Two-speed transmission and belt drive system

FIELD: engines and pumps, electrical engineering.

SUBSTANCE: two-speed transmission (100) comprises a planetary transmission incorporating input pulley (10) coupled with the input spider (20) and a sun gear (18) and gear wheel (17). Input spider (20) contains also a large number of planetary gears (15) arranged between the sun gear (18) and gear wheel (17). Sun gear (18) comes into mesh with the electromagnetic brake element (190). Gear wheel (17) comes into mesh with output pulley (30). Idling clutch (22) is arranged between input spider (20) and output shaft (31). Brake element (190) comes into mesh with the engine idling and gets out of mesh at ratios exceeding the idling speed. When brake element (190) comes into mesh, sun gear (18) does not run thus allowing gear wheel (17) and output pulley (30) to revolve at higher speed ccompared to that of the input pulley (10).

EFFECT: expanded performances.

24 cl, 14 dwg

 

The scope of the invention

The invention relates to a two-speed transmission and belt drive system, and more specifically to a belt drive system of motor vehicles, which use a combination of auxiliary pulleys and two-speed transmission with an electromagnetic brake. The output pulley of a two-speed transmission in conjunction with each accessory pulley drives the auxiliary device of the engine with the first speed, in fact, proportional to the speed of idling of the engine, and is proportional to the speed falls below the first speed of the engine, in case the speed of the engine, which is actually greater than the idling speed. The transmission also provides a host of reducing speed, located between the engine and the motor-generator.

Prerequisites for creating inventions

Motors vehicles usually contain some auxiliary device, which is used when the engine and vehicle. Such auxiliary devices may include pump-steering amplifier, compressor for air conditioning, alternator, oil pump, fuel pump and so on. These assistive devices are usually drives the V-ribbed belt is. V-ribbed belt is engaged with a pulley on each secondary device, but also on the crankshaft of the engine. The crankshaft of the engine generates a torque for driving the auxiliary devices.

Because the casting belt in motion carries the crankshaft, the belt will inevitably be affected by changes in the speed of the motor during acceleration and deceleration vehicles. In other words, the operating speed of the auxiliary devices is directly proportional to the motor speed. Change the speed of the engine, in particular those speeds greater than idle speed, lead to inefficient operation of auxiliary devices, since each auxiliary device must be designed so that it is satisfactorily worked throughout the speed range of the engine. This inevitably means that, for the most part of the speed range of the engine efficiency will be less than optimal. It is therefore desirable to disconnect to the crankshaft of the engine of some or all of the auxiliary devices so that they can be set in motion in the lower and narrower optimum speed range. In addition, the operation of auxiliary devices with a relatively higher speed leads to higher the load on the engine, than when they work with a reduced speed.

A typical example of the state of the prior art is U.S. patent No. 4862770 (1989) on the name Smitm, in which is disclosed a two-speed transmission, designed for mounting on the front surface of the auxiliary device of the vehicle, such as an automotive alternator according to the demand to increase the speed of the generator.

Clutch Assembly, disclosed in the document name Smith, contains brake the tape covering the outer cylindrical surface. Brake the tape is brought into action through a mechanical vacuum means which is in engagement with the brake band or disengages from it. In such a system can adversely loss of vacuum, for example, in the case of a damaged vacuum hose or the presence of contamination on the cylindrical surface between the brake band and this cylindrical surface.

Known transmission design so that they provide a proportional decrease in the speed of drive auxiliary devices when the motor speed exceeds the idling speed. This reduces the power required for the auxiliary device. However, at idle assistive devices operate n the basis of the ratio 1:1 without speed reduction compared with the when the motor speed exceeds the idling speed.

In recent years became known device for automatic stop and automatic start of the engine, which are designed to stop the engine after stopping the movement of vehicles, and to re-start the engine, if the conditions for the propulsion of vehicles again become satisfactory. Automatic device for stopping and starting of the engine is positioned so that the fuel supply to the engine is interrupted when the vehicle is stopped, resulting in lower fuel consumption.

A typical example of the state of the prior art is U.S. patent No. 6048288 (2000) on the name Tsujii, etc. in which the disclosed system, operate the motor when the vehicle is stopped, by providing the switch connection located between the drive shaft of the engine and the rotational shaft of the motor to enable/disable the power transmission between the drive shaft of the engine and the rotational shaft of the motor, it also has a device transmission control, which controls the function of the switch connections to enable/disable power transmission. When the auxiliary mechanism when the W ill result in action by an electric motor, while the engine is stopped, the control performed so that the rotation of the rotational shaft of the motor is not transferred to the drive shaft of the engine. The auxiliary mechanism is brought into action by an electric motor, while the engine is not running.

The necessary belt-drive system, which controls the speed of the auxiliary device relative to the speed of the engine through a combination of gear ratio two-speed transmission and gear ratio of the output pulley and the pulley of the auxiliary device. The necessary two-speed transmission, containing the electromagnetic brake is controlled depending on operating conditions of the engine. The necessary two-speed transmission with coaxial input and dual outputs. Need a system with a motor-generator, which has unit speed reduction, located between the engine and the motor-generator. The present invention meets these requirements.

The invention

The main aspect of the invention is to provide a belt drive system, which controls the speed of the auxiliary device relative to the speed of the engine through a combination of gear ratio two-speed transmission and gear ratio of the output pulley and pulley VSP the service device.

Another aspect of the invention is to provide a two-speed transmission, containing the electromagnetic brake is controlled according to the operating conditions of the engine.

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

Another aspect of the invention is to create a system with a motor-generator, which has unit speed reduction, located between the engine and the motor-generator.

Other aspects of the invention will be listed or will be apparent from the following description of the invention and the accompanying drawings.

The invention provides a two-speed transmission and belt drive system for use in the transmission. Two-speed transmission includes a planetary transmission comprising an input pulley connected to the input bearing element, a sun gear and a gear wheel. The input carrier also contains a large number of planetary gears arranged between the sun gear and the toothed wheel. The sun gear is engaged with electromagnetic brake element. A gear wheel is engaged with the output pulley. Between the input planet carrier and output shaft is a freewheel. Engagement with the brake element is at idle speed engine is La, if the speed of the engine above idle speed, he comes out of engagement. When the brake element is engaged, the sun gear will not rotate, resulting in the adjustment of the gears and the output pulley in motion with a greater speed than the speed of the input pulley. The pulley supporting device operates in conjunction with the output pulley transmission, which results in obtaining a speed of the auxiliary device, which is proportional to the speed of the engine at idle. When the motor speed is higher than idle speed, the transmission will be disconnected and the gear ratio of the output pulley to pulley assistive devices will bring in the movement auxiliary device driven by belt, with speed, a lower speed of the engine. The auxiliary device may also be directly connected to the output shaft when the connection with the output pulley. The transmission can be used in conjunction with a system containing a motor-generator, by providing block speed reduction, which is located between the engine and the motor-generator.

Brief description of drawings

On the accompanying drawings, which are introduced in the description and make it part of the presented preferred options domestic the present invention, they, together with the description serve to explain the principles of the invention.

Figure 1 presents a view of a two-speed transmission in cross section.

Figure 2 presents a view of a two-speed transmission in cross section.

Figure 3 presents a perspective view of the planetary carrier.

4 shows a partial perspective view of the planetary gears on the driver.

Figure 5 presents a partial perspective view of the bearings of the planetary gears and bushings were taken.

Figure 6 presents a partial view in perspective of the carrier and the output pulley.

Figure 7 presents a partial view in perspective was taken, and the output pulley and the input pulley.

On Fig presents a partial view in perspective of the brake Shoe carrier, and the output pulley.

Figure 9 presents a partial view in perspective of the bearings and the brake Shoe carrier.

Figure 10. presents a perspective view of the transmission coil.

Figure 11 presents a view in cross section of a two-speed transmission with an AC generator connected to the transmission and connected to the output shaft.

On Fig presents a schematic view of the auxiliary drive device driven by the belt.

On Fig presents a schematic view of the transmission used in the case of the AE application engine-generator according to the invention.

On Fig presents a schematic view of the transmission in the case of an alternative layout of the engine generator according to the invention.

A detailed description of the preferred alternative implementation designs

Figure 1 shows a view in cross section of a two-speed transmission. Two-speed transmission 100 is used to drive auxiliary devices are driven by belt, with the actuator of this type, which are used in internal combustion engines of vehicles. It can also be used in any case where the required two-speed transmission, for example, to actuate the industrial equipment or as a transmission for 2, 3 or 4-wheeled vehicle.

Transfer and associated control system to automatically control the speed of the auxiliary device based on the speed of the engine to optimize the efficiency of fuel consumption by the engine and get the output torque to the drive wheels. The transmission is very compact and can be installed directly on an auxiliary device, such as a pump steering steering, alternator or compressor of the air conditioner. With this arrangement, the auxiliary device is PADCO dinino to the engine block.

Two-speed transmission 100 includes a planetary gear located on the input driver. Input shaft and the output transmission shaft coaxially. To control the rotation of the sun gear and, consequently, the speed of the output shaft using an electromagnetic brake.

Endless belt power transmission for driving injected into engagement between the pulley drive element, such as CR pulley of a cranked shaft of the engine, see Fig, and the input pulley 10 transmission. The belt may be a v-shaped belt or strap with a large number of ribs, each of which are known in the industry. The belt can be replaced by a chain or toothed belt, which are known in the industry.

The input pulley 10 is connected to the input planet carrier, using the means of attachment known in the industry. The input carrier contains part 11 and part 20, which is opposite to the part 11, the planetary gear elements 15 and the input shaft 200. A large number of shaft 21 is connected between the part 11 and part 20. Each planetary gear element 15 is installed through the bearing on the shaft 21. Part 20 of the input led is connected to the input shaft 200.

To the outer pulley 30 connected labyrinth seal 26. Between the shaft 19 and part 11 of the input led is o-ring o-ring seal 25. Each pack is Otani known in the industry and prevents the penetration of dirt into the planetary gear.

Gear wheel 17 and the sun gear 18 are in engagement with the planetary gears 15. The sun gear 18 is located on the shaft 19. Gear wheel 17 is located on the output pulley 30. The concentric drive shaft 19 rotates around the input shaft 200 and the output shaft 31. Planetary gear 15, the sun gear 18 and the gear wheel 17 are spur gears. The use of spur gears eliminates the need for thrust bearings, in which you may need in case of using gears helical type. This can significantly reduce the cost planetary gear set.

The brake 40 includes a housing 52, the electromagnetic coil 41 and movable in the axial direction of the brake Shoe 190 for frictional engagement with the purpose of stopping the rotation. Brake Shoe 190 of the shaft 19 is in frictional engagement with the coil 41, when the coil 41 is electrically excited, thus stopping the rotation of the sun gear 18.

Input shaft 200 is supported by bearings 23, 24 of the housing 52 of the brake. The bearings 23, 24 are ball bearings, are known in the industry, and use them to provide appropriate support for brake 40. Can be used and other bearings, are known in the industry, such as needle or tapered bearings.

Tormos operate by electromagnetic means for engagement with a part 190 and stop its rotation and, therefore, the shaft 19 and the sun gear 18 on the basis of the signal related to motor speed. The brake 40 or is engaged (the shaft 19 is stopped), or out of gear (shaft 19 rotates). The brake 40 is engaged with the idle speed of the engine and comes out of engagement with the motor speed is above the idling speed. The energy for actuating the reel brakes 40 provide by wire 410 from the electrical system of the vehicle, the voltage can be 12V or 42V or any other desired value.

The retainer clips 230, 231 and 240 hold the bearings 23, 24 in the proper place on the input shaft 200. The clips also provide the proper spatial arrangement of the input shaft 200 relative to the housing 52 of the brake.

The shaft 19 mounted on the input shaft 200 on the slide bearing 50. Bearing type slide bearing is sufficient for this purpose, because at idle when the brake 40 is engaged, the radial load is minimal, that is, the input shaft 200 rotates, and the shaft 19 is blocked. At a speed greater than idle speed, the brake 40 is out of engagement and the shaft 19 will rotate together with the input shaft 200 by operation of the coupling 22 free running, that is, between the rotation shaft 19 and 200 there will be differences. The housing 52 which may be attached to the engine block or other mounting surface by using known fastening means, such as bolts, screws or studs that are included in the engaged position by means of the projections 53, 54.

Clutch 22 freewheel is located between the input shaft 200 and the output shaft 31. Clutch 22 free running or coupling, operating on the principle of the wedge bars between the cylindrical outer and inner rings, represents the coupling are known in the industry, such as the coupling GFK 5904, which delivers Warner Electric/Formsprag.

Planetary gear 15, the bearing surface 33 of the belt, the bearing 50 and the clutch 22 free running virtually coplanar in a radial direction relative to the axis of rotation A-A. This arrangement is advantageous from the point of view of bringing to a minimum or exclusion of bending moments that may be applied to the output side of the transmission and which can be caused by layout, more speed with respect to the axis.

The end 32 of the output shaft 31 allows for direct connection of an auxiliary device to the output shaft 31. The end 32 can be used with any form compounds known in the industry, such as keyways, beskonechnogo or spline connection. The auxiliary device is directly connected to the housing 52 by using known fastening means, such as bolts or screws, see 11. The auxiliary device is creation can be an alternating current generator, air conditioning compressor air pump steering steering, fuel pump, oil pump, or any other auxiliary rotary device. Auxiliary device connected directly actuate the same speed as the output pulley 30.

The output pulley 30 is engaged with the endless belt power transmission, which transmits torque to the other auxiliary devices driven by the belt in a belt drive system, see Fig.

During operation of the belt B1 power transmission, which engages with a drive element, such as CR pulley of a cranked shaft transmits torque to the input pulley 10. Next, the output pulley 30 transfer torque by means of the second endless belt B2, which, with the possibility of driving connected to other auxiliary devices driven by the belt.

The transmission operates in one of two modes based on the speed of the engine. The condition of the brakes is a function of motor speed, i.e. the speed of the output pulley will be partially determined by the fact that the condition of the brake is in the engaged position or detach.

When the brake 40 is engaged, will be holding shaft 19 still in the state relative to the housing of the transmission, that is, the shaft 19 will not rotate. Consequently, the sun gear 18 is not rotating. The input carrier drives the planetary gear 15 on the stationary sun gear 18. The rotation of the planetary gears 15, in turn, provides the drive gear 17, which, in turn, provides the drive output pulley 30 and the output shaft 31. Increased ratio of speeds of an input/output pulleys in this mode is in the range from about 1.1 to 3.0, depending on the relative diameters of the sun gears and gears. The preferred gear ratio of the transmission is in the range of approximately from 1.3 to 1.8, although the gear ratio is outside this range, acceptable for use if it meets the requirements of a particular system. Its final drive ratio of the transmission is a gear ratio only set of planetary gears of the transmission and does not depend on gear ratio of the pulleys, which includes the gear ratio between the output pulley and the pulley of the auxiliary device, and the transmission ratio between the pulley CR crankshaft and the input pulley 10.

In the first operating mode, the brake 40 is engaged when the engine is started or running at speeds Ho is ostogo turn. Brake injected into gear or output gear through a signal related to motor speed provided by the 500 block of engine management. Block 500 may be formed in the form of a computer system, provide the known blocks including a CPU, storage device, random access, a persistent storage device, a communication bus for the two directions, the front end schema (schema conversion signals and the like) and memory. Block 500 receives a signal related to motor speed sensor or such a device as a tachometer 600, or other similar device for determining the speed of rotation, known in the industry, for example from the proximity sensor.

When the engine is switched off, the brake 40 is not engaged. When you insert the key to start the engine, the brake 40 is powered before the starter will start the engine. However, to facilitate starting of the engine brake 40 may be powered by a little later after the engine starts. In this case, the freewheel drives the output shaft, while the auxiliary device will be powered with a lesser rate than that required for idling, which allows to minimize the energy required to run the engine in who I am. When the brake out of engagement, assistive devices will be powered at a reduced speed due to the transmission ratio between the output pulley 30 and the pulley supporting device that is described here. The time delay between starting the engine and bring the brake into action is approximately 0.5 to 1.0 seconds. After this time, the brake 40 is introduced into the mesh. More specifically, when the engine is running or when the engine speed falls below the desired level, for example, when she is around 1200-1500 rpm, the speed signal received by the control unit 500 engine generates the control signal. The control signal to ensure that the brake action, which leads to blocking of the rotation of the sun gear 18. As seen, the result is to move the output shaft 30 through the planetary gears with greater speed than the speed of the drive input shaft 10. Of course, the motor speed at which the brake 40 is powered, chosen on the basis of the nature of the engine and its desired performance.

According to this description the idling speed of the engine is approximately 800 rpm transmission Speed, at which the introduction engages or o the d out of engagement of the brake, approximately 1200-1500 rpm, so the speed of the auxiliary device will not fall significantly below the minimum desired speed idling, thus avoiding a situation in which an auxiliary device or assistive devices will be powered too slow, even if only momentarily.

The second operating mode occurs in the case when the engine speed is greater than idle speed, for example when driving with cruise speed, or otherwise in excess of the selected motor speed, for example, component 1200-1500 rpm as soon As the selected speed perceived by block 500, the brake 40 is out of engagement. When the brake gear shaft 19 is unlocked and the sun gear 18 will rotate together with the input bearing element. The clutch 22 free running, whereby the output shaft 31 will be set in motion with gear ratio 1:1 based on the speed of the input shaft 200.

However, the gear ratio of the transmission is only part of the whole system by which the speed is set to actuate an auxiliary device driven by a belt. The speed of rotation of each auxiliary device separately also is partially determined by the diameter of the pulley supporting device and its correlation with the output pulley 30. Therefore, the final speed of the auxiliary device driven by a belt, for a given motor speed is a function of the diameter of the pulley drive element (crankshaft), the diameter of the input pulley 10, the gear ratio of the transmission, the diameter of the output pulley 30 and the diameter of the pulley of the auxiliary device. Each of these variables select and combine to provide the desired final drive gear ratio and, consequently, the speed of the auxiliary device driven by the belt. The final gear ratio will determine the speed of the auxiliary device for a given speed of the crankshaft (engine).

For presents as an example drive system auxiliary devices it is estimated that the transmission according to the invention can provide a fuel economy of up to about 5% compared to the comparable motor without a transmission. The system according to the invention for motor speeds greater than idle speed, reduces the speed of rotation of the auxiliary devices. This allows us to improve operational characteristics of the motor and vehicles, including the reduction of acceleration time and increase capacity, provide for p is wodnych wheels.

In the case of a system taken as an example, used an engine displacement of 2 liters, the system according to the invention has the following operational characteristics.

The engine displacement of 2 liters [comparison: original (prior art) and transmission]
The diameters of the pulleys (mm)Speed assistive devices (rpm)-"idling"Speed assistive devices (rpm)-"beyond idling"
The original driveTwo-speed moduleThe original driveTwo-speed moduleThe original driveTwo-speed module
Askew-spike134,01111,9880080025002500
AU146,01No data73473422951458
PS139,51138,0376776724021536
Alt56,8656,86186618665833 3705
WP107,50106,3899899831181981
InputNo data192,00No data467No data1458
OutputNo data144,50No data734No data1458

The first column shows the diameter in mm for each pulley, used as the source drive, and a drive system that incorporates a two-speed transmission (two-speed module). Used the following terminology: "crank" is the crankshaft, AC - air conditioning, PS - power steering, Alt - alternator, WP - water pump. In this system, taken as an example, the air conditioner (AC) is directly connected to the output shaft 31 of the transmission, however, this does not imply the imposition of any restrictions, because with the output shaft 31 directly can be connected to any of the auxiliary devices. When the speed of the engine for ease of reference, called "idle", a two-speed transmission will be introduced in the engaged position, that is, the brake 40 is introduced into the mesh. In this example, "idle Ho is" arbitrarily set approximately equal to 800 rpm Its final drive ratio of the transmission is approximately 1.57 in. At idle speed auxiliary devices which operate by means of a two-speed transmission, will be a speed commensurate with the speed of the "source drive". The "source drive" is the drive according to the prior art, directly included into engagement with the crankshaft without a two-speed transmission.

When motor speed is greater than idle speed and in this example, the component 2500 rpm, the brake 40 is removed from the mesh. In this work the coupling 22 free motion leads to the fact that the input pulley 10 and the output pulley 30 will make a consistent rotation. The input pulley 10 and the output pulley 30 rotates at about 1458/min But can be noted that the diameter of each pulley assistive devices, each of the auxiliary devices is rotated with respect to the lower speed in comparison with the original system according to the prior art. In this and the following example for idling the diameters of the pulleys is chosen so that an appropriate gear ratio between the output pulley 30 and the pulley of each auxiliary device effectively negates the relative speed increases 1,57 that will ensure the network transmission, when the brake 40.

Final drive gear ratio on the engine capacity of 2.0 liters for the alternator at idle of the engine is approximately 2,33 (1866 rpm/800 rpm). When motor speed "outside idling" final drive gear ratio for the alternator approximately 1,48 (3705 rpm/2500 rpm). This system according to the invention provides the final drive gear ratio for the auxiliary device driven by the belt, which is inversely proportional to the motor speed. Inverse relationship of the drive gear ratio of the pulleys from the motor speed also applies to the auxiliary device directly associated with the transmission and driven her into motion, namely it concerns the crankshaft pulley and the input pulley of the transmission.

When motor speed is greater than idle speed, the system according to the invention has a dominant influence, when the brake 40 out of engagement and the clutch 22 freewheel locked. The input 10 and output pulleys 30 consistently rotate. This Association with the pulleys auxiliary device reduces the speed of rotation of the auxiliary devices is compared with the known system. The decrease in the rate of auxiliary devices in this way significantly increases the overall efficiency of the engine in relation to fuel consumption. This also leads to an increase in torque provided to the drive wheels. Of course, the gear ratio of the pulleys can be chosen in such a way as to adapt them to any of the configurations of the auxiliary drive device of the engine.

In another example, the system with an engine capacity of 5.3 liters.

Engine displacement 5.3 liters [comparison: original (prior art) and transmission]
The diameters of the pulleys (mm)Speed assistive devices (rpm)-"idling"Speed assistive devices (rpm)-"beyond idling"
The original driveTwo-speed moduleThe original driveTwo-speed moduleThe original driveTwo-speed module
Askew-spike193,57193,5765065015001500
AU111,91124,51124,525951648
PS163,6187,1976976917751127
Alt59,3167,82121,62121,648963110
WP150,8172,46834,6834,619261223
InputNo data176,13No data714,4No data1648
OutputNo data128No data1124,5No data1648

In this example, the gear ratio of the transmission is approximately 1.57 in. The idling speed in this example is approximately 650 rpm compared to 800 rpm in the previous example. Final drive gear ratio in this example of the alternator at idle the engine is approximately 3,26 (2121,6 rpm/650 rpm). When motor speed "outside idling" final gear ratio for the alternator approximately 2,07 (3110 turnover is in min/1500 rpm).

In each example as applied to air conditioner A/C, which is directly connected to the output shaft 31, the speed is directly connected auxiliary device when the engine is idling corresponds to the transmission ratio between the crankshaft pulley and the input pulley 10, a modified gear ratio of the transmission. When the motor speed is above the idling speed, the speed is directly connected auxiliary device corresponds to the transmission ratio between the crankshaft pulley and the input pulley 10. When the speed of the engine above idle speed there is no additional impact through the gear ratio of the transmission, since the planetary gear can not be powered and all rotation of the output shaft will be caused by the clutch 22 free running.

The duty cycle of the transmission patentable in the system is approximately 5%, which means that the transmission will be in working condition (i.e. when the brake is engaged) approximately 5% of the time, mainly when the engine is idling. The duty cycle depends on the operating conditions of the engine and preferably is in the range of approximately from 4% to 10%, and he can be very high, reaching from approximately 25% to 30%. On the other hand, the system according to the prior art have reverse duty cycle (-95%), because they bring the transmission into action when the engine is running at speeds higher idle speed. Desirable low duty cycle since it increases the durability of the transmission. Again it should be borne in mind that the term "idle" is used for ease of reference and is not intended to limit the invention to the specific speed of the engine. The idling speed for different types of vehicles and engines may differ, and such differences occur.

System provides the ability to activate a large number of auxiliary devices with two different speeds for any speed range of the engine. First provide the speed of the auxiliary device is a speed such auxiliary device that is directly connected to the output shaft 31. Second speed auxiliary device is a speed auxiliary device driven by a belt, which further define the gear ratio of the transmission and the corresponding gear ratio of the output pulley 30 of the transmission and specific pulley is m driven auxiliary devices.

Assistive devices can be selected and placed in a belt drive system for optimizing the useful results due to the possibility of using two working speeds. For example, the air conditioner or AC generator can be directly connected to the output shaft (32) of the transmission, while the other auxiliary device driven by a belt, such as a pump steering steering or water pump will be powered with a different speed through the second strap from the output pulley 30.

Innovative compact design is obtained by the arrangement of the planetary gear entirely within the width (W) drove 33 belt on the output pulley 30. Brake Shoe 190 to the sun gear 18 is compactly located near the input pulley 10. Therefore, the total thickness of the transfer is actually a function of the width of the pulley 10, the pulley 30 and the width of the brake 40. Depending on the operational requirements electricians, and environments brake 40 may be fully located within the width (W2) of the input pulley 10. Therefore, the total thickness of the transmission has a lower limit, in fact, limited by the width of the input and output pulley in the most possible approximation to it. For example the EP, it can represent the overall thickness of the seam of the transfer, the value of which is reduced to approximately 45 mm, assuming that at least the width of one belt drives the auxiliary device from the front end, the transmission according to the invention provides the ability to significantly improve the efficiency of fuel use, and in this case you only need the additional clearance of approximately 30 mm, and in some cases less than 20 mm based on the total width of the output belt B2.

Figure 2 presents a view in cross section of a two-speed transmission. Part 11 of the input carrier and the portion 20 of the input carrier are connected together with elements 27 with fastening means 201. The elements 27 are located on a circle around the input led, see figure 4. The input pulley 10, part 11 of the input carrier, part 20 of the input carrier and the input shaft 200 are input rotating unit. As described with reference to figure 1, the planetary gear 15 through bearings mounted on shafts 21 of the input carrier. When the brake 40 out of engagement, the clutch 22 free running will be in engagement and thus drives the output shaft 31. When the brake 40 is engaged, the clutch 22 free running will be removed from the mesh, since the output shaft 31 rotates at a speed, bol is Shea speed of the input shaft 200.

Figure 3 presents a perspective view drove the planetary gears. The planetary gears 15 are located on a circle around drove with them finding alternate between the elements 27. Fastening 201 connecting part 11 with the elements 27.

4 shows a partial perspective view of the planetary gears on the driver. Each planetary gear 15 connected to the shaft 21 and the bearing 210, known in the industry, such as a needle bearing or a sliding bearing. The bearing is selected depending on the conditions.

Figure 5 presents a partial perspective view of the bearings of the planetary gears and bearings were taken. The bearing 210 of each planetary gear is located between the planetary gear 15 and the shaft 21. The slide bearing 50 led is located between the input shaft 200 and the output shaft 31.

Figure 6 presents a partial view in perspective of the carrier and the output pulley. The compact design of the transmission provides complete location of the element carrying the planetary gears within the width of the output pulley. Input shaft 200 includes a bore 202 in which is located the output shaft 31.

Figure 7 presents a partial view in perspective was taken, and the output pulley and the input pulley. The fastening elements 12 provide fastening of the input pulley 10 to caste input was taken. The input pulley 10 can also be attached to the input part 11 drove by tack welding seam or other connecting means known in the industry.

On Fig presents a partial view in perspective of the brake Shoe carrier and the output pulley. Brake Shoe 190 contains a surface passing in the radial direction, which is in frictional engagement with the coil 41 when this excitation coil. The engagement of the Shoe 190 with the coil 41 causes the stop of rotation of the sun gear 18. Brake Shoe 190 is actually within the width of the input pulley 10.

Figure 9 presents a partial view in perspective of the bearings and the brake Shoe carrier. The bearings 23, 24 support the input shaft 200 on the housing 52 of the brake.

Figure 10 presents a perspective view of the transmission coil. The brake 40 is located in the axial direction and holds the input shaft 200 on bearings 23, 24. The protrusions 53, 54 is used in conjunction with fasteners for connecting the transmission mounting surface.

Figure 11 presents a view in cross section of a two-speed transmission connected to an AC generator 700. Generator 700 is connected directly with the output shaft 31. Generator 700 is used simply as an example, although the transfer directly also mo is et to be connected to other auxiliary device. A direct connection is accomplished by the use of slots 703 on the shaft 31, but can be used any kind of connection shaft that is acceptable for use, which are known in the industry.

From transmission and alternator are ears 702. Ears 702 is connected by means of fastening 701. Means mounting 701 represents, for example, screws, bolts or studs. The alternating current generator 700 is electrically connected to the electrical system of the vehicle in a way that is known in the industry.

On Fig shows schematically the drive auxiliary devices driven by a belt. The belt B1 is engaged, providing move between CR pulley crankshaft and the input pulley 10. The belt B2 is engaged, providing actuated, the output pulley 30 and the pulleys A2 and A3 accessories. Each of the belts B1 and B2 contains mnogorabotal profile, see figure 2. Auxiliary device A1 is directly connected to the transmission 100. Auxiliary device A1 may be an alternating current generator 700. Tensioner T provides the belt B2. Tension device T can represent any tension device, known in the industry, including the symmetric tension device, device type Zed or linear tensioner.

Asymmetric tensioner includes a pulley pivotally connected to the shoulder. Asymmetric tensioner includes a damping mechanism for damping force, which is greater in the first direction than the second direction.

In an alternative embodiment, the design of each belt B1 or B2 or both of them, are used in the system according to the invention, are provided with a low modulus of elasticity, known in the industry. Belt with a low elastic modulus is a belt that includes a cord running on stretching, which contains the nylon 4.6 or nylon 6.6, or a combination of both of them. The modulus of elasticity of the belt is in the range from about 1500 N/mm up to 3000 N/mm hallmark belt with a low modulus of elasticity is that it can be mounted on a belt drive system with a tension device or auxiliary device with a movable shaft. Belt with a low elastic modulus is set quite simply through the use of installation tool belt, known in the industry. The tool used for rolling or lateral displacement of the belt along the edge of the pulley transmission or pulley assistive devices without the need for the regulation for the location of the center of the shaft of the pulley. Belt with a low elastic modulus is particularly suitable for belt B1, because the equipment of the transmission in such a way that it otherwise would be movable for installation and regulation of belt B1, can be more expensive than the simple construction of the transmission to its direct connection to the mounting surface, for example to the engine block. In addition, the regulation of the location of the transmission shaft relative to the crankshaft also leads to a longer time required for Assembly.

In another embodiment, the design instead of belts can be used in a chain.

Of course, the transmission 100 and one or all of the auxiliary devices can also be provided with adjustable mounting means are known in the industry that allow you to adjust the location of the shaft during installation.

On Fig presents the schematic view of patentable transmission used in case of installation of the engine generator. Automatic transmission (A/T) 2 is located near the engine (E/G) 1. Engine-generator 300 ("M/G") serves as the engine and the electric generator. The crankshaft 3 of the engine, the shaft 31 and the shaft 200 of the motor-generator 300 are parallel to each other. Engine-generator 300 is connected directly with PE is educa 100, as described elsewhere in this description. The transmission 100 is mechanically between the motor-generator 300 and the crankshaft 3, the speed of rotation of the shaft 200 is reduced and transmitted to the crankshaft 3. The CR pulley connected to the crankshaft 3. The pulley 10 is connected to the transmission 100, as indicated in this description. The belt B1 is installed between CR pulley and pulley 10. The pulley 30 is directly connected to the shaft 31 of the motor-generator 300. The pulley 10 is functionally connected to the shaft 200 by means of the planetary gears.

Pump P-node power assistance for the steering and compressor a/C air conditioner are assistive devices included in the system drive from the engine through a belt. Pulleys A2 and A3 are attached to respective ends of the rotating shafts of the pump P and compressor A/S. the Belt B2 is engaged between the pulleys 30, A2 and A3. The pulleys 30, A2, A3 and belt B2 form a power transmission means for transmitting rotation of the motor-generator 300 to the corresponding auxiliary devices.

The inverter 400 is electrically connected to the engine-generator 300 and is designed to change the amount of electric power supplied from the battery 800 to the engine-generator 300, to control the speed of the motor generator 300, when the motor-generator 300 ispolzuut mode of the engine. The inverter 400 also controls the accumulation in the battery 800 electric energy generated by the engine-generator 300.

Engine-generator 300 is connected to the oil pump 194 to the automatic transmission through electromagnetic coupling 191. To the oil pump 194 is connected to the input pipe 192 for oil. To the oil pump 194 is connected outlet pipe 193 to oil. Oil pump 194 is connected to the lubrication system of the engine (not shown). The above construction enables the motor generator 300 to operate the oil pump 194 through the solenoid clutch 191 when the engine is stopped. This is because the starting clutch (not shown)located in the automatic transmission is intended for immediate integration with the aim of smooth driving vehicle in case of restart of the engine.

Revisit Fig, according to her, the controller 500 transmits to the inverter 400 signal to control the operation for switching the operation modes of the engine, providing control signals to the on-off electromagnetic clutch 191 and control signals to the on-off to the electromagnetic coil 41 of the transmission. The controller 500 also receives signals from various sensors located on the environments is TBE movement and on the engine, which indicate the operating status of vehicles and/or operating condition of the engine. They include a signal indicating the speed of the motor generator 300, a signal for switching operation modes of the engine, a signal for switching the operation of the air conditioner, the signal indicating the condition of the engine, such as the speed of the engine 1, the signal state of the vehicle (not shown)indicating the speed of vehicles and the like, the signal state of the wheel brakes, the signal of the throttle position of the engine and the signal state of the automatic transmission, to indicate the range selected by the shift lever. The signal status of the brake indicates the state of engagement of the brake of each wheel or brakes all wheels on the vehicle. The signal throttle position refers to the position of the throttle, which is a pointer to the requirements of the driver to the engine, for example, consisting in the provision of acceleration, deceleration, cruising speed without acceleration or idling. Each signal may be analog or digital.

According to information issued by the above-mentioned signals, the controller 500 performs work on reading of data from the memory 900 and expects the work to establish the first mode of operation of the engine (digitalrebel) or the second mode of operation (engine not running). After that, the controller 500 transmits control signals to the coil 41 of the brake transmission to the inverter 400 and the electromagnetic coupling 191. The controller 500 may be formed in the form of a computer system provided famous sites, including the Central processor, storage device, random access, a persistent storage device, a communication bus, dual-purpose, front-end schema (schema conversion signal and the like) and the memory 900.

Next will be described the operation. Initially actuate the motor-generator 300 to start the engine 1. After starting the engine 1 engine-generator 300 operates as a power generator to accumulate electric energy in the battery 800. When the engine is running, the controller 500 determines the speed of the motor generator 300. In addition, the controller 500 provides execution of the inverter 400 switching operation so that will be the torque and speed required for starting the engine 1. For example, if the engine start signal to turn on the air conditioner requires a higher torque compared to the off state of the air conditioner. Therefore, the controller 500 provides a supply of the inverter 400 control signal, which enables the rotation of the engine-General the RA 300 with higher torque and higher speed.

The switching control signal may be set in such a way that will provide a variety of status signals of the engine 1, an automatic transmission 2 and vehicles supplied to the controller 500 and mapped with the map stored in memory. Alternatively, the switching control signal can be set by calculations performed by the processor unit (CPU)located in the controller 500.

When signaled to stop the engine, the controller 500 stops the engine 1 by sending a signal to interrupt the supply of fuel to the engine 1, such as an electrical fuel pump (not shown). The operation stop of the engine can be performed when, for example, the speed of the vehicle is equal to zero, the brakes are partially or fully turned on and the selector lever is in position D or N. Thus, between the pulley 10 and the engine 1 will not result in the transfer of energy. In this state, the electromagnetic clutch 191 may be placed in a state connected to actuate the motor-generator 300 oil pump 194, when the engine 1 is turned off. This is because the starting clutch (not shown)located in the automatic transmission 2, is intended for immediate on the treatment with the aim of smooth driving vehicle when you start the engine.

In the case when you want the actuation of the air conditioner and power steering, even if the engine 1 is stopped, the controller 500 supplies to the inverter 400 switching control signal to rotate the motor generator 300 with speed and torque corresponding to the load of the pump P for site amplification steering wheel, compressor a/C for air conditioner and the oil pump 190 to the automatic transmission 2. In this case, the brake 41 is turned off or removed from the mesh.

If the engine 1 is re-run from a state in which the vehicle is stopped, the motor-generator 300 motor starts the engine 1, when the coil 41 of the brake is on, thereby stopping the rotation of the sun gear 18. The coil 41 of the brake excite, causing rotation of the pulley 10 with set speed and set torque. Thus, the rotational force of the motor generator 300 is transmitted at reduced speed from the gear 17 to the supporting element 11 and hence to the pulley 10 and the pulley CR crankshaft.

If the engine-generator 300 is used as an electric generator, and/or assistive devices to operate when the engine 1 operates in the first operational mode, the coil 41 of the brake off, and the clutch 22 freedoms of the CSOs stroke will be in the engaged position. Thus, the motor-generator 300 and the pulley 10 with the provision of the rotation will be connected to each other so that rotation of the pulley 10 is transmitted through the clutch 22 to the motor-generator 300 through the shaft 31.

If the pump P and the compressor of the a/C going through the engine-generator 300 in the engine when stopped the engine 1, the coil 41 of the brake is turned off. In this second operating mode, the engine 1 is stopped and the gear 15 and the sun gear 18 do free rotation. Led 11 and the pulley 10 do not rotate because they are in engagement with the belt B1, which is in engagement with a pulley CR stopped crankshaft. Since the brake 41 is off, the sun gear 18 rotates in the opposite direction to the gear wheel 17 and the pulley 30. In fact, this configuration acts as if the transmission 100 is in the "neutral" gear engaged, thereby preventing the transmission of torque from the pulley 30 to the pulley 10.

Transfer 100 partially acts as a clutch to control the torque transmission to the engine, or to receive torque from the engine depending on the selected mode.

On Fig presents a schematic view of the transmission according to the invention with an alternative komponovki the engine-generator. In General, the components and their relationship in this alternative embodiment, the structures are the same as described with reference to Fig, but as described here there are differences.

In this alternative embodiment, the motor-generator 300 is not attached directly to the transmission 100. The transmission 100 is not connected directly to the auxiliary device. Engine-generator 300 is connected to the transmission 100 by means of a belt B2. Torque will be transmitted to the transmission 100, and from it through the belts B1 and B2 between the engine 1, engine-generator 300 and auxiliary devices. The transmission 100 is directly attached to the engine 1 through the use of such fastening means, as bolts or screws.

In this embodiment, the structure shows that the motor-generator can be connected either directly or through a belt to any end of the output shaft 31 of the transmission. This allows you to provide alternative layout driven by a belt, in which case the transmission according to the invention can be successfully used.

In operation, when the engine 1 runs again from the state when the vehicle was stopped, for example by prohibiting the movement of the light signal, the engine-generator 300 in the engine it runs in the producing engine 1 through a belt B2, transmission 100 and the belt B1, when the coil 41 of the brake is enabled, through which there is the introduction of the brakes engage and stop rotation of the sun gear 18. The excitation coil 41 of the brake results in rotation of the pulley 10 with the desired speed and torque. Thus, the rotational force of the motor generator 300 will be transmitted at a reduced speed through the belt B2 to the pulley 30, to a toothed wheel 17, to the supporting element 11 and hence to the pulley 10 and the pulley CR crankshaft through a belt B1. The configuration of the belt B2 such auxiliary devices as the pump P and air conditioning a/C air will be brought into rotation when the motor-generator 300 for engine start also operates in the motor mode.

If the engine-generator 300 is used as an electric generator and/or assistive devices to operate when the engine 1 operates in the first operational mode, the coil 41 of the brake off and the clutch 22 free running will be in the engaged position. Therefore, the pulley 30 and the pulley 10 will be directly connected to each other so that rotation of the pulley 10 is transmitted to the pulley 30 and, therefore, such auxiliary devices as a pump P, air conditioner a/C and the motor-generator 300 through the belt B2.

When the pump P and to mpressor a/C going through the engine-generator 300 when the engine-generator 300 in the engine and stopped the engine 1, the coil 41 of the brake is turned off. In this second operating mode, the engine 1 is stopped, and the gear 15 and the sun gear 18 will perform free rotation. Led 11 and the pulley 10 do not rotate because they are in engagement with the belt B1, which is in stopped engagement with the pulley CR crankshaft. Since the coil 41 of the brake is off, the sun gear 18 rotates in the opposite direction to the gear wheel 17 and the pulley 30, thereby enabling actuation of the motor-generator 300 such auxiliary devices as the pump P and the compressor And a belt B2 without starting the engine 1.

In another alternative embodiment, the design supporting device 1000 may be directly connected to the transmission 100 as described with reference to 11. Auxiliary device 1000 may be a fuel pump, oil pump, or any other accessory that may be required for the engine or vehicle. In this embodiment, the design supporting device 1000 is directly connected to the transmission 100 and the shaft 31. Due to the unique layout of coaxial shafts 31, 200 transmission 100 auxiliary device 1000 may the be fully powered by the engine-generator 300 in conjunction with other auxiliary devices, even if the engine 1 is not running and the engine-generator 300 operates in the motor mode. Of course, the auxiliary device 1000 also result in action by the engine 1 together with such auxiliary devices as the pump P and the compressor of the a/C when the engine 1 is running and the motor-generator 300 operates as a generator.

Although there are described certain forms of the invention, by qualified professionals in this industry will be obvious that can be executed design options and related details, but without deviating from the essence and scope of the invention described here.

1. Two-speed transmission that contains:

the planetary transmission that contains an input element connected to the input cage, and the input led is connected to the input shaft;

the sun gear and the gear wheel,

the input carrier contains a large number of planetary elements, each of which is in toothed engagement with a sun gear and a toothed wheel;

the sun gear is connected with the brake element;

a gear wheel connected with the output element;

the freewheel is functionally located between the input shaft and the output element.

2. Two-speed transmission according to claim 1, to the second input element contains the pulley.

3. Two-speed transmission according to claim 1, in which the output element contains the pulley.

4. Two-speed transmission according to claim 3, in which the planetary gear is actually located within the width of the output element.

5. Two-speed transmission according to claim 2, in which the brake element is actually located within the width of the input element.

6. Two-speed transmission according to claim 3, in which the output element further comprises a means for direct connection with the auxiliary device.

7. Two-speed transmission according to claim 1, in which the input element and output element coaxial.

8. Two-speed transmission according to claim 1, in which the brake is electromagnetic.

9. Two-speed transmission according to claim 1, additionally containing:

a bearing located between the brake and the input shaft;

a bearing located between the sun gear and input shaft.

10. Belt drive system auxiliary device, containing:

drive pulley;

the planetary transmission having an input pulley and an output pulley;

the input pulley is connected to the input planet carrier;

an auxiliary device having a pulley;

the first belt, to provide driving input to the engagement between the pulley drive element and the input pulley;

the output pulley and the pulley of the auxiliary devices have a gear ratio;

the planetary gear has a gear ratio, while the gear ratio of the transmission is determined by the speed of the engine;

the gear ratio of the pulleys in combination with a gear ratio of the transmission determines the speed of the auxiliary device.

11. The system of claim 10, in which the gear ratio of the transmission is greater than 1 and is in the range of approximately from 1.3 to 1.7.

12. The system of claim 10, in which the output pulley and the input pulley coaxially.

13. The system of claim 10, further containing an auxiliary device, directly connected to the output shaft of the transmission.

14. The system of claim 10, in which the planetary gear comprises an electromagnetic brake for controlling the rotation of the sun gear.

15. System 14, in which the planetary gear includes a bearing located between the electromagnetic brake and the input shaft, the input shaft is connected to the input cage.

16. The system of clause 15, in which the planetary gear includes a bearing located between the input shaft and output shaft.

p> 17. System 14, in which the planetary gear includes a freewheel, located between the input shaft and output shaft, while the freewheel will engage when the electromagnetic brake will be brought out of engagement.

18. System 14, in which the electromagnetic brake is brought into action by a signal relating to the speed of the engine.

19. System according to clause 16, in which the planetary gears are located entirely within the width of the pulley.

20. The system of claim 10, in which the first belt has a modulus of elasticity in the range from approximately 1500 to approximately 3000 N/mm

21. The system of claim 10, in which the second belt has a modulus of elasticity in the range from approximately 1500 to approximately 3000 N/mm

22. The system of claim 10 additionally containing tensioner, with the tensioning device has an asymmetric damper.

23. The method of driving the auxiliary devices of the engine, driven by a belt containing:

actuation of the transmission through the drive element;

actuation of the auxiliary device through the transmission;

establishing a gear ratio of the pulleys between the auxiliary device and transfer;

the choice of gear ratio transmission according to the SC who grow drive element;

the work supporting device, the combination ratio of the pulleys and the gear ratio of the transmission to the first speed of the drive element;

the auxiliary device only with a transmission pulley ratio to the second speed driving element, the second is the speed of the driving element is larger than the first speed of the drive element.

24. The method according to item 23, further containing a compound of the second auxiliary device directly with the transfer.



 

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