Continuously variable planetary gear set

• US 7,470,210 B2
• Filed: 08/07/2007
• Issued: 12/30/2008
• Est. Priority Date: 08/11/2003
• Status: Expired due to Fees

• Current Assignee: Fallbrook Intellectual Property Company LLC (Fallbrook Technologies Incorporated)
• Original Assignee: Fallbrook Technologies Incorporated
• Inventors: Smithson, Robert A, Miller, Donald C, Allen, David J
• Primary Examiner(s): Lewis; Tisha D
• Application Number:
  US11/834,881
• Publication Number:
  US 20070270267A1
• Time in Patent Office: 511 Days
• Field of Search: 477/3, 477/15, 476 36- 38, 903/918, 903/945
• US Class Current: 477/3
• CPC Class Codes: B62D 5/0409 Electric motor acting on the steering column
• CPC Class Codes: B62D 5/0475 Controlling other elements
• CPC Class Codes: B62M 9/08 involving eccentrically- mounted or elliptically-shaped driving or driven wheel; with expansible driving or driven wheel
• CPC Class Codes: F16H 15/28 with external friction surface
• CPC Class Codes: F16H 15/52 in which a member of uniform effective diameter mounted on a shaft may co-operate with different parts of another member
• CPC Class Codes: F16H 37/084 at least one power path being a continuously variable transmission, i.e. CVT
• CPC Class Codes: F16H 61/6649 characterised by the means for controlling the torque transmitting capability of the gearing
• CPC Class Codes: Y10S 903/918 Continuously variable
• CPC Class Codes: Y10S 903/945 Characterized by control of gearing, e.g. control of transmission ratio
• CPC Class Codes: Y10S 903/951 Assembly or relative location of components
• CPC Class Codes: Y10T 74/19251 Control mechanism
• CPC Class Codes: Y10T 74/19555 Varying speed ratio
• CPC Class Codes: Y10T 74/1956 Adjustable

Abstract

A continuously variable planetary gear set is described having a generally tubular idler, a plurality of balls distributed radially about the idler, each ball having a tiltable axis about which it rotates, a rotatable input disc positioned adjacent to the balls and in contact with each of the balls, a rotatable output disc positioned adjacent to the balls opposite the input disc and in contact with each of the balls such that each of the balls makes three-point contact with the input disc, the output disc and the idler, and a rotatable cage adapted to maintain the axial and radial position of each of the balls, wherein the axes of the balls are oriented by the axial position of the idler.

Claims

1. A drive train comprising:

a combustion engine;

a motor-generator;

a plurality of balls, each ball having an internal, axis of rotation configured to tilt in operation;

a first disc configured to facilitate torque transfer between the first disc and the balls, the first disc and the combustion engine configured to be selective coupled or uncoupled to one another;

a second disc configured to facilitate torque transfer between the second disc and the balls;

a rotatable cage configured to be rotatable about a longitudinal axis of the drive train, the rotatable cage configured to support the plurality of balls axially and radially, the rotatable cage configured to be selectively, operationally coupled or uncoupled to a load;

an idler located radially inward of the balls, the idler configured to facilitate torque transfer between the idler and the balls, the idler configured to be selectively, operationally coupled to the motor-generator;

split mode control means configured to add or subtract an output of the motor-generator to or from an output of the combustion engine such that the rotatable cage maintains a constant torque but is capable of changing its rotational speed to satisfy the output required by the load; and

wherein the split mode control means is further configured to control the tilt angle of the plurality of balls so that a rotational speed of the rotatable cage is capable of meeting a rotational speed required by the load.

2. The drive train of claim 1, further comprising a first engagement means configured to facilitate the selective coupling or uncoupling of the combustion engine to the first disc.

3. The drive train of claim 2, further comprising motor mode control means configured to control the motor-generator, and the drive train configured such that when a load speed is low and a load demand is low, the first engagement means is controlled such that the combustion engine is uncoupled from the first disc and the motor mode control means actuates the motor-generator.

4. The drive train of claim 1, further comprising parallel hybrid mode control means configured to add or subtract a torque of the motor-generator to or from an output of the combustion engine so that the output required by the load can be satisfied by changing a torque of the rotatable cage while maintaining constant a speed of the rotatable cage, wherein the parallel hybrid mode control means is further configured to control the tilt angle of the plurality of balls so that the rotational speed of the rotatable cage can take a predetermined value, and wherein the parallel hybrid mode control means is configured to control the combustion engine, the motor-generator, and the tilt angle in medium and high speed ranges of the load.

5. The drive train of claim 1, further comprising parallel hybrid mode control means configured to add or subtract a torque of the motor-generator to or from a torque of the combustion engine so that the output required by the load can be satisfied by changing a torque of the rotatable cage while maintaining constant a speed of the rotatable cage.

6. The drive train of claim 5, wherein the parallel hybrid mode means is further configured to control the tilt angle so that the rotational speed of the rotatable cage can take a predetermined value, wherein in medium and high speed ranges of the load the first disc and the rotatable cage are coupled to the combustion engine, and wherein the parallel hybrid mode control means controls the combustion engine, the motor-generator, and the tilt angle.

7. The drive train of claim 6, wherein one of said power split and parallel hybrid mode control means controls the tilt angle and the motor-generator so that the output of the combustion engine can change along a best mileage curve.

8. The drive train of claim 4, further comprising average compute means for computing an average output of the load, wherein one of said power split and parallel control means controls the combustion engine so that the load can be the average output computed by the average compute means.

9. The drive train of claim 4, wherein one of the power split mode and parallel hybrid mode control means controls the tilt angle and the motor-generator so that the output of the combustion engine can change along a best mileage curve.

10. The drive train of claim 1, further comprising mode select means for selecting from:

a motor mode, in which the combustion engine and the first disc are uncoupled so that the motor-generator drives the load;

a power split mode, in which the combustion engine or the motor-generator drives the load;

a parallel hybrid mode, in which the combustion engine and the rotatable cage are coupled so that the combustion engine and the motor-generator together drive the load; and

an engine mode, in which the first disc and the rotatable cage are coupled so that the combustion engine drive alone drives the load.

11. The drive train of claim 1, further comprising:

reverse engagement means adapted to be controlled by forward/backward operation means; and

reverse control means for causing the reverse engagement means to retain the first disc and to uncouple the combustion engine from the first disc thereby to output the rotation of the idler driven by the motor-generator as a reverse rotation of the rotatable cage.

12. The drive train of claim 1, further comprising:

deceleration detecting means for detecting deceleration of the load; and

regenerative braking control means for controlling the motor-generator to convert inertial energy of the load into electric energy on the basis of the output signal coming from the deceleration detecting means thereby to store the converted electrical energy in a battery.