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MXPA01013015A - Device to start and transmit the driving motor potency of automotive vehicles. - Google Patents

Device to start and transmit the driving motor potency of automotive vehicles.

Info

Publication number
MXPA01013015A
MXPA01013015A MXPA01013015A MXPA01013015A MXPA01013015A MX PA01013015 A MXPA01013015 A MX PA01013015A MX PA01013015 A MXPA01013015 A MX PA01013015A MX PA01013015 A MXPA01013015 A MX PA01013015A MX PA01013015 A MXPA01013015 A MX PA01013015A
Authority
MX
Mexico
Prior art keywords
vehicle
motor
electric motor
power
gearbox
Prior art date
Application number
MXPA01013015A
Other languages
Spanish (es)
Inventor
Vargas Eduardo Ayala
Original Assignee
Vargas Eduardo Ayala
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Vargas Eduardo Ayala filed Critical Vargas Eduardo Ayala
Priority to MXPA01013015A priority Critical patent/MXPA01013015A/en
Priority to PCT/MX2001/000092 priority patent/WO2003051661A1/en
Priority to AU2002219703A priority patent/AU2002219703A1/en
Publication of MXPA01013015A publication Critical patent/MXPA01013015A/en

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/48—Parallel type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N11/00—Starting of engines by means of electric motors
    • F02N11/04—Starting of engines by means of electric motors the motors being associated with current generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
    • B60K2006/268—Electric drive motor starts the engine, i.e. used as starter motor
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • General Engineering & Computer Science (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)

Abstract

The present discloses an electromechanical device that gathers the functions for the start of a thermal motor starter of automotive vehicles, and which transmits the developed potency by said motor to the vehicle motive axle. This device propels the vehicle from start motion to a speed of 40 to 50 KPH by means of an electric motor which is part of the vehicle, and then the propulsion is done by the vehicle internal combustion motor itself; on the other hand, during this propulsion phase the internal combustion motor also reloads continuously the battery bank that energize the electric motor. But the main advantage consists in its thermal motor which remains completely motionless during all the time the vehicle is not propelled, this means that it is stopped and started automatically as required, which also translates an important fuel consumption reduction and therefore, also a reduction of gases emission highly harmful for human health.

Description

DEVICE TO START AND TRANSMIT THE POWER OF THE PROPULSOR MOTOR OF AUTOMOTIVE VEHICLES BACKGROUND Currently to start the internal combustion engines used for the propulsion of automotive vehicles requires an auxiliary system (gear) consisting of an electric motor powered by the vehicle battery that is momentarily connected by means of a gear train to start the rotation of the crankshaft of the thermal engine, which will keep rotating constantly during the whole day of operation of the vehicle, even though the thermal engine is not developing power for the propulsion of the vehicle.
On the other hand, to be able to transmit the power developed by the thermal engine to the propulsion shaft of the vehicle with the torque (torque) closest to the tractive effort required to overcome the resistance to movement that the vehicle presents and that is due to : the increase in speed during the acceleration period, the ascent of slopes, etc. it requires a gear train with three or more changes between gear ratios that are made in a progressive and regressive (gearbox) that can be manually or automatically operated.
Due to the aforementioned, it clearly shows the need to be able to have some device that is capable of stopping completely (stop) the operation of the internal combustion engine during all the time when they are not developing power for the propulsion of their vehicles and again to start them again, which can significantly reduce the excessive consumption of petroleum-based fuels and therefore also reduce the strong and severe emission of highly toxic products to the atmosphere that are a consequence of the imperfect combustion that is greater when they are operating without developing power during the periods between the end of each work cycle and that remain idle while waiting for the start of the next cycle, such as when it is difficult to drive in urban traffic.
Having found a way to harmonically combine the starting process of the engine with that of the power transmission and also to keep the internal combustion engine running for as long as it is not supplying power, the starting device has been developed and power transmission that is described in this application in order to protect it by patent.
DESCRIPTION OF THE INVENTION The characteristic details of this novel device for starting and power transmission in automotive vehicles is clearly shown in the following description with the help of the accompanying drawings as an illustration of that using the same reference signs to indicate the same parts in all the figures that are: Figure 1 is a diagram showing the longitudinal section of the general assembly of the starting and power transmission device that at its front end is fixed to the rear end of the friction clutch housing belonging to the vehicle, in replacement of the housing of the gearbox of manual operation; In this diagram the contour corresponding to the elements of the vehicle that will continue to be used is shown with broken lines, such as: the internal combustion engine with its respective friction clutch, the alternator and rectifier for the control circuits, lighting, charge of batteries, the voltage regulator, the battery and the articulated axle (cardan) that connects the gearbox with the differential (not shown); of said cardan only a section of its front end is shown.
Figure 2 is a typical diagram of the behavior in the operation showing the tensile or propulsion effort developed by a compact car with a weight of the order of nine hundred fifty to one thousand one hundred kilograms, provided with a gearbox with four changes; curves a-b, c-d, e-f and g-h; In this diagram we have added the jk curve, which corresponds to the tensile stress, that the car can develop driven by an electric motor of 30 HP from the speed of 0 kph to the speed in which both the tensile force developed by the motor of internal combustion and electric are equal, as shown by the letter "k" in the curve gh corresponding to the fourth change, which is the only one used.
Figure 3 is a typical diagram showing how to easily incorporate the starting and power transmission device in vehicles with the internal combustion engine installed in the front end and the propulsion in the rear axle without having to remove the box of change of speeds.
With reference to said figures, in figure 1, it can be seen that the assembly formed by the internal combustion engine of the vehicle (No. 5) with the friction clutch housing (No. 6) are fixed to the front end of the stator (No. 7) of the electric motor (No. 21) corresponding to the starting and power transmission device, while the friction disk (No. 9) of the clutch (No. 12) of the vehicle is fixed to the front end of the vehicle. shaft of the armature (No. 22) of the electric motor (No. 21) which at its rear end is fixed to the flange (No. 45) to connect with the flange (No. 46) of the front end of the cardan shaft (No. 38), which at its rear end (not shown) is connected to the axle of the vehicle differential, ie this starter and power transmission device is installed in the place corresponding to the manually operated gearbox that has been suppressed.
On the other hand, the speed control system of the vehicle is constituted by the accelerator pedal (No. 15) that operates the diaphragm of the acceleration valve (No. 13) by means of the bar (No. 37) and the cable (No. 17) that after passing through the pulleys (No. 18) is connected and drives the actuator arm (No. 16) of the diaphragm (No. 13) and the metering mechanism of the central fuel injector not shown. The bar (No. 37) is also connected to the auxiliary bar (No. 37A) to drive the rotary brush of the potentiometer (No. 30) to vary the rotation speed of the electric propulsion motor (No. 21) by means of the electronic speed control (No. 33), however the form of propulsion either by means of the electric motor (No. 21) or by means of the internal combustion engine (No. 5) or both motors simultaneously is determined by the speed rotation of the tachometer rotor or encoder (No. 27) that is propelled by the gear train (No. 47A) and (No. 47) which is driven by the armature shaft of the electric motor (No. 21), that is, the speed of rotation of the tachometer or encoder is proportional to the speed of rotation of the rear axle and the tires of the vehicle which determines the form of propulsion.
The change of direction of the vehicle is carried out by means of the running inverter (No. 34) consisting of a two-pole double-pole contactor (DPDT) that is operated by the solenoid (No. 35) for forward travel and the solenoid (No. 36) for reverse or reverse, which are energized by the monopolar double-throw switch (SPDT) that is operated by the inverter lever (No. 32) at the will of the driver of the vehicle.
Another characteristic characteristic of this device for starting and transmitting power is dynamic or rheostatic entanglement, which consists in the conversion of the kinetic energy produced by the rotation of the rear tires of the vehicle that is transformed into electricity by the propulsion motor (No. 21) converted into a generator during the braking process, said electrical energy is dissipated in the form of heat by the resistor (No. 39) which is connected in series with the engine (No. 21) when the vehicle's driver manually closes the switch (No. 44) to energize the braking contactor solenoid (No. 40) to close the dynamic braking circuit between the electric motor (No. 21) and the braking resistor (No. 39) through its power interconnection ab.
ELECTRICAL SYSTEM The electrical system is constituted by two independent circuits that are: a) a circuit of low voltage (12 volts CD) own vehicle which in figure 1, is summarized by the alternator (No. 10) to recharge the battery (No. 14), the voltage regulator with the current rectifier (No. 11) and the battery (No. 14); This circuit is used to power the control and lighting devices. b) a direct current floating circuit with sufficient voltage and capacity to keep the electric motor (No. 21) running for at least one hour; This circuit basically consists of a battery bank (No. 31) that are constantly recharged by the alternator (No. 28) and the rectifier (No. 29) to keep them in float state when the car operates at speeds higher than that of electric propulsion; this battery bank also supplies power through the thermostat (No. 42) to feed the preheating resistance (No. 49) of the cooling water of the internal combustion engine (No. 5), the motor of the circulation pump hot water (No. 50) and the warning lamp for the internal combustion engine (No. 5) cold, when the car is not running and the water temperature has dropped below the minimum admissible temperature for the operation of said Internal combustion engine.
SEQUENCE OF OPERATION AND CHANGES In figure 2, which is the typical operation diagram of a compact car with a weight of the order of 950 to 1, 100 Kg, in which the JK curve has been added corresponding to the tensile stress that This car can develop if it is propelled by an electric motor of only 30 HP from the start up to the speed in which both the tensile force with the internal combustion engine (No. 5) and the electric motor (No. 21) are equal, as indicated by the point "K" in the curve gh of this figure, the maneuvers to start the movement of the car are the following: First, the key of the master control switch (No. 24) must be activated and the shift lever of the inverter running direction (No. 32) moved to the required direction of travel to energize the solenoid (No. 35), if the gear is going to be forward, or the solenoid (No. 36) if the gear is going to be in reverse, secondly, you must press the accelerator pedal (No. 15) in order that the potentiometer (No. 30) operate the electronic speed control (No. 33) to supply the necessary electrical current to the motor (No. 21) and can respond to the degree of acceleration desired by the driver of the car; in this way the propulsion of the car is only electric from the start until reaching the speed indicated by point "g" of the curve gh, which corresponds to the fourth change (fourth speed), when the car arrives at the speed indicated by the point "g", the tachometer or the encoder (No. 27) emits an electrical signal to its control panel (No. 27A) so that it opens its interconnection ab and deactivates the electro pneumatic valve (No. 23) to suspend the flow of compressed air to the piston (No. 20) and the spring (No. 26) can push the bifurcated end of the lever (No. 19) and the clutch disc (No. 9) until it is stopped by the progressive impact and modulated against the rear face of the flywheel (No. 8), which is fixed to the crankshaft of the internal combustion engine (No. 5), and as it is simultaneously also closed from the interconnection ab, previously mentioned, the ignition coil is energized (No. 25) and taking into consideration that with the ierre of the friction disc (No. 9) against the steering wheel (No. 8) started the rotation of the crankshaft, the internal combustion engine (No. 5) starts to work but only between the point "g" and the point "h" which is the speed range of operation, corresponding to the operation in the fourth change (fourth speed).
It is convenient to mention that from point "g" to point "k" the car is propelled both by the internal combustion engine (No. 5) and also by the electric motor (No. 21) simultaneously, but the power supplied by said electric motor does not flow through the friction clutch assembly (No. 12).
When the car reaches the speed indicated by point "k" the tachometer or the encoder (No. 27) will emit a new signal to its control panel (No. 27A) so that it opens its interconnection of and the panel (No. ) speed control of the electric motor (No. 21) does not continue to supply electric power for the propulsion of the car; from this speed and up to the maximum indicated by the letter "h" the power for the propulsion will be supplied only by the internal combustion engine (No. 5) in exactly the same way as in the current cars, also the puhto " k "is the preset theoretical speed at which the change from the third to the fourth speed should be made in a car like those currently in use. On the other hand, during the deceleration process of the automobile, the sequence of changes described above is carried out in reverse.
The main merit of a vehicle equipped with the starting and power transmission device described above is that when it operates at speeds higher than that of point "k" the alternator (No. 28) that is driven by the engine of internal combustion (No. 5) recharges the battery bank (No. 31) which is very useful because on the one hand it reduces its size, weight and capacity, and on the other hand the batteries of the battery bank (No 31) are kept in a floating state, which considerably increases their life (useful life).
So far, only the form for the installation of said starting device and transmission of power in the place corresponding to the transmission or gearbox of the vehicle is described, but it is also possible to obtain exactly the same result without having to delete the box of power. speed changes as shown schematically in figure 3.
In this case, between the flanges (No. 45 and 46) that connect the gearbox (A) of the vehicle with the gimbal (No. 38) must be installed gear (No. 54) that is permanently connected to the gear (No. 55) which is driven by the disc (No. 56) when the pneumatic piston (No. 57) drives the bifurcated lever (No. 58) to establish contact between the disc (No. 56) and the disc (No. 56A) which is fixed to the axis of the electric motor (No. 21); when the car reaches the speed corresponding to point "k". The gear train constituted by the gears (No. 45 and 46) act and are lubricated inside the closed box (No. 59), on the other hand the axis of the tachometer or the encoder (No. 27) is coupled to the axis of the gear (No. 55). With this alternative, the only modification that must be made to the gearbox of the vehicle is to block and permanently interconnect the gears corresponding to the fourth gear change.
Due to everything mentioned in the previous description of this application it can be affirmed that at present no device is known that is capable of: Start the internal combustion engine used for the propulsion of automotive vehicles and also be able to transmit the power developed by said internal combustion engine to the drive shaft of the vehicle with the torque closest to that required to overcome the resistance to movement of the vehicle. That is, both functions are performed by the same device.

Claims (3)

Having sufficiently described this invention that considers as a novelty, claim as my exclusive property contained in the following clauses:
1. A device for starting and transmitting the power of the motor vehicle propeller that is installed in place and in place occupied by the gearbox of the vehicle, said device is characterized by: that includes an electric motor whose rotor has an axis that at one end is coupled with the clutch of the vehicle and at the other end is coupled on one side with the flange of the cardan shaft that at its other end is connected to the differential, and on the other hand said gimbal is also coupled with a gear train that drives the rotor shaft of a tachometer or encoder that is electrically connected to a control board and with a rheostat that is connected to a device for regulating the speed of rotation of said electric motor which is connected and energized by a bank of batteries independent of the vehicle's own battery.
2. A device for starting and transmitting the power of the propulsion engine of automotive vehicles as described in clause 1, characterized by: that it is additionally installed to the gearbox of the vehicle and interconnected with this gearbox by means of a gear train or a chain of links or a toothed belt; in this case said gearbox is permanently interconnected with some of the gear ratios corresponding to the changes of speeds.
3. A device for starting and transmitting the power of the propeller motor of automotive vehicles as described in clause 1, characterized in that said electric motor is connected and energized by the same battery bank that energizes all other control circuits and of vehicle lighting. A device for starting and transmitting the power of the propulsion engine of automotive vehicles as described in clause 2, characterized by: that said electric motor is connected and energized by the same battery bank that energizes all other control and lighting circuits vehicle.
MXPA01013015A 2001-12-17 2001-12-17 Device to start and transmit the driving motor potency of automotive vehicles. MXPA01013015A (en)

Priority Applications (3)

Application Number Priority Date Filing Date Title
MXPA01013015A MXPA01013015A (en) 2001-12-17 2001-12-17 Device to start and transmit the driving motor potency of automotive vehicles.
PCT/MX2001/000092 WO2003051661A1 (en) 2001-12-17 2001-12-18 Device for starting up the propulsion engine of a motor vehicle and transmitting the power from same
AU2002219703A AU2002219703A1 (en) 2001-12-17 2001-12-18 Device for starting up the propulsion engine of a motor vehicle and transmitting the power from same

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
MXPA01013015A MXPA01013015A (en) 2001-12-17 2001-12-17 Device to start and transmit the driving motor potency of automotive vehicles.

Publications (1)

Publication Number Publication Date
MXPA01013015A true MXPA01013015A (en) 2003-06-25

Family

ID=34075035

Family Applications (1)

Application Number Title Priority Date Filing Date
MXPA01013015A MXPA01013015A (en) 2001-12-17 2001-12-17 Device to start and transmit the driving motor potency of automotive vehicles.

Country Status (3)

Country Link
AU (1) AU2002219703A1 (en)
MX (1) MXPA01013015A (en)
WO (1) WO2003051661A1 (en)

Family Cites Families (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB393311A (en) * 1931-11-25 1933-05-25 Armstrong Whitworth Co Eng An improved engine electric transmission system for vehicles
DE2133485A1 (en) * 1971-07-06 1973-01-25 Bosch Gmbh Robert MOTOR VEHICLE WITH A HYBRID DRIVE
DE2943519A1 (en) * 1979-10-27 1981-05-07 Volkswagenwerk Ag DRIVE FOR A VEHICLE WITH AN INTERNAL COMBUSTION ENGINE AND AN ELECTRIC MOTOR
FR2746352B1 (en) * 1996-03-22 1998-05-29 Paganelli Gino ELECTRIC MOTOR VEHICLE WITH BACK-UP HEAT MOTOR

Also Published As

Publication number Publication date
WO2003051661A1 (en) 2003-06-26
WO2003051661B1 (en) 2004-04-08
AU2002219703A1 (en) 2003-06-30

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