyclic gear unit almost at constant speed during gear drive, when installed on a motor vehicle, will provide continuous infinitely vrdriable positive transm ission and adjust the vehicle speed automatically to suit the torque requirement l'esulting jn better fuel efficiency, less pollution, less wear and better acceleration. The option for direct drive in slow speed, over drive, high torque forward and the microprocessor controlled flow control valve with variable orifice, increases the fuel efficiency, trdDSffi ission efficiency, and provides better adaptability to different road conditions.

Full Text

INFINTELY VARl.4BLE GEAR TR.\NSMlSSION SYSTEM WITH OPTION FOR MICROPROCESSOR CONTROL, for instaJluig on motor vehicie:, comprising of a differentiaJ gear unit. Hydraulic Speed Control Unit, an fc4)icyclic gear unit, an Eectrica cum Electronic Control Unit and a microprocessor unit. The Equipment brisicaliy consists of a Differential gear unit which includes a pair of spiral bevel gears, 4 pinions, a pair of helical gears fiKed on the output shafts on either side, and a liydiaulic gear pump on either side driven by the output shafts. Ilie drive from the engine i^ceived through the pair of Bevel gears, passes through the (hfferential pmums and communicated to the i^icyciic gear unit through the pair of helical geai-s fixed on the output shafts of the differential geaiunit. The Right side helical pair is connected to the sun gear* and the left side helical pair is connected to the pianet carrier of the t4)icyclic gear unit. The annulus of the Epicyclic gear unit is comiectedto the vehicle. Tlie function of the hydraulic unit is to control the rotation of the differential output shafts, to obtain the appropri^e output speed from the ^icyclic gear unit. Tlie function of the Electrical cum Electronic Circuit is to operate the various control -valves in the Hydiaulic circuit, in order to direct the fluid flow in the right direction. ITie basic function of the Microprocessor unit is to adjust the flow control valve in the Hydi'ciulic circuit to regulate the vehicle speed. llie Invention is more clearly described below with reference to the accompanying drawings, in sheet no: 1, figure: 1 is a sectional di'awing of the diflerentiaJ gear unit. Part 1 is the Bevel gear attached to the differential body Part 2 is the revolving pinion; Psiil 3 is the differential body; Part 4 is the driven Helical gear on right side; Paii 5 is the driving helical gear on right side; Part 6 is the gear pair for the Hydraulic pump on right side; Pail 7 is the pinion attached to the output shaft; Part 8 is iiie spiral bevel geai for the incoming drive; Pai"t 9 is the gear pair for the hydraulic pump on left side; Part 10 is the driving helical gear on left side; and Part 11 is the driven helical gem on the left side. In sheet no: 2^ Figure 2 is the 3- Dimensional drawing of the differential gear unit. In sheet no: 3, Figure 3 is the sectional drawing of the Epicyclic gear unit. Part 1 is (he sun gear attached to pail 7, paii 2 is the top planet gear, pait 3 is the planet carrier attached to pari 6, part 4 is the annulus attached to pail 10, part 5 is the bronze bush for part 10, part 6 is the mam shaft, part 7 is the input gear connected to the part 4 in Figure: I, paii 8 is the bottom pianet geai\ part 9 is the bush connected to the planet carrier and tlie main shaft, part 10 is the out put gear fixed on the annu!us and connected to the vehicle; and part 11 is the input geai* fixed on the main shaft and connected to the part 11 in Fig: 1 In sheet no: 4 tigiire 4 is the 3 dimensional viev^' of the epicyclic gear unit. In sheet no: 5, Figure 5 is the Hydraulic circuit diagram. Part 1 is the delivery line for the right side (RS) gear pump. Part 2 is the solenoid valve V6 in the alternate delivery line ot the left side (LS) gear pump. Part 3 is the solenoid valve V5 in the aitemale deliveiy line of R.S, gear pump. Part 4 is the solenoid valve V4 in the main delivery line of R,wS. gear pump. Part 5 is the solenoid valve V3 in the main delivery line of LS. geai' pump. Paii 6 is an orifice Tl in the main delivery line. Part 7 is the orifice T2 fixed in the alternate delivery line of R.S. gear pump. Part 8 is the hydiauiic oi! resei-voir. Part 9 is the suction line for the gear pumps. Part 10 is the orifice T3 fixed in the alternate deiiveiy line of L.S. gear pump. Part 11 is the alternate delivery line of L.S. gear pump. Paii 12 is the L.S. gear pump. Part 13 is the solenoid valve V2 m the suction line of the L.S. gear pump. Part 14 is the solenoid valve V7 separating the suction line of L.S. geai'pump and the delivery line of the RS. geai pump. Part 15 is the line connecting the delivery of the R.S. gear pump to the suction of the L.S. geai pump. Part 16 is the solenoid valve VI fixed in the return line of RS gear pump. Part 17 is the R.S. gear pump. Part 18 is the solenoid valve V8 tor diverting the fluid for microprocessor control. Part 19 is the flow control valve with vaiiable orifice governed by the microprocessor. Part 20 is the rack Jittached to the Hydi aulic piston. Part 21 is the pinion attached to the valve spindle and driven by the rack. Part 22 is the Hydraulic Cylinder for microprocessor control. in sheet no: 6, Figure 6 is the same Hydraulic circuit diagram without the identification numbers, lliis may be ignoi^d. in sheet no: 7, Fig: 7 shows the curve for the Engine RPM versus the vehicle speed, llie nonnal for^vard movement of the vehicle is represented by the curve ABC'D. Ilie cui"ve OA represents the idle portion; AB represents the low geai' portion; BCK represents Direct Drive and CD represents over drive. Tlie reverse is represented by the cnive AR. Tlie curve FC represents the foi'v\'ard movement in High geai In ^heet no: 8, Fig; 8 represents the Electrical curn Electronic Control Circuit to change the direction of the fluid How in the Hydraulic circuit. P represents the parking position. F represents the nonnai forward niovement. HF represents the high geai fbiA^^'d movement. R represents the reverse movement. CC represents the position for microprocessor control. CI is a microprocessor coatrolled switch to change over from gear drive to direct drive and vice versa SI, S2, S3, S4, S7 and S8 are change over switches actuated by speed sensors at the rated speed and remains actuated above the rated speed VI to V8 are Solenoid valves which normally remain closed, imd open on energizing. Ml is a manually operated switch to maintain direct drive at slow speed M2 is a manually operated switch to avoid over drive. In sheet no:9, figure 9 gives the layout of the 32 bit 40 MHz. Microprocessor unit for actuating the flow^ control valve. Part 1 is the Speed sensor, Part2 is the Temperature sensor. Part 3 is the Suction pressure sensor. Part 4 is the Sensor for the accelerator position. Part 5 is the DSP based embedded micro processor. Part 6 is the D.C. step motor for driving the actuator, Part 7 is the actuator. Part 8 is the H- Bridge for reversing the polarity of the motor, and Part 9 is the Power Supply Unit. When the pow^r irom the Fjiigine is transmitted to the differential unit through the Bevel gear pair, the output shafts of the unit start rotating. Hie rotation of the output shails follows the formula 2N = Nl + N2 - (1) where as N is the Engine speed, N] is the right side output shaft speed and N2 is the left side output shaft speed While the vehicle control lever is in the park position the valves VI V2 and V3 are open as shown in figure 5 and therefore the hydraulic pump on RS sucks the oil and pumps the oil back into suction line. The LS pump sucks the oil and delivers back into the i eserv^oir, as shown in figure 5. Therefore the output shafts are free to rotate at any speed In the case of Epicyclic gear if X 1 is the speed of the Sun gear, X2 is the speed of planet can-ier and X is the speed of Annulus, X 1 " 4.5 X2 - 3.5 X Fommla (2). (Tlie aimulus is the output gear connected to the vehicle) wtiere as (Zl I- Z2) / Zl -4.5 andZ2 / Zl - 3.5 Zl -"- No. of teeth on Sun gear - 24 Z2 ~ No. of teeth on annulus - 84 If the lingme Speed is 1500, on applying fonnula (1) Nl will be equal to 2455 and N2 wall be equal to 545 Similarly if the Engine speed is 2000,N1 will be equal to .1273 and 1^2 wii! be equal to 727 If the Engine speed is 3000 Nl will be 4909 and NZwtUbe 1091. [n all these cases applymg the value of X 1 and X2 in fonnula (2), the output speed of F4)icyclic gear, le. the value of X will be zero; (Nl — X 1 andN2 " X2); and therefore the vehicle vAl\ be at stand still wlien the control lever is in the T' position. When the vehicle control lever is in F (Forward Position), till the Engine speed IS raised to 1500 the same situation will continue. At 1500 the Engine speed sensor will give a signaj to the SI swatch to operate valves V4, V2 and V3 of the Hydraulic circuit. Since V2 jmd V3 aie open the LS gear pump is freely running; but the RS geai pump is pumping through the valve V4 and the orifice Tl (Paif no.6 in figure 5) wiiich neslricls the speed of the RS pump to approximately 2454 RPM. This results in a reduction of the vehicle speed. It can be noted from formula (2), that the tendency of the right side pump will be to nm faster and the LS pump to run slower, during the fon^^ud movement of the vehicle. Since the right side pump can not nm faster, it will continue to run at the same speed at any engine speed during the forward moment. llie output speed of the ^icyciic gear, corresponding to 1500 to 2454 (Engine Speed) has been given below^ in Table I. Exaiuple: When l^ngine Speed is 2000^ the R.S. output shaft speed is 2454. Applymg Fomiula(l) - 2N -Nl f N2 2x2000-2454 fN2 Therefore N2 1=154 Applying Fonnula(2) - XI =4.5 X2 - 3.5 X XI - Nl & X2 = N2 'ITiereiwe 2454-4.5 x 1546 - 3.5X Ttie output speed is rtJiiging from 0 to 2454, to provide enough starting torque for the vehicle daring the initial staii, Al 2454 the speed sensor will give a signal to S2 switch to operate the valves V3 and V7 o£ the liydi^aulic circuit. In this condition the delivery of the RS Pump is directed to the suction side of the LS pump. Since R.S pump is always trying to run faster and the LS pump is dways trying to run slower^ the result will be both the puntps wtl! be nmning at the same speed. Hiis means both LS and RS output shafts and the Engine will run at the same speed; the output of the Epicyclic gear will also be the same as shown belov*^. Since both the pumps are running at the same speed, the output shafts to which these pumps are connected, will be mnning at the same speed. Since Right side output shaft of the differential gear unit is connected to the sun gear and the Left side output shaft is connected to planet cairier, both sun gear and the planet carrier will be runnmg at the same speed llierefore XI-X2, XI=4.5 X2-3.5X Since XI - X2 llierefore At the speed of 2454 and above, L.S. and R.S. output shafts, and also the Epicyclic geai output shaft will be miming at the same speed of Engine. In this condition the Vehicle is in direct drive. At 5250 (Engine Speed) the speed seasor vAll give a signal to S3 switch to operate the valves V2, V3 md V5. Since V2 and V3 are open the L.S. Pump udll operate freeiy; but the R.S. pump will deliver through the alternate delivery line through the vaive V5 and orifice T2 (part no.7 in figure 5) which restricts the Speed of the RS pump to almost 5250. iTie speed of L.S andR.S output shafts and Epicyclic geai output at various luiguie speeds have been given below.(Table 11) JL-r Ex: At 6000 Engine Speed 2N-Nl-f'N2 (1) 2x6000-5250 4^2 'rherelpi^N2 ^750 Nl-Xi & N2-X2 XI -4.5X2~-3.5X-—(2) 5250 - 4,5 X 6750 - 3.5 X llterefore X ~ 7178 fn this condition the vehicle is in over drive.lliere is an option here to avoid over drive m w^ich case switch M2 has to be manually actuated. On return the vehicle speed will follow the same path till 5250 Engine Speed. Below 5250 Engine Speed, S3 will be deactuated and the vehicle will switch over to Direct Drive with the valves V3 and V7 opened. Below^ 2454 S2 will be deactuated; SI will take over to open V4, V2 & V3; and the vehicle will follow the speed as already given in Table 1. Tfiere is an option here to avoid gear drive between 1500 and 2454 in u4iich case Ml has to be manually actuated. The vehicle will now continue in direct di ive tilt the control lever is shifted to park position. For the Reveise ilrive the control lever hiis to be shifted to 'R' position. At 1500 speed the speed sensor uiil operate S7 arid Valves V2, V6 and VI will open. Since VI us open R.S. pump will be operating freely; but L.S. pump will suck the fluid tfirough valve V2 and deliver through orifice T3 (Pati 10 in Figure 5) and the speed of L.S. pump will be limited to almost 546 RPM. llie vehicle will now move m reverse as given below. (Tjible III). It may be noted from the formula that during reverse, the L.S. Pump will always try to run at higher s|>eed and the R.S. pump will try to mn at slower speed. Example: At 2000 Engine Speed XI - 4.5 X2 - 3.5 X 3454-4.5 X 546-3.5 X 'Hierefore X - -285. Iliere is an option for High Torque fon\'ard drive, in this case the control lever has I o be brought to HF position, \^4iei"e in at Engine Speed 3208, the sensor will give a signal to S4 to operate V2, V3 & V5. Since V2 & V3 are open the L.S. pump wilt operate freely, llie R.S. pump will operate tlirough the alternate delivery line iiud the speed will be limited to at)out 5250 RPM. Hie vehicle speed will be as shown m Table IV. Below 3208, S4 will be deactuated and the vehicle will move in neutral .In this position the vehicle can have higher torque. This drive is basically meant for high ranges. Exjunpie: At 4000 liigine speeds, R.S. (hitput shaft speed is 5250. Applying formula (1) 2N -Ni + N2 'llierefore 2 x 4000 = 5250 t N2 llierefore N2F275OJ Applying fonimia (2) XI - 4.5X2 - 3.5X Nl-Xl&m-X2 Therefore 5250 - 4.5 K 2750 - 3.5X Therefore X ^^^ Tlie Ss^stein is dao provided with an option, wherein the vehicle speed will be controiied by the Microprocessor unit to meet the required torque at the exact time during the forvt'vird drive. (Please see item 6 in Figure 8). For this facility of "Drive by Wire"^ the vehicle contiol lever has to be brought to position CC. Please also see the flow control valve wth vai"iat)ie orifice (item 19 in Figure 5) diiven by the Hydraulic Piston controlled by the microprocessor, through the rack and pinion. (Item 20 and 21 in Figure: 5) In position CC, valves VI^ V2 iind V3 will be open and the vehicle will be in neutral. The microprocessor will now come into action, set the How control valve so as to limit the Right side output shaft speed to 3000 RPM, When the Engine Speed is increased tol833 RPM, S8 will be actuated to open valves V2, V3 and V8 so that the tlow^ will be diverted through alteniate route on the extreme ietl (Plesise see figure: 5). Tlie vehicle will now staii moving as given below. During the speed range from 1833 RPM to 3000 RPM the microprocessor ifislalled m the vehicle vtili continuously receive the data on the accelerator pedal positio!!, the suction pressure of the Engine, the Eiigine temperature, the RS output shall speed and the engine speed through sensors. If the Engine speed and the suction pressure matches with the accelerator pedai position^ and the temperature is steady, the indication is that the Engine produces enough torque required for the vehicle. On the other hand, if there is adiop in suction pressure along with the engine speed in relation to tlse acceieraior position, the microprocessor will give a signal and the hydiauiic piston will drive the flow control valve in anticlockwise direction to open more and to inciease the speed limit for the R.S. output shaft till sufficient Torque is made avmiable. At 3000 RPM speed, if sufficient torque is available, the Hydraulic Piston drives the How control valve and set the valve at 3000 RPM, if not already at 3000 RPM. If the conditions contmue to remain steady the microprocessor unit gives a signal to CI to open V3 mid V7. The vehicle will now move in Direct Drive. If over drive' is preferred the microprocessor will give a signal to CI at 5250 engine RPM to open V2, V3 and V8 and set the flow control valve restricting the maximum speed of R S shatt at 5250 RF*M. 'Hie vehicle will nownm in 'overdrive' under the simxe conditions, as given m t^A>h 2 above. At any stage the microprocessor can give tmothdf signsd to CA to open V3 and V7, and opt 'direct drive'. Ihe coniroi lever can be replaced by 5 mechanically interlocked keys, for operational convenience and better aqppearance. At a time only one key will be active wiiile the 5 other keys wiU be niactive. Sirica the system provides continuous infinitely varile gear transmission the vehicle speed is aatomaticaliy jidjusted to meet the required torque resulting in better fuel elficiency, less pollution, less we'M^ and better driving comfort. Tlie high transmission ratio m the initial ra^tge provides higher Torque and better acceleration. The option {'or direct drive in busy roads to avoid higher gear ratio provides better fuel efficiency in compaiisoa with the existing automatic drive system. Since the same gear module, without any additional gear, provides reverse drive, over drive and neutral as well, the transmission efficiency is much higher, when compared with the conventional gear units. Hie provision for automatically moving to neutral on overloads protects the engine and transmission system to a great extent. Since the vehicle automatically moves to higher ratio in low^r speed range, the chances for the tyre skid on applying bnikes, are much less. Since there is an option for "High Torque forward drive" the vehicle can be conveniently used in high ranges. Tlie unit is also provided with an option for microprocessor control in which case the system will provide the vehicle, the exact torque at the exact time, resulting m the best fuel efficiency^ less pollution jind excellent driving comfort. I Claim 1. An Automatic Gear Transmission system comprising of a differential gear unit an epicyclic gear unit and a hydraulic control unit, when installed on a motor vehicle, provides continuous infinitety variable positive transmission right from zero, including reverse, through gears only, instead of the conventional transmission through belts, hydraulics or electricals, inaeases the capasity to a large extent; and provides better accderation, high torque for hill climbing, including "over drive% all with in one set of gear module, instead of each module provided in the conventional design, and thereby increasing the Transmission efficiency; Also provides protection against skidding since the vehide automatically moves to lower gear as soon as the brake is applied. 2. An Infinitely variable automatic gear Transmission System, as claimed in claim 1+ provided with microprocessor controlled flow control valve with variable orifice can adjust the veiacle speed to suit the exact torque requirement, based on engine speed+ suction pressure and engine Temperature, in relation to the accelerator position, and thereby improves the fuel efficiency and reduces emissioa

Documents:

1439-che-2004-abstract.pdf

1439-che-2004-claims filed.pdf

1439-che-2004-claims grand.pdf

1439-che-2004-correspondnece-others.pdf

1439-che-2004-correspondnece-po.pdf

1439-che-2004-description(complete) filed.pdf

1439-che-2004-description(complete) grand.pdf

1439-che-2004-drawings.pdf

1439-che-2004-form 1.pdf

1439-che-2004-form 9.pdf