Transmissionless drive system

• US 4,354,144 A
• Filed: 02/01/1982
• Issued: 10/12/1982
• Est. Priority Date: 07/24/1981
• Status: Expired due to Term

• Current Assignee: Milton E.H. Mccarthy
• Original Assignee: Milton E.H. Mccarthy
• Inventors: McCarthy, Milton E. H.
• Primary Examiner(s): Truhe, J. V.
• Assistant Examiner(s): Moose, Richard M.
• Application Number:
  US06/344,682
• Time in Patent Office: 253 Days
• Field of Search: 74/710, 74/713, 74/847, 74/857, 74/859, 180/65 B, 180/65 E, 180/65 C, 180/65 R, 180/70 R, 290/14, 318/13, 318/14, 318/45, 318/47, 318/48, 318/49, 318/72, 318/76, 318/91, 318/140, 318/149, 318/153, 318/655
• US Class Current: 318/13
• CPC Class Codes: B60K 6/46 Series type
• CPC Class Codes: B60L 2200/26 Rail vehicles
• CPC Class Codes: B60L 50/11 using DC generators and DC motors
• CPC Class Codes: F16H 3/724 using external powered electric machines
• CPC Class Codes: Y02T 10/62 Hybrid vehicles
• CPC Class Codes: Y02T 10/64 Electric machine technologies in electromobility
• CPC Class Codes: Y02T 10/70 Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors

Abstract

A continuously variable transmissionless drive system providing maximum torque at low speeds. The system is usable in a hybrid vehicle having a prime mover, such as an internal combustion engine, operated at its optimum rpm for efficiency. The prime mover drives a pair of amplidynes which in turn operate a pair of dc motors to produce rotation of the output shaft for driving the wheels of the vehicle via a novel differential drive system which drives the output shafts in which the effective gear ratio may be externally controlled to vary from a very high step down ratio producing very high torque to a one-to-one ratio for driving at a constant speed. Each drive motor is connected to a separate bevel gear in the differential and control of the output shaft speed and torque is obtained by controlling the speed and direction of rotating of the bevel drive gears. When the two bevel drive gears are rotating at the same rpm but in opposite directions, no output is obtained from the output shafts of the differential unit. When there is a difference in speed between the two bevel drive gears, a spider assembly in the differential unit will rotate at an rpm equal to one-half of the difference in the speeds of the two bevel drive gears and will drive the output shafts at that rpm. The speeds of the motors are controlled by controlling two closed loop servo systems including the amplidynes using two rpm reference signals produced by a network of synchros and small dc control motors. The dc control motors are responsive to signals generated by a foot pedal control operating an acceleration control system.

Claims

1. A vehicle driving system comprising:

a mechanical differential means having a first input shaft for being driven at a rotational speed of ±

ω

_S1, a second input shaft for being driven at a rotational speed of ±

ω

_S2, and an output shaft, said differential means for driving said output shaft at a rotational speed ω

_S =1/2 (±

ω

_S1 ±

ω

_S2) where the algebraic sign indicates direction of rotation;

a first controllable speed drive motor connected to said first input shaft for rotation thereof;

a second controllable speed drive motor connected to said second input shaft for rotation thereof;

a first power source connected to said first drive motor, said first power source including control means for controlling the speed of said first drive motor;

a second power source connected to said second drive motor, said second power source including control means for controlling the speed of said second drive motor;

first rpm comparison means connected to said first drive motor for sensing the rpm ω

_M1 thereof and having an input for receiving an rpm reference signal ω

_R1, said comparison means for producing a first output error signal proportional to ω

_R1 -ω

_M1 at an output thereof, said output connected to said control means of said first power source whereby said first drive motor, said first power source, and said first comparison means forming a first closed loop servo system;

second rpm comparison means connected to said second drive motor for sensing the rpm ω

_M2 thereof and having an input for receiving an rpm reference signal ω

_R2, said second comparison means for producing a second output error signal proportional to ω

_R2 -ω

_M2 at an output thereof, said output connected to said control means of said second power source whereby said second drive motor, said second power source, and said comparison means forming a second closed loop servo system;

torque reference means for producing a selectable torque rpm reference signal ω

_T ;

acceleration reference means for producing a selectable acceleration rpm reference signal ω

_A ;

first calculation means connected to said torque reference means and said acceleration reference means for calculating said rpm reference signal ω

_R1 from the algebraic sum of ω

_T and ω

_A, said first calculation means having an output for said sum connected to said input of said first rpm comparison means; and

second calculation means connected to said torque reference means for calculating said rpm reference signal ω

_R2 from the algebraic difference of ω

_T and ω

_A, said second calculation means having an output for said difference connected to said input of said second rpm comparison means;

whereby said output shaft rotates at a rotational speed ω

_S equal to the rpm represented by acceleration rpm reference signal ω

_A.

2. The system as defined in claim 1 in which the torque at said output shaft is controlled by the ratio of ω

_T to ω

_A.

3. The system as defined in claim 2 in which a step down ratio is obtained when ω

_A is less than ω

_T and a one-to-one ratio is obtained when ω

_A is equal to or greater than ω

_T.

7. The system as defined in claim 1 in which said controllable speed reference signal producing means includes a torque reference means and an acceleration reference means.

8. The system as defined in claim 7 in which said control means further comprises:

first amplidyne control means connected to said first amplidyne control input and second amplidyne control means connected to said second amplidyne control input, said first amplidyne control means connected to said first drive motor forming a first of said closed loop control means and said second amplidyne control means connected to said second drive motor forming a second of said closed loop control means;

said reference means is connected to said first and second closed loop control means; and

said torque reference means is connected to said acceleration reference means;

whereby the algebraic sums of reference signals from said torque reference means and reference signals from said acceleration reference means controls said first and second amplidyne control means to determine the torque and rpm of said vehicle drive wheels.

9. The system as defined in claim 8 in which:

said torque reference means includes a variable speed torque motor driving a first synchro generator and a second synchro generator;

said acceleration reference means includes a variable speed torque reference motor driving a first differential synchro generator and a second differential synchro generator, said first differential synchro generator connected to receive an output from said first synchro generator and said second differential synchro generator connected to receive an output from said second synchro generator wherein the output phasing of said first synchro generator is opposite from the output phasing of said second synchro generator; and

said first amplidyne control means is a control synchro transformer driven from said first drive means and connected to receive an input from the output of said first differential synchro generator, said second amplidyne control means includes a second control synchro transformer driven by said second drive motor and connected to receive an input from the output of said second differential synchro generator;

whereby said first control synchro transformer and said second control synchro transformer produce error control signals to their respective amplidyne control inputs for controlling the rpm of said first and second drive motors.

10. The system as defined in claim 9 which further comprises:

acceleration control means for selectively varying the speed of said acceleration motor and said torque motor; and

operator control means connected to said acceleration control means for permitting an operator to selectively vary the speeds of said acceleration motor and said torque motor.

11. The system as defined in claim 10 in which said acceleration control means comprises:

first motor control means connected to said torque motor for controlling said torque motor to have a maximum rpm when the vehicle is stationary and to control said torque motor to continuously reduce its rpm when the vehicle is accelerating;

second motor control means connected to said acceleration motor for controlling said acceleration motor to have zero rpm when the vehicle is stationary and to control said acceleration motor to continuously increase its rpm during acceleration of the vehicle; and

said first motor control means is adapted to maintain said torque motor at a constant rpm less than the maximum rpm when the vehicle is maintaining an essentially constant speed, and said second motor control means is adapted to maintain said acceleration motor at a constant rpm greater than zero when the vehicle is maintaining an essentially constant speed.

12. The system as defined in claim 11 in which:

said first motor control means includes a first single phase synchro having ac excitation provided thereto and having a first rotatable control winding producing a constant ac output voltage variable in phase from 0°

to 90°

, and a first silicon controlled rectifier connected to a source of ac power having a control electrode connected to said control winding of said first synchro and an output connected to said torque motor whereby varying of the phase of said first control winding of said first synchro causes said silicon control rectifier to provide a variable dc voltage to said torque motor; and

said second motor control means includes a second single phase synchro having ac excitation applied thereto and having a second rotatable control winding producing a constant ac output voltage variable in phase from 90°

to 0° and

a second silicon control rectifier connected to the source of ac power having a control electrode connected to said second control winding of said second synchro and an output connected to said acceleration motor whereby varying the phase of said second control winding of said second synchro causes said second silicon control rectifier to provide a variable dc voltage to said acceleration motor.

13. The system as defined in claim 12 in which said operator control means includes:

(a) an operator control device;

(b) a variable speed reversible control motor operatively connected to rotate said first single phase synchro control winding and said second single phase synchro control winding so as to simultaneously cause the phase of said first control winding to increase within the range of 0°

to 90°

while said second control winding is decreasing in the range from 90°

to 0°

;

(c) third motor control means connected to control said control motor to turn in a first direction;

(d) fourth motor control means connected to control said control motor to turn in the opposite direction; and

(e) clutch means connected between said operator control means and said third and fourth motor control means for causing said third motor control means to drive said control motor in the first direction when said operator control device is moved in a first direction and to cause said fourth motor control means to control said motor to operate in the opposite direction when said operator control device is moved in the opposite direction.

14. The system as defined in claim 13 in which the phase between said first control winding and said second control winding is 90°

.

15. The operator control means as defined in claim 13 in which:

said operator control device is a foot pedal;

said third motor control means includes a third single phase synchro having ac excitation and a third control winding producing a constant ac voltage output variable in phase from 90°

to 0°

, said third synchro biased to have the phase of said third control winding at 90°

when the vehicle is not accelerating, and a third silicon control rectifier connected to a source of ac power having a control electrode connected to said third control winding whereby said third control winding controls said third silicon control rectifier to apply a varying dc voltage to a counterclockwise input of said reversible control motor;

said fourth motor control means includes a fourth single phase synchro having ac excitation and a fourth control winding producing a constant ac voltage output variable in phase from 90°

to 0°

, said fourth synchro biased to have the phase of said fourth control winding at 90°

when the vehicle is not accelerating, and a fourth silicon control rectifier connected to a source of ac power and having a control electrode connected to said fourth control winding whereby said fourth control winding controls said fourth silicon control rectifier to apply a varying dc voltage to a clockwise input of said control motor; and

said clutch means includes a first clutch operatively connected between said foot pedal and said third synchro in which depressing of said pedal causes engagement of said first clutch to rotate said third control winding to decrease the phase of the output voltage to cause the counterclockwise input of said control motor to be energized, and in which release of pressure on said pedal disengages said first clutch causing said third synchro control winding to return to the 90°

phase position, deenergizing said counterclockwise input and a second clutch operatively connected between said pedal and said fourth synchro in which the return of said pedal to its non-operated condition causes engagement of said second clutch to rotate said fourth control winding to decrease the phase of the output voltage to cause the clockwise input of said control motor to be energized, said clutch adapted to disengage when pressure is removed from said pedal causing said fourth synchro control winding to return to the 90°

phase position, deenergizing said clockwise input.

4. A transmissionless drive system for vehicles having a pair of vehicle drive wheels, said system comprising in combination:

a prime mover;

first and second amplidynes each having a control input, said amplidynes connected to and driven by said prime mover;

a first drive motor electrically connected to the dc output of said first amplidyne;

a second drive motor electrically connected to the dc output of said second amplidyne;

a double differential unit having a first differential portion comprising

a first bevel gear driven by said first drive motor,

a second bevel gear driven by said second drive motor,

a first pair of pinion gears differentially driven by said first and second bevel gears, and

a spider assembly for supporting said pair of pinion gears, and

a second differential portion comprising

a second pair of pinion gears supported by said spider assembly,

a third bevel gear connected to a first output shaft, said first output shaft connected to a first of said pair of drive wheels,

a fourth bevel gear connected to a second output shaft, said second output shaft connected to a second of said pair of drive wheels,

said third and fourth bevel gears driven by said second pair of pinion gears; and

control means for controlling the rotational speed of said first and second drive motors to thereby provide variation in the torque and the speed rotation of said vehicle drive wheels, said control means comprising controllable speed reference signal producing means, and closed loop speed control means associated with each of said first and second amplidynes and said first and second drive motors, said speed control means connected to and responsive to said speed reference signal producing means.

5. The system as defined in claim 4 in which said control means cooperates with said drive motors to produce a high driving torque to said vehicle drive wheels at a low rpm thereof, to produce a continuous variation in rpm of said vehicle drive wheels from zero to a selected rpm, and to maintain such selected rpm.

6. The system as defined in claim 4 in which said first and second output shafts will not rotate when the rpm of said first drive motor is equal to the rpm of said second drive motor and said drive motors are operating with opposite directions of rotation.

16. A transmissionless drive system for vehicles comprising in combination:

a prime mover;

first and second amplidynes connected to and driven by said prime mover, each of said amplidynes having an input for a control signal for controlling the output voltage thereof;

a first drive motor electrically connected to the output of said first amplidyne;

a second drive motor electrically connected to the output of said second amplidyne;

a double differential unit having an outer differential including

a first bevel gear driven by said first drive motor, and

a second bevel gear driven by said second drive motor, and

an inner differential driven by said outer differential including

a third bevel gear connected to a first output shaft, and

a fourth bevel gear connected to a second output shaft;

a spider having pinion gears for coupling said first and second bevel gears to said third and fourth bevel gears;

a pair of vehicle drive wheels connected to said first and second output shafts;

a variable speed torque motor driving a first synchro generator and a second synchro generator;

a variable speed acceleration reference motor driving a first differential synchro generator and a second differential synchro generator, said first differential synchro generator connected to receive an output from said first synchro generator and said second differential synchro generator connected to receive an output from said second synchro generator in an opposite phase to said connection of said first differential generator and said first synchro generator;

a first control synchro transformer driven from said first drive motor and connected to receive an input from the output of said first differential synchro generator, said first control synchro transformer having an error signal output operatively connected to said control signal input of said first amplidyne for thereby controlling the speed of said first drive motor to be equal to the sum of the speed of said torque motor and said acceleration motor; and

a second control synchro transformer driven by said second drive motor and connected to receive an input from the output of said second differential synchro generator, said second control synchro transformer having an error signal output operatively connected to said control signal input of said second amplidyne for thereby controlling the speed of said second drive motor to be equal to the difference between the speed of said torque motor and said acceleration motor;

whereby said double differential causes said first and second drive shafts to rotate at the speed of said acceleration motor and said control means cooperates with said drive motors to produce a high driving torque to said vehicle drive wheels at a low rpm thereof, to produce a continuous variation in rpm of said vehicle drive wheels from zero to a selected rpm, and to maintain such selected rpm.