Machine element or mechanism – Gearing – Interchangeably locked
Reexamination Certificate
1999-01-15
2001-02-06
Wright, Dirk (Department: 3681)
Machine element or mechanism
Gearing
Interchangeably locked
C074S335000
Reexamination Certificate
active
06182522
ABSTRACT:
BACKGROUND OF THE TRANSMISSION
In general existing manual and automatic automobile transmissions are complicated, inefficient, expensive, and heavy. At present few automatic automobile transmissions exist with seven or more gears. The present engineering designs are extremely difficult to build and disassemble.
The present art utilizes pedal friction clutches or torque converters or very complicated electromagnetic clutches for coupling the engine to the transmission shaft and very complicated oil pumps with intricate valve boxes and channels to distribute high pressure oil to control clutches so gears can be meshed or activated. Recently, computers have been incorporated to better control the timing for meshing gears in automatic transmissions, but the basic engineering designs have changed very little.
TRANSMISSION FOR AUTOMOTIVE VEHICLES OR MACHINERY
SUMMARY OF THE INVENTION
Transmission type
1
has an input shaft supported by the casing end bearings. The input shaft is directly connected to the engine crankshaft and rotates at the same speed and direction as the engine crankshaft. The input shaft has one canal to allow the inner annulus of the gears to be keyed with the shaft. The gears slide along the shaft and are mechanically fixed to the same shaft.
Spacers are installed between gears to prevent longitudinal movement of the gears and strengthen the shaft. A screw type pump is machined from the end of the input shaft to push the fluid from the lower interior casing through the canal and the output shaft to lubricate bearings, gears, spacers and electromagnets.
The output shaft is also supported by the casing end bearings. The output shaft has six canals. One canal engages the inner annulus of the free rotating gear tooth, one canal transports fluid and four canals carry electrical conduits (one canal for each electromagnet).
Gears, electromagnets, and spacers, are all assembled by sliding them along the shaft. The reverse gear, also on bearings, is connected to a third gear (idler gear not shown) or a belt-chain connected to the input shaft-gear to cause rotation in the same direction as the input shaft. All gears on the output shaft are on bearings and free to rotate and slide axially. They are meshed with corresponding gears on the input shaft. These gears rotate opposite the gears of the input shaft.
Fluid is transported along the output shaft canal and pushed through weep holes to lubricate all bearings of the transmission and spaces between the electromagnet and adjacent spaces and between gears and spacers.
Electrical current is transmitted to the electromagnets in conduits inside the output shaft canals. Only one side at a time of the electromagnet is energized “positive” and therefore attracts only one gear-plate. Bonding between the electromagnet and the adjacent gear is achieved by strong magnetic forces attracting the adjacent sliding gear-plate and also by energizing the rheological fluid and/or magnetizable fluid between the electromagnet and the gear-plate from liquid to solid which cause friction between the magnet and the gear-plate.
Transmission type
2
uses various electromagnetic clutches. In this type of transmission the input shaft is connected to the engine crankshaft by an electromagnetic friction clutch or an electromagnet ferrous powder clutch. Each side of a module on the output shaft also has an electromagnetic clutch with a synchronization mechanism. Bonding between the electromagnet and the adjacent gear-plate is achieved during and after the gear is synchronized with its adjacent electromagnet, while at the same time the electromagnet pulls the gear-plate toward itself.
Simple manual, semi-manual or automatic gear selectors are claimed that direct electric current to the various electromagnets. Various electromagnets can be used in combination with each other or individually.
The advantages of these inventions are as follows:
1. There is no need to mesh gears.
2. There is no need for a torque converter.
3. There is no need for a high pressure oil pump or hydraulic cylinders to activate clutches.
4. There is no need for a valve box and valves to distribute fluids.
5. There is no need for an intermediate servo.
6. There is no need for sophisticated computers.
7. There is no need for a modulator.
8. There is no need for a governor.
9. There is no need for an extension housing.
10. There is no need for epicyclic gears.
11. A substantial number of gears can be added or removed with very minor changes.
12. The gear ratio can be unlimited.
13. The number of parts are substantially reduced by more than 80%.
14. The time to assemble or disassemble the transmission can be cut by more than 90%.
15. Very few tools are needed to assemble these transmissions.
16. The cost for building this transmission can be cut by more than 80%, when compared to conventional automobile transmissions.
REFERENCES:
patent: 5626056 (1997-05-01), Owens
Sutton Ezra
Wright Dirk
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