U.S. patent application number 12/176678 was filed with the patent office on 2008-11-13 for dual hydraulic machine transmission.
This patent application is currently assigned to TORVEC, INC.. Invention is credited to Keith E. Gleasman, Matthew R. Wrona.
Application Number | 20080276609 12/176678 |
Document ID | / |
Family ID | 39995510 |
Filed Date | 2008-11-13 |
United States Patent
Application |
20080276609 |
Kind Code |
A1 |
Gleasman; Keith E. ; et
al. |
November 13, 2008 |
DUAL HYDRAULIC MACHINE TRANSMISSION
Abstract
The modular transmission uses only a pair of small and light
hydraulic machines of remarkably improved volumetric efficiency
with pistons having body portions substantially as long as the
axial length of the respective cylinders in which they reciprocate.
The two hydraulic machines operate in a closed loop, one being used
as a pump driven by the vehicle's engine, and the other used as a
motor. Each machine has a fully articulatable swash plate. By
computer control, the angles of the swash plates of the two
machines are infinitely varied to provide an appropriate optimum
ratio of engine/wheel speed for all conditions from start-up, city
driving, hill climbing varied according to load and steepness, and
over-drive for highway. This complete vehicle operation is attained
while the vehicle's engine continues to operate at relatively
constant speeds and relatively low RPM.
Inventors: |
Gleasman; Keith E.;
(Fairport, NY) ; Wrona; Matthew R.; (Fairport,
NY) |
Correspondence
Address: |
MORTON A. POLSTER;BROWN & MICHAELS, P.C.
400 M & T BANK BUILDING, 118 N. TIOGA STREET
ITHACA
NY
14850
US
|
Assignee: |
TORVEC, INC.
Rochester
NY
|
Family ID: |
39995510 |
Appl. No.: |
12/176678 |
Filed: |
July 21, 2008 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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11153111 |
Jun 15, 2005 |
7416045 |
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12176678 |
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10789739 |
Feb 27, 2004 |
6983680 |
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11153111 |
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10647557 |
Aug 25, 2003 |
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10789739 |
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10229407 |
Aug 28, 2002 |
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10647557 |
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Current U.S.
Class: |
60/435 |
Current CPC
Class: |
B60W 30/1882 20130101;
F16H 47/04 20130101; B60W 10/06 20130101; F16H 39/14 20130101; F04B
27/109 20130101; F16H 61/431 20130101; F16H 2059/6869 20130101;
F16H 61/421 20130101; B60K 17/105 20130101; F16H 2059/6876
20130101; F04B 1/126 20130101 |
Class at
Publication: |
60/435 |
International
Class: |
F16D 31/02 20060101
F16D031/02 |
Claims
1-10. (canceled)
11. A method of replacing an automatic transmission in a
transmission well of an automobile having an engine, an engine
drive shaft driven by the engine, and a wheel drive shaft for
driving a plurality of wheels to move the automobile, the method
comprising the steps of: a) disconnecting the automatic
transmission from the engine drive shaft and the wheel drive shaft;
b) removing the automatic transmission from the transmission well;
c) placing a hydraulic transmission comprising a pump and a motor
completely within the transmission well; d) attaching the engine
drive shaft to the pump and the wheel drive shaft to the motor; and
e) providing a computer control to control operation of the
hydraulic transmission; wherein the hydraulic transmission replaces
the automatic transmission and converts torque and power from the
engine to provide enough torque and power to the wheel drive shaft
to move the automobile from a stationary state to a highway
speed.
12. The method of claim 11, wherein the engine is a
homogeneous-charge-compression-ignition type engine.
13. A method of controlling power to a wheel drive shaft of an
automobile having an engine, a drive mode selector, an accelerator
pedal, a brake pedal, and a transmission comprising a pump swash
plate having an adjustable swash plate angle and a motor swash
plate having an adjustable swash plate angle, the method comprising
the steps of: a) measuring a drive mode selector position, an
accelerator pedal position, and a brake pedal position; b)
measuring an engine speed and an automobile speed; and c)
controlling the pump swash plate angle and the motor swash plate
angle based on the drive mode selector position, the accelerator
pedal position, the brake pedal position, the engine speed, and the
automobile speed while maintaining a constant engine speed within
predetermined values of the pump swash plate angle and the motor
swash plate angle.
14. The method of claim 13, wherein the engine is a
homogeneous-charge-compression-ignition type engine.
15. The method of claim 13 further comprising the steps of: d)
increasing the engine speed only when the pump swash plate angle
and the motor swash plate angle reach predetermined values and more
power to the wheel drive shaft is required; and e) decreasing the
engine speed only when the engine speed is above idle and less
power to the wheel drive shaft is required.
16. A method of controlling power to a wheel drive shaft of an
automobile having an engine having an auxiliary drive shaft
extending from the front of and driven by the engine and a main
drive shaft extending from the rear of and driven by the engine,
the method comprising the steps of: a) driving a hydraulic module,
comprising a hydraulic pump in a closed loop with a hydraulic
motor, using the auxiliary drive shaft to produce a hydraulic
output from the hydraulic motor; b) mechanically coupling the
hydraulic output to the wheel drive shaft to provide power to the
wheel drive shaft; and c) infinitely varying the power to the wheel
drive shaft by adjusting a pump swash plate angle and a motor swash
plate angle.
17. The method of claim 16 further comprising the step of
mechanically coupling the main drive shaft to the wheel drive
shaft, wherein the hydraulic output and the output from the main
drive shaft are mechanically combined to produce a transmission
output for providing power to the wheel drive shaft.
Description
REFERENCE TO RELATED APPLICATIONS
[0001] This is a continuation-in-part patent application of
co-pending application Ser. No. 10/789,739, filed Feb. 27, 2004,
entitled "LONG-PISTON HYDRAULIC MACHINES", which is a
continuation-in-part of application Ser. No. 10/647,557, filed Aug.
25, 2003, entitled "LONG-PISTON HYDRAULIC MACHINES", now abandoned,
which was a continuation-in-part of parent patent application Ser.
No. 10/229,407, filed Aug. 28, 2002, entitled "LONG-PISTON
HYDRAULIC MACHINES", now abandoned. The aforementioned applications
are hereby incorporated herein by reference.
[0002] The subject matter of this application is also related to
the subject matter in co-pending application entitled "ORBITAL
TRANSMISSION WITH GEARED OVERDRIVE", filed on the same day as the
present application. This application is herein incorporated by
reference.
FIELD OF THE INVENTION
[0003] This invention relates to hydraulic transmissions used for
vehicle locomotion and to liquid hydraulic pump/motor machines
appropriate for relatively "heavy duty" automotive use. More
particularly, the invention pertains to an all-hydraulic
transmission for an automobile.
BACKGROUND OF THE INVENTION
[0004] All-hydraulic transmissions are known in the prior art. In
U.S. Pat. No. 3,199,286 "HYDROSTATIC DRIVE" to Anderson, issued
Aug. 10, 1965, a modular hydraulic drive uses a single pump driving
separate motors for each of four wheels to provide step-less
acceleration. The hydraulic drive includes control valves at each
wheel and recharging of low fluids. In U.S. Pat. No. 3,641,765
"HYDROSTATIC VEHICLE TRANSMISSION" to Hancock et al., issued Feb.
15, 1975, the four-wheel hydrostatic drive has special sets of
one-way valves and restrictive connections to permit
differentiation and provide traction control between the front and
rear axles.
[0005] There is a need in the art for a transmission that permits a
return to the proven but considerably lower speed engines with
reduced torque loss in order to increase gasoline engine vehicle
efficiency and reduce the weight and cost of manufacture of cars.
There is also a need in the art for a transmission that allows a
car to change speeds, while the engine operates at a more constant
speed. Although the transmissions in current use in most
automobiles require the engine to cycle between low speeds and very
high speeds during acceleration, an engine is much more
fuel-efficient when running at a constant speed.
[0006] All-hydraulic transmissions have been used effectively in
slow-moving heavy machinery such as tractors and lightweight
vehicles such as golf carts and all-terrain vehicles (ATV's).
Although all-hydraulic transmissions have been contemplated for
automobiles, the inefficiency of hydraulic transmissions in the
prior art has made them impractical for use in automobiles. Scaling
a hydraulic transmission of the prior art for use in an automobile
would produce an unacceptably large, heavy, and noisy transmission,
and such transmissions would be larger, heavier, and noisier than
the transmissions currently used in automobiles.
[0007] Although an internal combustion engine is the industry
standard for automobiles in the United States, several major
automobile manufacturers are researching a
homogeneous-charge-compression-ignition (HCCI) engine. In a
conventional gasoline engine, the air-fuel mixture is ignited by a
spark plug to create power. In an HCCI engine, similar to in a
diesel engine, a piston compresses the air-fuel mixture to increase
its temperature until it ignites. It is estimated that an HCCI
engine is capable of a 30% increase in fuel economy over a standard
gasoline internal combustion engine. However, a major hurdle for
implementation of HCCI technology in automobiles is a difficulty in
controlling the combustion both at low and at high engine
speeds.
[0008] There is a need in the art for a transmission, which
provides the necessary power to run an automobile while allowing
its engine speed to remain in a relatively narrow low-to-moderate
range where the combustion in HCCI engines is more easily
controlled. Such a transmission allows implementation of more fuel
efficient HCCI engines on gasoline-powered vehicles.
[0009] Hydraulic pumps and motors are also well known and widely
used, having reciprocating pistons mounted in respective cylinders
formed in a cylinder block and positioned circumferentially at a
first radial distance about the rotational axis of a drive element.
Many of these pump/motor machines have variable displacement
capabilities, and they are generally of two basic designs. In the
first basic design, the pistons reciprocate in a rotating cylinder
block against a variably inclined, but otherwise fixed, swash
plate. In the second basic design, the pistons reciprocate in a
fixed cylinder block against a variably inclined and rotating swash
plate that is often split to include a non-rotating, nutating-only
"wobbler" that slides upon the surface of a rotating and nutating
rotor. While the invention herein is applicable to both of these
designs, it is particularly appropriate for, and is described
herein as, an improvement in the latter type of machine in which
the pistons reciprocate in a fixed cylinder block.
[0010] The pumps and motors utilized in the invention and described
herein are liquid-type hydraulic machines and it should be
understood that the terms fluid and pressurized fluid as used
herein throughout, are intended to identify incompressible liquids
rather than compressible gases. Because of the incompressibility of
liquids, the pressure and load duty cycles of these two different
types of hydraulic machines are so radically different that designs
for the gas compression type machines are inappropriate for use in
the liquid-type machines, and visa versa. Therefore, the following
remarks should all be understood to be directed and applicable to
liquid-type hydraulic machines and, primarily, to such heavy-duty
automotive applications as those identified above.
[0011] Hydraulic machines with fixed cylinder blocks can be built
much lighter and smaller than the machines that must support and
protect heavy rotating cylinder blocks. However, these lighter
machines require rotating and nutating swash plate assemblies that
are difficult to mount and support. For high-pressure/high-speed
service, the swash plate assembly must be supported in a manner
that allows for the relative motion between the heads of the
non-rotating pistons and a mating surface of the rotating and
nutating swash plate. Such prior art swash plates have often been
split into a rotating/nutating rotor portion and a nutating-only
wobbler portion, the latter including pockets that mate with the
heads of the non-rotating pistons through connecting
"dog-bones".
[0012] That is, such fixed-cylinder-block machines have heretofore
used a "dog-bone" extension rod (i.e., a rod with two spherical
ends) to interconnect one end of each piston with the surface of
the nutating-but-not-rotating wobbler. One spherical end of the
dog-bone is pivotally mounted into the head end of the piston,
while the other spherical end is usually held at all times in a
pocket of the swash plate wobbler during all relative motions
between the heads of the non-rotating pistons and the pockets of
the nutating swash plate. As is well known in the art, these
relative motions follow varying non-circular paths that occur at
all inclinations of the swash plate away from 0.degree.. These
dog-bones greatly increase the complexity and cost of building the
rotating swash plates of these lighter machines.
[0013] Dog-bone rods are also sometimes used to interconnect one
end of each piston with the inclined (but not rotating) swash
plates of hydraulic machines with rotating cylinder blocks.
However, more often this latter type of machine omits such
dog-bones, using instead elongated pistons, each having a spherical
head at one end (again, usually covered by a pivotally-mounted
conventional shoe element) that effectively contacts the
non-rotating flat surface of the swash plate. Such elongated
pistons are designed so that a significant portion of the axial
cylindrical body of each piston remains supported by the walls of
its respective cylinder at all times during even the maximum stroke
of the piston. This additional support for such elongated pistons
is designed to assure minimal lateral displacement of each
spherical piston head as it slides over the
inclined-but-not-rotating swash plate when the pistons rotate with
their cylinder block.
[0014] Generally, these elongated pistons are primarily lubricated
by "blow-by", i.e., that portion of the high pressure fluid that is
forced between the walls of each cylinder and the outer
circumference of each piston body as the reciprocating piston
drives or is driven by high pressure fluid. Such blow-by provides
good lubrication only if tolerances permit the flow of sufficient
fluid between the walls of the cylinder and the long cylindrical
body of the piston, and blow-by sufficient to assure good
lubrication often negatively affects the volumetric efficiency of
the pump or motor machine. For instance, a 10 cubic inch machine
can use as much as 4 gallons of fluid per minute for blow-by. While
smaller tolerances can often be used to reduce blow-by, the
reduction of such tolerances is limited by the needs for adequate
lubrication that increase with the size of the pressure and duty
loads of the machine. Of course, such blow-by is accomplished by
using fluid that would otherwise be used to drive or be driven by
the pistons to accomplish work. Therefore, in the example just
given above, the 4 gallons of fluid per minute used for blow-by
lubrication, reduces the volumetric efficiency of the machine.
[0015] The invention disclosed below is directed to improving the
volumetric efficiency of such elongated-piston machines while, at
the same time, assuring appropriate lubrication of the pistons and
simplification of the apparatus used to maintain contact between
the pistons and the swash plate.
SUMMARY OF THE INVENTION
[0016] The modular transmission uses only a pair of small and light
hydraulic machines of remarkably improved volumetric efficiency
with pistons having body portions substantially as long as the
axial length of the respective cylinders in which they reciprocate.
The two hydraulic machines operate in a closed loop, one being used
as a pump driven by the vehicle's engine, and the other used as a
motor. Each machine has a fully articulatable swash plate. By
computer control, the angles of the swash plates of the two
machines are infinitely varied to provide an appropriate optimum
ratio of engine/wheel speed for all conditions from start-up, city
driving, hill climbing varied according to load and steepness, and
over-drive for highway. This complete vehicle operation is attained
while the vehicle's engine continues to operate at relatively
constant speeds and relatively low RPM.
[0017] The modular transmissions are described using various
embodiments of hydraulic machines, all of which share a novel
combination of simple structural features including elongated
pistons reciprocating in a fixed cylinder block, cylinders provided
with unique lubrication recesses, and shoes directly attached to
each piston (without dog-bones) that make sliding contact with a
rotating and nutating swash plate or, preferably, with the
nutating-only wobbler portion of a split swash plate. Testing has
verified that these simple structural features have synergistically
resulted in a remarkably increased volumetric efficiency and such
increased mechanical efficiency that even the drive shafts of
machines as large as 12-cubic inch capacity can be easily turned by
hand when the machine is fully assembled. Each disclosed machine
can operate as either a pump or a motor.
[0018] These fixed-cylinder-block hydraulic machines can be built
smaller and lighter than conventional rotating block hydraulic
machines having similar specifications. With the improved
lubrication of their elongated pistons, it is possible to use these
smaller and lighter hydraulic machines to meet the
high-speed/high-pressure specifications required for automotive use
as an infinitely-variable automatic transmission.
[0019] Each machine has a fully articulatable swash plate, and by
means of a computer program, variations in the angles of the swash
plates of the two machines are infinitely varied to provide an
appropriate optimum ratio of engine/wheel speed to provide the
equivalent of infinitely variable gear ratios for all conditions
from start-up, city driving, hill climbing varied according to load
and steepness, and over-drive for highway.
BRIEF DESCRIPTION OF THE DRAWINGS
[0020] FIG. 1 shows a partially schematic and cross-sectional view
of a hydraulic machine with a variable swash plate angle.
[0021] FIG. 2 shows a partially schematic and cross-sectional view
of the hydraulic machine of FIG. 1 taken along the plane 2-2 with
parts being omitted for clarity.
[0022] FIG. 3A shows a partially schematic view of a hold-down
plate, when the swash plate is inclined at +25.degree., as seen
from the plane 3A-3A of FIG. 1.
[0023] FIG. 3B shows a partially cross-sectional view of the swash
plate and piston hold-down assembly, the view being taken in the
plane 3B-3B of FIG. 3A.
[0024] FIG. 4 shows a cross-sectional view of a single cylinder
with a long spring.
[0025] FIG. 5 shows a partially schematic and cross-sectional view
of a hydraulic machine with a split swash plate.
[0026] FIG. 6 shows a view of a "closed loop" arrangement of two
hydraulic machines as known in the prior art.
[0027] FIG. 7A shows a schematic view of a pump and motor combined
in an end-to-end embodiment of a hydraulic module of the inventive
transmission.
[0028] FIG. 7B shows a schematic view of the same pump and motor
combined in a side-by-side embodiment to form another hydraulic
module of the inventive transmission.
[0029] FIG. 8A shows a schematic and relatively to scale
representation of the hydraulic module of FIG. 7A, showing it being
used as a transmission in a front-wheel-drive vehicle.
[0030] FIG. 8B shows a schematic and relatively to scale
representation of the hydraulic module of FIG. 7A, showing it being
used as a transmission in a rear-wheel-drive vehicle.
[0031] FIG. 9A is a schematic and relatively to scale top view of
the hydraulic module of FIG. 7B, showing it being used as a
transmission in a more conventional rear-wheel-drive vehicle.
[0032] FIG. 9B is a schematic and relatively to scale end view of
the hydraulic module of FIG. 9A.
[0033] FIG. 10 is a block diagram of the preferred inputs and
outputs of the computer controller in an embodiment of the present
invention.
DETAILED DESCRIPTION OF THE INVENTION
[0034] Initially, the following key features of the invention are
described:
[0035] To meet the world's needs for oil conservation while, at the
same time, not requiring changes that will cause a significant
disturbance in the world's present allocation of fuels, the
invention provides an all-hydraulic, gearless, infinitely variable
transmission that uses known and tested hydraulic and electronic
components.
[0036] Since the hydraulics of a transmission of the present
invention provide working torque at very low engine RPM's, a
gasoline engine vehicle incorporating the present invention in
place of the vehicle's original torque converter transmission
operates at much lower engine speeds. This feature is due to the
remarkable efficiencies that are achieved by using hydraulic
machines having stationary cylinder blocks and rotating swash
plates that vary through a wide continuum of angles, preferably
from -25.degree. to +25.degree..
[0037] A transmission of the present invention is directly coupled
without reduction of speed to the engine of a gasoline-powered
vehicle. A transmission of the present invention completely
replaces the existing transmission of the vehicle, fitting into the
same space but having substantially less volume and less weight
than the original transmission. No clutches or torque converters
are required between the vehicle engine and the present invention,
which includes two hydraulic machines operated respectively as a
pump and a motor connected in a "closed loop" hydraulic flow. The
pump, driven directly by the vehicle's engine, produces a swash
plate-controlled flow of hydraulic fluid that is sent directly into
the accompanying motor. The motor is directly coupled to the drive
shaft for the vehicle's wheels and, by selective positioning of its
respective swash plate, produces the torque called for by the
driver in reaction to the drive wheel resistance torque.
[0038] That is, the inventive transmission fundamentally changes
the way the automobile responds to driver inputs. In an automobile
with either a manual or automatic geared transmission, when the
driver calls for acceleration by pressing on the gas pedal, power
is increased to the wheel drive shaft by increasing the speed of
the engine. Upon continued acceleration, when the engine reaches a
certain high speed, the transmission shifts to a higher gear,
either automatically or through the clutch by driver input, and the
engine speed drops. With the inventive gearless transmission, when
the driver calls for acceleration by pressing on the gas pedal,
power is increased by changing the swash plate ratio in the
transmission, and the engine speed remains relatively constant.
Upon continued acceleration, only when the swash plate ratio
reaches a certain value, is the engine speed increased to a new,
slightly higher level, to provide the required additional
power.
[0039] The transmission's electronic controls are remarkably
simple. Engine speed and output drive shaft speed are monitored
along with fuel consumption and driver's throttle and brake
indications, and the only variables that are controlled are the
angle of the swash plates in the hydraulic pump/motors and, less
often, engine RPM.
[0040] With a prototype of the present invention, the hydraulic
transmission provided enough power to the wheel drive shaft of a
sport utility vehicle (weighing 5575 pounds) to accelerate the
automobile rapidly on a dynamometer-simulated flat roadway to 30
MPH while maintaining an engine speed of 860 RPM. This preliminary
test operated the vehicle through infinitely variable transmission
ratio limits of 25:1 to over 0.67:1. As the automobile accelerates
to higher speeds, it is possible to make gradual step increases in
the engine speed in order to maximize the time that the engine is
maintained at constant speeds and improve fuel efficiency. The
prototype hydraulic transmission was capable of providing enough
power to accelerate the automobile to highway speeds while never
increasing engine speed beyond 2200 RPM. Also, the inventive
transmission was able to start up and maintain a stable vehicle
speed at 2 RPM (i.e., a speed of only 16 feet per minute), and it
achieved acceleration rates peaking greater than 10 MPH/second with
a 50% reduction in fuel consumption during such acceleration as
measured by positive displacement flow meters. Further,
satisfactory deceleration was achieved at 20 MPH/second to bring
the vehicle to a complete stop without using the vehicle's
brakes.
[0041] A transmission of the present invention is capable of
varying the speed of the drive shaft with minimal changes to engine
speed. Thus, the present invention allows engine speed to remain in
a relatively narrow low-to-moderate range where the combustion in
recently proposed HCCI engines is predicted to be more easily
controlled. A transmission of the present invention is highly
compatible with implementation of more fuel efficient HCCI engines
on gasoline-powered vehicles.
[0042] Further, the present invention opens the possibility of the
auto industry being able to return to proven lower speed/higher
torque engines, allowing even greater efficiency improvements to be
achieved with lighter, lower cost engines.
[0043] While the operation of hydraulic machines of the type that
may used to create the hydraulic portion of the inventive
transmission are well known, a preferred pair of such hydraulic
machines will next be described in some detail. As indicated above,
it can be assumed that each disclosed machine is connected in a
well known "closed loop" hydraulic system with an appropriately
mated pump or motor. Both hydraulic machines in the transmission of
the present invention are preferably identical in structure, one
being used as a pump and the other as a motor.
[0044] In a preferred embodiment, a transmission of the present
invention is used in combination with an accumulator to improve
fuel economy.
Long-Piston Hydraulic Machine
[0045] Referring to FIG. 1, a variable hydraulic machine 110
includes a modular fixed cylinder block 112. Cylinder block 112 has
a plurality of cylinders 114 (only one shown) in which a respective
plurality of mating pistons 116 reciprocate between the retracted
position of piston 116 and variable extended positions (the maximum
extension being shown in the position of piston 116'). Each piston
has a spherical head 118 that is mounted on a neck 120 at one end
of an elongated axial cylindrical body portion 122 that is
substantially as long as the length of each respective cylinder
114. Each spherical piston head 118 fits within a respective shoe
124 that slides over a flat face 126 formed on the surface of a
rotor 128 that is pivotally attached to a drive element, namely,
shaft 130 that is supported on bearings within a bore in the center
of cylinder block 112.
[0046] Hydraulic machine 110 is provided with a modular valve
assembly 133 that is bolted as a cap on the left end of modular
cylinder block 112 and includes a plurality of spool valves 134
(only one shown) that regulate the delivery of fluid into and out
of cylinders 114.
[0047] The machine 110 can be operated as either a pump or as a
motor. For operation as a motor, during the first half of each
revolution of drive shaft 130, high pressure fluid from an inlet
136 enters the valve end of each respective cylinder 114 through a
port 137 to drive each respective piston from its retracted
position to its fully extended position. During the second half of
each revolution, lower pressure fluid is withdrawn from each
respective cylinder through port 137 and fluid outlet 139 as each
piston returns to its fully retracted position.
[0048] For operation as a pump, during the one half of each
revolution of drive shaft 130, lower pressure fluid is drawn into
each respective cylinder 114 entering a port 137 from a "closed
loop" of circulating hydraulic fluid through inlet 136 as each
piston 116 is moved to an extended position. During the next half
of each revolution, the driving of each respective piston 116 back
to its fully retracted position directs high pressure fluid from
port 137 into the closed hydraulic loop through outlet 139. The
high pressure fluid is then delivered through appropriate closed
loop piping (not shown) to a mating hydraulic machine, e.g.,
hydraulic machine 110 discussed above, causing the pistons of the
mating machine to move at a speed that varies with the volume
(gallons per minute) of high pressure fluid being delivered in a
manner well known in the art.
[0049] The cylindrical wall of each cylinder 114 in modular
cylinder block 112 is transected radially by a respective
lubricating channel 140 formed circumferentially therein. A
plurality of passageways 142 interconnect all lubricating channels
140 to form a continuous lubricating passageway in cylinder block
112.
[0050] Each respective lubricating channel 140 is substantially
closed by the axial cylindrical body 122 of each respective piston
116 during the entire stroke of each piston. That is, the outer
circumference of each cylindrical body 122 acts as a wall that
encloses each respective lubricating channel 140 at all times.
Thus, even when pistons 116 are reciprocating through maximum
strokes, the continuous lubricating passageway interconnecting all
lubricating channels 140 remains substantially closed off.
Continuous lubricating passageway 140, 142 is simply and
economically formed within cylinder block 112.
[0051] During operation of hydraulic machine 110, all
interconnected lubricating channels 140 are filled almost instantly
by a minimal flow of high-pressure fluid from inlet 136 entering
each cylinder 114 through port 137 and being forced between the
walls of the cylinders and the outer circumference of each piston
116. Loss of lubricating fluid from each lubricating channel 140 is
restricted by a surrounding seal 144 located near the open end of
each cylinder 114. Nonetheless, the lubricating fluid in this
closed continuous lubricating passageway of lubricating channels
140 flows moderately but continuously as the result of a continuous
minimal flow of fluid between each of the respective cylindrical
walls of each cylinder and the axial cylindrical body of each
respective piston in response to piston motion and to the changing
pressures in each half-cycle of rotation of drive shaft 130 as the
pistons reciprocate. As the pressure in each cylinder 114 is
reduced to low pressure on the return stroke of each piston 116,
the higher pressure fluid in otherwise closed lubricating
passageway 140, 142 is again driven between the walls of each
cylinder 114 and the outer circumference of body portion 122 of
each piston 116 into the valve end of each cylinder 114
experiencing such pressure reduction.
[0052] The flow of lubricating fluid in closed continuous
lubricating passageway 140, 142 is moderate but continuous as the
result of a secondary minimal fluid flow in response to piston
motion and to the changing pressures in each half-cycle of rotation
of drive shaft 130 as the pistons reciprocate.
[0053] Rotor 128 of pump 110 is pivotally mounted to drive shaft
130 about an axis 129 that is perpendicular to axis 132. Therefore,
while rotor 128 rotates with drive shaft 130, its angle of
inclination relative to axis 130 is preferably variable from
0.degree. (i.e., perpendicular) to .+-.25'. In FIG. 1, rotor 128 is
inclined at +25.degree.. This variable inclination is controlled as
follows: The pivoting of rotor 128 about axis 129 is determined by
the position of a sliding collar 180 that surrounds drive shaft
130, and is movable axially relative thereto. A control link 182
connects collar 180 with rotor 128 so that movement of collar 180
axially over the surface of drive shaft 130 causes rotor 128 to
pivot about axis 129. For instance, as collar 180 is moved to the
right in FIG. 1, the inclination of rotor 128 varies throughout a
continuum from the +25.degree. inclination shown, back to 0.degree.
(i.e., perpendicular), and then to -25.degree..
[0054] The axial movement of collar 180 is controlled by the
fingers 184 of a yoke 186 as yoke 186 is rotated about the axis of
a yoke shaft 190 by articulation of a yoke control arm 188. Yoke
186 is actuated by a conventional linear servo-mechanism (not
shown) connected to the bottom of yoke arm 188. While the remaining
elements of yoke 186 are all enclosed within a modular swash plate
housing 192, and yoke shaft 190 is supported in bearings fixed to
housing 192, yoke control arm 188 is positioned external of housing
192. Swash plate rotor 128 is balanced by a shadow link 194 that is
substantially identical to control link 182 and is similarly
connected to collar 180 but at a location on exactly the opposite
side of collar 180.
[0055] Referring to both FIG. 1 and FIG. 2, the cylindrical wall of
each cylinder 114 is transected radially by a respective
lubricating channel 140 formed circumferentially therein. A
plurality of passageways 142 interconnect all lubricating channels
140 to form a continuous lubricating passageway in cylinder block
112. Each respective lubricating channel 140 is substantially
closed by the axial cylindrical body 122 of each respective piston
116 during the entire stroke of each piston. That is, the outer
circumference of each cylindrical body 122 acts as a wall that
encloses each respective lubricating channel 140 at all times.
Thus, even when pistons 116 are reciprocating through maximum
strokes, the continuous lubricating passageway interconnecting all
lubricating channels 140 remains substantially closed off.
Continuous lubricating passageway 140, 142 is simply and
economically formed within cylinder block 112 as can be best
appreciated from the schematic illustration in FIG. 2 in which the
relative size of the fluid channels and connecting passageways and
has been exaggerated for clarification.
[0056] During operation of hydraulic machine 110, all
interconnected lubricating channels 40 are filled almost instantly
by a minimal flow of high-pressure fluid from inlet 36 entering
each cylinder 114 through port 137 and being forced between the
walls of the cylinders and the outer circumference of each piston
116. Loss of lubricating fluid from each lubricating channel 140 is
restricted by a surrounding seal 144 located near the open end of
each cylinder 114. Nonetheless, the lubricating fluid in this
closed continuous lubricating passageway of lubricating channels
140 flows moderately but continuously as the result of a continuous
minimal flow of fluid between each of the respective cylindrical
walls of each cylinder and the axial cylindrical body of each
respective piston in response to piston motion and to the changing
pressures in each half-cycle of rotation of drive shaft 130 as the
pistons reciprocate. As the pressure in each cylinder 114 is
reduced to low pressure on the return stroke of each piston 116,
the higher pressure fluid in otherwise closed lubricating
passageway 140, 142 is again driven between the walls of each
cylinder 114 and the outer circumference of body portion 122 of
each piston 116 into the valve end of each cylinder 114
experiencing such pressure reduction.
[0057] Referring to FIG. 3A and FIG. 3B, a hold-down assembly for a
hydraulic machine includes a hold-down element 154 with a plurality
of circular openings 160, each of which surrounds the neck 120 of a
respective piston 116. The swash plate is at +25.degree. angle in
FIG. 3A and FIG. 3B. FIG. 3A shows the hold-down plate 154 from the
perspective of looking down the shaft of the rotor 128, or from
plane 3A-3A of FIG. 1. A plurality of special washers 156 is
positioned, respectively, between hold-down element 154 and each
piston shoe 124. Each washer 156 has an extension 158 that contacts
the outer circumference of a respective shoe 124 to maintain the
shoe in contact with flat face 126 of rotor 128 at all times. Each
respective shoe cavity is connected through an appropriate shoe
channel 162 and piston channel 164 to assure that fluid pressure
present at the shoe-rotor interface is equivalent at all times with
fluid pressure at the head of each piston 116.
[0058] Fluid pressure constantly biases pistons 116 in the
direction of rotor 128, and the illustrated thrust plate assembly
is provided to carry that load. However, at the speeds of operation
required for automotive use (e.g., 4000 rpm) additional bias
loading is necessary to assure constant contact between piston
shoes 124 and flat surface 126 of rotor 128. The variable hydraulic
machines provide such additional bias by using one of three simple
spring-biased hold-down assemblies.
[0059] The first hold-down assembly, for hydraulic machine 110,
includes a coil spring 150 that is positioned about shaft 130 and
received in an appropriate crevice 152 formed in cylinder block 112
circumferentially about axis 132. Coil spring 150 biases a
hold-down element 154 that is also positioned circumferentially
about shaft 130 and axis 132. Hold-down element 154 is provided
with a plurality of circular openings 160, each of which surrounds
the neck 120 of a respective piston 116. A plurality of special
washers 156 is positioned, respectively, between hold-down element
154 and each piston shoe 124. Each washer 156 has an extension 158
that contacts the outer circumference of a respective shoe 124 to
maintain the shoe in contact with flat face 126 of rotor 128 at all
times.
[0060] The positions of the swash plate and piston shoe hold-down
assembly change relative to each other, as the inclination of rotor
128 is altered during machine operation. Referring to the relative
position of these parts at 0.degree. inclination, each piston
channel 164 has the same radial position relative to each
respective circular opening 160 in hold-down element 154. At all
inclinations other than 0.degree., the relative radial position of
each piston channel 164 is different for each opening 160, and the
relative positions of each special washer 156 is also different.
The different relative positions at each of the nine openings 160
are themselves constantly-changing as rotor 128 rotates and nutates
through one complete revolution at each inclination. For instance,
at the 25.degree. inclination shown in FIG. 3A, if during each
revolution of rotor 128, one were to watch the movement occurring
through only the opening 160 at the top (i.e., at 12 o'clock) of
hold-down element 154, the relative position of the parts viewed in
the top opening 160 would serially change to match the relative
positions shown in each of the other eight openings 160.
[0061] At inclinations other than 0.degree., during each revolution
of rotor 128, each special washer 156 slips over the surface of
hold-down element 154 as, simultaneously, each shoe 124 slips over
the flat face 126 of rotor 128. Each of these parts changes
relative to its own opening 160 through each of the various
positions that can be seen in each of the other eight openings 160.
Each follows a cyclical path (that appears to trace a lemniscate,
i.e., a "figure-eight") that varies in size with the angular
inclination of swash plate rotor 128 and the horizontal position of
each piston 116 in fixed cylinder block 112. To assure proper
contact between each respective shoe 124 and flat surface 126 of
rotor 128, a size is preferably selected for the boundaries of each
opening 160 so that the borders of opening 160 remain in contact
with more than one-half of the surface of each special washer 156
at all times during each revolution for all inclinations of rotor
128.
[0062] A second hold-down assembly is shown schematically in FIG. 4
in an enlarged, partial, and cross-sectional view of a single
piston of a hydraulic machine 210. Each piston 216 is positioned in
the modular fixed cylinder block 212 within a cylinder 214, the
latter being transected radially by a respective lubricating
channel 240 formed circumferentially therein. In the same manner as
described in relation to the other hydraulic machines already
detailed above, each lubricating channel 240 is interconnected with
similar channels in the machine's other cylinders to form a
continuous lubricating passageway in cylinder block 212. An
optional surrounding seal 244 may be located near the open end of
each cylinder 214 to minimize further the loss of lubricating fluid
from each lubricating channel 240.
[0063] Fixed cylinder block 212 includes neither a large axially
circumferential coil spring nor an axially circumferential crevice
for holding same. The modular fixed cylinder block 212 of hydraulic
machine 210 can be connected to either a modular fixed-angle swash
plate assembly or a modular variable-angle swash plate assembly,
but in either case, hydraulic machine 210 provides a much simpler
hold-down assembly. Namely, the hold-down assembly of this
embodiment includes only a respective conventional piston shoe 224
for each piston 216 in combination with only a respective coil
spring 250, the latter also being associated with each respective
piston 216.
[0064] Each piston shoe 224 is similar to the conventional shoes
shown in the first hold-down assembly and is mounted on the
spherical head 218 of piston 216 to slide over the flat face 226
formed on the surface of the machine's swash plate rotor 228. Each
coil spring 250 is, respectively, seated circumferentially about
hydraulic valve port 237 at the valve end of each respective
cylinder 214 and positioned within the body portion of each
respective piston 216.
[0065] Each shoe 224 slips over flat face 226 of rotor 228 with a
lemniscate motion that varies in size with the horizontal position
of each piston 216 and the inclination of rotor 228 relative to
axis 232. During normal operation of hydraulic machine 210, shoes
224 are maintained in contact with flat face 226 of the swash plate
by hydraulic pressure. Therefore, the spring bias provided by coil
springs 250 is minimal but sufficient to maintain effective sliding
contact between each shoe 224 and flat face 226 in the absence of
hydraulic pressure at the valve end of each respective cylinder
214. The minimal bias of springs 250 not only facilitates assembly
but also prevents entrapment of tiny dirt and metal detritus
encountered during assembly and occasioned by wear.
[0066] Referring to FIG. 5, a third hold-down assembly for a
hydraulic machine 310 includes an improved conventional split swash
plate arrangement. A plurality of pistons 316, each including a
respective sliding shoe 324, reciprocates in respective cylinders
314 formed in cylinder block 312 that is identical to cylinder
block 112. Each shoe 324 slides on the flat face 326 formed on a
wobbler 327 that is mounted on a mating rotor 328 by appropriate
bearings 372, 374 that permit wobbler 327 to nutate without
rotation while rotor 328 both nutates and rotates in a manner well
known in the art. The inclination of wobbler 327 and rotor 328
about axis 329 is controlled by the position of a sliding collar
380, a control link 382, and a balancing shadow link 394.
[0067] Shoes 324 are held down by a hold-down assembly
substantially identical to the first hold-down assembly, however,
the large single coil spring 150 is replaced by a plurality of
smaller individual coil springs.
[0068] A hold-down plate 354 is fixed to wobbler 327. Each shoe 324
receives the circumferential extension of a respective special
washer 356, and the neck of each piston 316 is positioned within
one of a corresponding plurality of respective openings 360 formed
through hold-down plate 354. While wobbler 327 does not rotate with
rotor 328, the nutational movement of wobbler 327 is identical to
the nutational movement of rotor 328 and, therefore, the relative
motions between shoes 324 and the flat surface 326 of wobbler 327
are also identical to those in the first hold-down assembly.
[0069] A plurality of individual coil springs 350 provides the
minimal spring bias to maintain effective sliding contact between
each shoe 324 and flat face 326 of wobbler 327 in the absence of
hydraulic pressure at the valve end of each cylinder 314. Each coil
spring 350 is positioned circumferentially about each shoe 324,
being captured between each special washer 356 and a collar formed
just above the bottom of each shoe 324.
[0070] Referring to FIG. 6, each hydraulic machine, whether a motor
or a pump, is preferably paired with another hydraulic machine, a
mating pump or motor, in a well known "closed loop" arrangement.
For example, the high-pressure fluid exiting from the outlet 139 of
hydraulic machine 110 is directly delivered to the input 136' of a
mating hydraulic machine 110', while the low-pressure fluid exiting
from the outlet 139' of hydraulic machine 110' is directly
delivered to the input 136 of mating hydraulic machine 110.
Hydraulic machine 110 and hydraulic machine 110' may be identical
in structure except that hydraulic machine 110 is used as a pump
and hydraulic machine 110' is used as a motor. A portion of the
fluid in this closed loop system is continually lost to "blow-by"
and is collected in a sump, and fluid is automatically delivered
from the sump back into the closed loop to maintain a predetermined
volume of fluid in the closed loop system at all times.
Hydraulic Transmission
[0071] In one embodiment, the dual hydraulic machines are arranged
end-to-end, as shown in FIG. 7A, and in another embodiment the dual
hydraulic machines are arranged side-by-side, as shown in FIG. 7B.
In the end-to-end embodiment, the pump 400 includes a pump shaft
402 driving the pump swash plate 404, which drives the long pistons
in the pump cylinder block 406. A hydraulic circuit 408 connects
pump 400 to the motor 410. Hydraulic circuit 408 provides fluid
communication between pump cylinder block 406 and the motor
cylinder block 412. Pressurized hydraulic fluid from pump 400
drives the motor pistons, which drive the motor swash plate 414 to
turn the motor drive shaft 416. In the side-by-side embodiment, the
hydraulic circuit 418 is reconfigured to connect the two cylinder
blocks 406, 412, which sit next to each other. In this embodiment,
pump 400 and motor 410 may be structurally connected along their
common side to provide stability to the pump-motor unit.
[0072] While the end-to-end arrangement is simpler and lighter,
requiring fewer parts to connect the pump to the motor, the
side-by-side arrangement is significantly shorter in length. An
end-to-end 12-cubic inch prototype is 25 inches in length and 10
inches in diameter and weighs 150 pounds. A side-by-side 12-cubic
inch prototype is 17 inches in length and 20 inches across. Both
prototypes pump 12 cubic inches of pressurized liquid per
revolution at full pump swash. Both prototypes are so efficient
that very little energy is lost as heat. Throughout operation, the
cylinder block remains comparatively cool to prior art hydraulic
machines. Both prototypes are remarkably quiet during operation as
well.
[0073] As indicated earlier, the transmission's electronic controls
are remarkably simple. Engine speed, working fluid pressure, and
output drive shaft speed are monitored along with fuel consumption
and the driver's throttle and brake indications, and the only
variables that are controlled are engine RPM and the angles of the
swash plates in the hydraulic pump and hydraulic motor. Further,
after reaching highway speeds, the motor swash plate is varied to
provide a continuously variable overdrive from 1:1 through about
0.5:1.
[0074] In an embodiment of the present invention, the hydraulic
transmission is modular. The term "modular", as used herein, is
specifically intended to describe a unit that can be used "as is"
to replace the existing transmission of a presently operating or
designed vehicle. A modular transmission according to the present
invention makes it possible to allow a present gasoline engine
vehicle to operate with an increase in fuel efficiency comparable
to what could be achieved by a similarly sized diesel engine
vehicle.
[0075] FIG. 8A is a schematic, and relatively to scale,
illustration of a front-wheel-drive automobile, showing the
"east-west" engine 401 located between the front tires 405a, 405b
and in front of the rear tires 405c, 405d. The vehicle's
transmission has been removed and replaced with the end-to-end
modular embodiment of the invention illustrated in FIG. 7A, namely,
hydraulic pump 400 is connected to hydraulic motor 410 through
hydraulic circuit 408. This module is shown in one possible
position relative to engine 401, with pump shaft 402 being
connected by a belt 411 to the auxiliary component drive shaft 403a
of engine 401. A connection mechanism 424 connects the output of
the hydraulic module from motor drive shaft 416 to the front wheel
drive shaft 422.
[0076] Preferably, the output is connected to the vehicle's front
wheels through the same mechanism that received the output of the
vehicle's original transmission. In one embodiment, connection
mechanism 424 is a mechanical coupling of only motor output shaft
416 to front wheel drive shaft 422. In another embodiment,
connection mechanism 424 involves mechanically combining motor
output 416 with engine output 403b to provide power to front wheel
drive shaft 422. In both embodiments, the power supplied to wheel
drive shaft 422 is varied primarily by varying the hydraulic
settings to vary the output of the hydraulic module. In both
embodiments, the power supplied to wheel drive shaft 422 may be
varied secondarily by varying the speed of engine 401. In the
second embodiment, connection mechanism 424 may include a single
orbiter to combine the power output from motor shaft 416 with the
output from engine drive shaft 403b.
[0077] FIG. 8B is a schematic, and relatively to scale,
illustration of a rear-wheel-drive automobile, showing the
"north-south" engine 401a located between the front tires 405a,
405b. The vehicle's transmission has been removed and replaced with
the end-to-end modular embodiment of the invention illustrated in
FIG. 7A, namely, hydraulic pump 400 is connected to hydraulic motor
410 through hydraulic circuit 408. This module is shown in one
possible position relative to engine 401, with pump shaft 402 being
connected by a belt 411 to the auxiliary component drive shaft 403a
of engine 401. A connection mechanism 428 connects the output of
the hydraulic module from motor drive shaft 416 to the rear wheel
drive shaft 426.
[0078] Preferably, the output is connected to the vehicle's rear
wheels through the same mechanism that received the output of the
vehicle's original transmission. In one embodiment, connection
mechanism 428 is a mechanical coupling of only motor output shaft
416 to rear wheel drive shaft 426. In another embodiment,
connection mechanism 428 involves mechanically combining motor
output 416 with engine output 403b to provide power to rear wheel
drive shaft 426. In both embodiments, the power supplied to wheel
drive shaft 426 is varied primarily by varying the hydraulic
settings to vary the output of the hydraulic module. In both
embodiments, the power supplied to wheel drive shaft 426 may be
varied secondarily by varying the speed of engine 401. In the
second embodiment, connection mechanism 428 may include a single
orbiter to combine the power output from motor shaft 416 with the
output from engine drive shaft 403b.
[0079] Similarly, FIG. 9A and FIG. 9B are schematic, and relatively
to scale, top and end view illustrations of the front end of a
conventional rear-wheel-drive vehicle, showing a conventional
"north-south" engine 401a located between the vehicle's front tires
405c, 405d. Again, the vehicle's transmission has been removed and
replaced, but in this instance with the side-by-side modular
embodiment of the invention illustrated in FIG. 7B. While hydraulic
pump 400 is still connected to hydraulic motor 410 through
hydraulic circuit 408 at the rear of the module, the front of the
module includes a connection box 407 with a mounting plate 419. The
module is bolted to the fly-wheel casing 409 at the rear of engine
401a. The pump shaft of hydraulic pump 400 is connected by
conventional means to the main drive shaft of engine 401a (not
shown), and the output of the hydraulic module is also connected by
conventional means (not shown) within connection box 407 to an
output shaft 417 that connects to the vehicle's wheels through the
same mechanism that received the output of the vehicle's original
transmission. In the second embodiment, connection box 407 may
include a single orbiter to combine the power output from motor
shaft 402 (see FIG. 7B) with the output from the engine drive
shaft.
Vehicle Operation
[0080] The vehicle engine operation is started in a conventional
manner, with the vehicle's shift lever in "Park". (NOTE: The
vehicle's shift lever is hereinafter referred to as the "drive mode
selector".) When the engine is running normally at idle, e.g.,
approximately 750 RPM and the vehicle is still in "Park", the
transmission and its computer controller are in standby mode. The
engine can be raced in neutral by operation of the gas pedal. As
soon as the drive mode selector is moved out of "Park", the
computer controller begins controlling both engine speed and
vehicle speed based on the following real-time inputs:
[0081] a) position of the drive mode selector
[0082] b) position of the accelerator pedal
[0083] c) position of the brake pedal
[0084] d) vehicle speed based on engine output shaft and wheel
drive shaft speeds
[0085] e) fuel flow rate to the engine
[0086] f) positions of the swash plates on the pump-motors
[0087] g) hydraulic circuit pressure.
[0088] The computer controller uses these inputs to produce
real-time outputs to the following components:
[0089] a) high-pressure hydraulic safety valves on the
pump-motors
[0090] b) swash plate servo position valves on the pump-motors
[0091] c) engine throttle to adjust to an optimum engine speed.
[0092] The communications between the computer controller and the
various components of the automobile are shown schematically in
FIG. 10. Whenever the vehicle's engine is turned on, the computer
controller 450 continually monitors the inputs from the driver,
namely the position of the drive mode selector 452, the position of
the brake pedal 454, and the position of the gas pedal 456. The
computer controller also monitors the speed of the engine drive
shaft 458 to determine whether adjustments need to be made to
change the speed of the drive shaft 458. When the driver inputs
452, 454, 456 indicate a desired change in drive shaft speed 458,
the computer controller determines (a) the rate of fuel flow to the
engine 460 as an indirect measure of engine speed, (b) the value of
hydraulic pressure 462 in the pump and motor and the positions of
(c) the pump swash plate 464a and (d) the motor swash plate
464b.
[0093] Computer controller 450 then uses a predetermined algorithm
to achieve the desired change in drive shaft speed 458 most
efficiently. This is accomplished by making one or more of the
following changes: computer controller 450 may adjust the engine
throttle 466 to change the rate of fuel flow to the engine 460,
and/or may adjust the swash plate servo valves 470 to adjust the
positions of one or both the pump and motor swash plates 464a,
464b.
[0094] A vehicle incorporating a transmission of the present
invention preferably has the following features:
[0095] 1. When the drive mode selector is moved from "Park" to
"Drive" or "Neutral" but the brake is still being applied, the
system avoids any build-up of hydraulic pressure in the closed-loop
system by maintaining the pump swash plate in the 0.degree.
position.
[0096] 2. When the drive mode selector is moved from "Park" to
"Drive" or "Neutral" and pressure is removed from the brake pedal,
the pump swash plate still remains at 0.degree., and the motor
swash plate remains at +25.degree.. As long as the pump swash plate
remains at 0.degree., all fluid in the closed loop remains in a "no
flow" condition. This maintains the wheel drive shaft in a "locked"
position, providing a "hill holding" feature. Should the vehicle be
in an extreme uphill or downhill condition, where the vehicle is
moved by gravity in spite of the locked rear drive shaft, the pump
swash plate is commanded to increase the flow of fluid slightly in
either a + or - direction to maintain 0 MPH vehicle speed.
[0097] 3. When the drive mode selector is in "Drive" and the brake
is not being applied, as long as the accelerator is being
depressed, calling for more hydraulic pressure/torque than is
required to overcome tractive resistance torque, the angle of the
pump swash plate is steadily increased in the + direction, moving
fluid to the motor and increasing its rotation and the rotation of
the vehicle drive shaft, accelerating the vehicle. Under these
conditions, the vehicle continues to accelerate until the hydraulic
pressure/torque is equal to the tractive resistance torque of the
vehicle's wheels on the terrain. If the pressure on the accelerator
is decreased, calling for a lower pressure set point, the angle of
the pump swash plate is reduced to slow the acceleration of the
vehicle until that set point is reached.
[0098] A transmission of the present invention fundamentally
changes the way the automobile responds to driver inputs. In an
automobile with either a standard or automatic geared transmission,
when the driver calls for acceleration by pressing on the
accelerator, power is increased to the wheel drive shaft by
increasing the speed of the engine. Upon continued acceleration,
when the engine reaches a certain high speed, the transmission
shifts to a higher gear, either automatically or through the clutch
by driver input, and the engine speed drops. In an automobile with
a gearless transmission of the present invention, when the driver
calls for acceleration by pressing on the gas pedal, power is
increased by changing the swash plate ratio in the transmission,
and the engine speed remains constant. Upon continued acceleration,
only when the swash plate ratio reaches a certain value, is the
engine speed increased to provide more power.
[0099] Since the hydraulics of a transmission of the present
invention provide working torque at very low engine RPM's, a
gasoline engine vehicle incorporating the present invention in
place of the vehicle's original torque converter transmission
operates at much lower engine speeds. This feature is due to the
remarkable efficiencies that are achieved by using hydraulic
machines having stationary cylinder blocks and rotating swash
plates that vary through a preferable continuum of at least
-25.degree. to +25.degree..
[0100] A transmission of the present invention is capable of
varying the speed of the drive shaft with minimal changes to engine
speed. Thus, the present invention allows engine speed to remain in
a relatively narrow low-to-moderate range where the combustion in
HCCI engines is more easily controlled. A transmission of the
present invention is highly compatible with implementation of more
fuel efficient HCCI engines on gasoline-powered vehicles.
[0101] The pump-motors of the present invention preferably use no
"dog bones". They preferably have minimal "blow-by", which is
preferably less than 1 gallon per minute. They are preferably
connected in a "closed loop". The pump-motors preferably have a
traditional split swash plate, modified by adding bearings to
support the nutating-only wobbler portion on the nutating/rotating
rotor member. In one embodiment of the present invention, these
bearings are needle bearings. They preferably have a mechanical
valve system. Each pump-motor preferably includes a hold-down plate
biased by a plurality of springs, each spring being positioned,
respectively, circumferentially about the sliding shoe associated
with the head of each piston. This combination of a split swash
plate and a hold-down element significantly reduces the surface
speed of the relative motion between the shoes and the swash plate
and, thereby, results in reduced wear and costs and in a
significant increase in machine efficiency.
EXAMPLE
2004 Chevy Tahoe All-Hydraulic Transmission Installation and
Evaluation
[0102] To demonstrate the modular nature and to quantify the fuel
efficiency of an all-hydraulic transmission of the present
invention, the automatic transmission of a 2004 Chevrolet Tahoe was
removed and a transmission of the present invention was installed
in its place.
[0103] The vehicle powertrain consisted of a GM 5.3 L V8 engine
directly coupled through a non-reduction gear to the infinitely
variable transmission. The transmission consisted of a hydraulic
pump and motor coupled only by the hydraulic flow. The pump, driven
by the engine, produced the necessary swash plate-controlled flow
that was directed to the hydraulic motor. The motor, by the
position of its swash plate and being directly coupled to the drive
shaft for the vehicle's drive wheels, produced the necessary torque
in reaction to the drive wheel resistance torque.
[0104] The following inputs from the vehicle control modules to the
infinitely variable transmission controller were used: [0105] 1.
The drive mode selector with Park, Reverse, Neutral, Drive and Park
Lock. [0106] 2. The accelerator pedal position sensor for driver
indication of desired power. [0107] 3. Off idle switches for
redundant control with the driver pedal at full off position.
[0108] 4. Brake pedal sensor for driver indication of accelerated
reduction of speed.
[0109] The following transmission components were installed for
inputs to the computer controller: [0110] 1. Three hydraulic
pressure transducers to monitor the high pressure pump, motor, and
charge circuit pressure. [0111] 2. Two speed sensors to monitor the
transmission input from the engine and output speeds to the rear
driveshaft. [0112] 3. Two fuel flow meters for engine supply and
return. [0113] 4. Two pump and motor swash plate positions LVDT.
[0114] 5. Hydraulic charge circuit flow meter.
[0115] Outputs from the computer controller: [0116] 6. High
pressure hydraulic safety solenoid valve. [0117] 7. Two high
pressure pump and motor swash plate servo valves.
[0118] The various accelerator pedal/swash plate angle setting
ratios calculated by computer controller are all initially
calculated and, thereafter, tested with dynamometer data. For the
prototype, initial calculations set system pressure at 200 PSI for
engine idle conditions, building to a maximum of 3,800 PSI, with
167 lb-ft torque per each 1,000 PSI variation in differential
pressure. For the prototype Tahoe vehicle, preliminary calculations
indicate engine RPM range limits of 750 to 2,200, with transmission
ratio limits of 25:1 (low-low) to 0.67:1 (overdrive). The intent of
this prototype design is to keep the engine operating at its lowest
RPM while maintaining adequate torque for all EPA tests. Since, for
a given amount of torque required, the engine can produce that
amount over a range of RPM and fuel delivery values, the computer
controller algorithms are selected to attain highest fuel
economy.
[0119] It should be indicated that, while it is intended that this
invention be used modularly to replace existing transmissions in
gas-engine vehicles, it is useable as a factory-installed unit and
in diesel engine vehicles as well.
[0120] In this regard, should the invention be used with a vehicle
that already has, or can modularly replace, its present high speed
gasoline engine with a lower speed/higher torque engine such as
that prevalent in the 1960-70's, the increase in gas efficiency
will be markedly greater.
[0121] Thus, a transmission of the present invention is not only
lighter in weight, simpler, and less expensive to build, but it
also permits the world to retain its huge gas engine
infrastructure, while improving fuel consumption comparable to that
which might be achieved with diesel engines, thereby achieving much
needed energy conservation without concomitant disruption in world
fuel allocation.
[0122] The present invention opens the possibility of the auto
industry to return to proven lower speed/higher torque engines,
allowing the resulting efficiency improvements to be achieved with
lighter, lower cost engines.
[0123] Accordingly, it is to be understood that the embodiments of
the invention herein described are merely illustrative of the
application of the principles of the invention. Reference herein to
details of the illustrated embodiments is not intended to limit the
scope of the claims, which themselves recite those features
regarded as essential to the invention.
* * * * *