I
,"i United States Patent
lllil ililil
()-r) vEHtcL!.
KI_\DI'IC E\ERG! U1'ILIZ-{I'IO-\
TRA\S}flSSTON SYSTE}T
(*
)
Jr,, Delra-v Beach. FL (US)
Subjecr ro any disclainer. the tem ofthis
patctt is cxti:nded or adjtstcd rtnder -35
Notice
lJ.S.C. t5.+(b)
(21)
,4,pp1.
(22)
Filed
l-.-v
0 days.
2010i0193273.{l
(51
t
-LLrg. 5. 2010
Pmvisional application No.611149.077. filed on Feb.
2.2449.
Int. CI.
(52)
i58)
B60K 6il0
U.S.
(2006.01)
Cl.
..
.
180/16s
!-ield of Classification Search .........,,....... iB0;'165.
180i6i.i1. _i-+.1.60
Scc application filc for complu'tc scarch historv.
References Cited
f,<6t
U.S. P.{1 EN'f DOCUMEN]
2.1 1E..<EJ
3.6i ).244
4.i81.941
4.:8-j,505
4.615.8 23
A+
5
S
l9ls (hihun ...........
.\ +
6ta-l
*
\asi]'tis
us 7,931,rc7
UI
Bl
Bl
* cited
b."-
B2
Apr.26,2011
* 8 3005 llooth. .lr. . . .. .... ..... ... 1';6 4
+ l l 2005 Berbari ........... ...... ... , 180 t65
+ 6'1009 Hu
..... . .. 1S0 165
exauriler
P ri n art, F) tu n i ne r ---.1. .{llcn Shriver'l I
.4ss;stdnt Ex.tntiner
Jaures Tril:gs
Stuart lvl. Goldsteiu
{74) ,4ttornet. .{gent, or Finn
t
r
.\BSTR{C:'T
The kinetic energl' utilizationlransmission s-vstenr is installed
on a vehicle having a primi-- movcr. a chassis rvith lclr w'hccl
suspensior.r system. a gcirr diftbrential and opposilg pinron
inpur shafts. lateral rvheel drire axles, drive rvheels. ancl braking mechanisn:. The sl,stcrn irrcludes a torqte nodulator eonfigured firr engagement alld disengagement 14.ith an overdrive
Jan. 30, 201{)
Related U.S, Application Data
{60)
6.9-i-s.987
6.962.113
?.540,346
{57j
Prior Putrlication Data
US
us0079i 1 10782
-
No.: 12/657,912
i6_-i )
iltil llilr lllil llllt ililil1il illilIilI illlll ilil 1ilililr
(rot Patent No.:
t+rr Date of Patent:
Jones, Jr.
i76) Inr.entor: John,Ionel
til
4:<
.....,.....
166
47i
3-i
I l93l Kcrnper ........... .-....... t80 165
\
.\ + 4 1936 Franketal. ...... ,... lll19sF
*
\
12 1936 Frml .............. ........ tE0 165
gear transmission operabll' connected to a flyu'heel or fl-1-'rvheel svstenr. Lipon application of the braking lrechamsm.
the vehicle decelerates. the resultant vehicle generated kinetic
e'nerg_v." beilg trarsnitted to the Hr,rrheel via the modulatt-rr
and overdril,e fransmission. whichmultiplies the rotation. i.e.
input RPIVl's. receir.ed tirur the modulator. In so iloing. the
overilrive transmission mlrxinizcs available braking ellbct.
,\s the vehicle is decelerated by tlie tr.-rnsler of energy' to rhe
fl1"N.[reel. the loss of speed is colupensated 1br by the propr-.rtionallf increasins torque demand throngh dre modulator
rvhich. il conir.urction ivith the step-up from lhe overdrive'
lralsntission. enables the continuatii.rn oI fly'rvheel accelerastor:rgc. This stored cncrgv is transmittcd
tion arrd thi.rs
"-ncrev
back tluough the s;-stcm to thc drivc rvhecls. The overdrivc
transmission also acts as a step-do1vn lransmissii-ru rvhen
kiletic energy
is
ilrarvutromthe H-vrvheel
tr-r
pnrvitlepowerIo
accele'rate the vefu cle.
8 Cllaims,2
Dra*'ing Shects
us
7,931,107 82
2
\.ETII(]I,E KI\E'TT(' E\ERGY UT'ILIZ.{TTO\
TIT.I\S}TISSTO\ SYSTF]U
This appiication clair.ns rhe benefit oi parent rpplicatirrrl
Ser. Ntr. 61, i-i!).077 liled r-.1 Feb. j.1009.
be inrerscl;- proportiorial to tlut lvluch is lo>i b-v thc'lr'hicle.
For this lo be accon-iplishecl. as ihe speed o Ithe energl source
decreases. sorre lrartsmission ne'chanism has to trrnctitlu lo
i
crtutirlr.rl)uslv increase rhe input speed to the tlvwheel. even
tht)LLqh the source spei-d coutiltues tri decrease.
This conr.rn-
tlnrm also exists rvhcn the t11'r.vireel becr-.mes the pow er source
FIET,D OF IHEI IN\ENTION
iurd its speed is draining ofl rvhile con\:efiitls its kiuetic
energ]' iutr) acceleration olthe vehicle. Jn this case as rvell. ihe
The present inr ention relates to alt etficieni. intrlitel,v r urivehicle is speeding up while the roraiilrn r'i.f tire ff1'u.heel
i']
ablL- trrnsmission s)-st.'rn for the canture. clrnseri,iltiott. an(J
decreases. Siinilari;'. a transrnission rnechanisrn must be
rc-Lltil i /ati',n \rf $ ;r5te kinetic energr'.
empkrled in this Fhase r:f the operatit-rn Rr. in el]ect. convert
a deceleraiing iiurctitu into an accelerating furLction,
B-\CK(;FJ)[.ND Ot- TI'IE IN-"ENTION
-[ir
accontplish tlrc.sc objectivcs. thc s]stem olthc pre-scnt
inve.utit-.n is tcr be installe'cl on a vehicle h:u'ins rut electnc or
1i
ri.heele-d
vehicl.'s
lvlotorized wound bascd
capahle of sutrhie-l puu'erprirte mot'er. a chassis with iorrrx.heel ir.lsFensir.,tl
stanliJl |e|rcih- accumLrlate sig:rihcant- !'sscrltialiv linear.
-fhe
s)'stem. a gear diI-i-erential rvith opposing pinion iripr.rt shalts.
kiletic r'nergl ditrirg their opcraiion.
achieveneni rt lthis
l:rtcml whccl drive :xlcs. drive w,hcc.ls. ancl braking mccirirkinetic energv requires the erpendilure of comparativeiv
nisur. The sy stem inclrtdes a torque mrldulator configtrred lirr
energ].
rurits
ol
hrel
in
order
to
overcome
inertial
-sreater
I'orces *h.ich tend to restrain the' mass oi'the uehicle. Ccn- l{ engagenlerlt anil disengagernent n iih an or,ercirive gear lralsmissir)n tiperabll'connected tt-. a lightweight l11.rvheel t:r fly,verselli the rittained energv clthe urass-r'elocih is lotalh iost
$:heel s)'stem. Upon initiatiotr ol the hraking c1'cle. thc
te the heat ,:,1' brai<ing :urd trthc'r uruecoverable retardaut
.;ehrcle deceler:ates b1. the' resulhllt vehicle gcner:rte.J kincric
lorc:cs in eaqh veloci!v deceleration c1'cle,
(iapture r:l linear kinetic euergv resultins li'oru deceler:renerg;' being transmitted l.r the [l]'iiheei Via the modulator
tion sources. b1' trse ol absorbed flvrvheel energl'. has beeu
and r'r.,'erdrive trnnsrnissi('n. \rhich mrrltiplies thL. rl)t{rtiol. i.e.
attempted rvith lirnited success. fhere have- been svstems
inpr,rt RPNI's- rr-cciv'cd liom thc n]odulaior. [n so doinq. thc
rvhicir attempt to ol:ercome the prt-rblems ol utilizing a rl orki.rvcrilrir.e transnrission tlarimizcs availatrle braking elfect.
able tllavheel energ-v conser.latir-rn svstenl by fhL'introductirirr
.\s the ve'hicle is dec;eleratecl bv t.he transt'er ttf energ!'to ihe
rr f u turiiruous l)' l aria ble-ratio transmissio[s fu ttr] thL' pc]$er
flr.rvireel. the loss o1'speed. or RPlvl's. is compensated lor bv
tlo* path. !f irile norking nodcls cxist olsucir sl stcms. t.hc-v
thi,' plopottiouallv increasing torclue deurand tluaug.h the
have- stt.crc limitaticns as to sizc. drag. e1licie-1c1. durability.
modulato. rvhich. in cclniunction rrith the step-up lit-.m the'
and complexiry-. That such transurissierns are needed is predioverdrive triursmissii-rn. cnables tire contiuuatirrn o t' li_vri.heei
cated upolr the iact that in either Flrrrier flo$' direction. the
acceleration and rhLrs eilerg)- siorulle. Iit the retun c1'cle. ihis
sr-rttrce of etterg: is caLISed tr-r lttse speecl as it transters euergl
storecl crlcrgv is transrnitted back tluough the sy'siem to the
to ihe r-rppr)sing br--d-v. either rire flvrvheei trr \iehicle ol lir.e r.i drive *lreels. The overdrive transmissiL)n alst-r acts as a sie!]lehicle- tLl the fl.vrvheel. In order to rvork. tlte systeitl rnusl
douir transmissirrn rrhett kinetic ene-ru1 is dra*n tiom ihe
o\''ercome tiris ph1'sic:rl rc-alin,. that is ir first mass trirr.elins at
fl,lrlheel tr) provide pc'$er tr) accelerate the rehicle.
-l-ire
al inirial veloci$'. l'irile beinrz drained of energl' and thrrs
nor.el ieatrrres rvhich iLre considered as chamcterisLic
-Ihis
slonirrg. urust conlinue IL) accelerrte a secr.rlt1 mirss.
rrf the invention are set tbrrh in paniculff in the appended
result mLrst be accr-.mplished ivhile the mass relociq ol the 4i, c1:rims.'I-he irtr'.'ntion. itsell. horvever. bt-.th as to its design.
tlrst nrass. ihe ve]rie,le. is beiug Liset.i ttl accelenric ihe secold
crlllstrirctioll zurd use. ttrgeiher $'ith adclititrnal leatLrres irnd
nlass. the t1.,,* hc'el. and .r')nverselv while the nass vc-lociiv 0l'
ad\.artasc:i thcrctli-. are hcst Llndcrst(-rod uporl rcvicw Lli thc
the flf ivl:eel is treins usert to accelerate the',eliicie.
Jillr'rrving dctailed description rvith ri-'Lrrcncc to thc acct'nrpan)'ing drarvings.
-]i
SlJlvt-\L\RY Ot l I llr lN\ LN I ION
BRIL,F DESCRI])TION OF TIIE DR.\IVINGS
It is thus the ob-ject ot tir'- present inr "-ntitrlr t(r FrLrvide ir
svstem rvhich elables the conversion of linear kinetic cnerqy
FICi. I is ;r basic. schs-rnatic rcprc-scnlation o fthc slstcrrr of
ol a velicle irrto nr{.ational krnetic enery1' lbr slnrrt period
the preserll invention incorporated inar a veiricle rsith ur
storase: ald the rL'capnlre ol much of tlis energy bl its :,, cngir re and L-('n\,cnt io rr;ll trlnsrn issir' n.
recr-rNJersion back ilto linear velc.cin of the veliicie. With
[:lli. 2 shou's the torque rr- odnlaior-overdr-ive tri]nsnlissioil
l'espect to automoti\e applications. lhis system is applicable
flr.rvheel c{-)n1p(tnents oi tlte present inl er)Ii(ra. in partial
to I'lorrt r.vheel. rear wheel. tirur wheel. and all w'heel drive
cross-secti()11.
svslerls.
I\,It-.rc specitically. thc ub-jcctive olthc sl.stcm of tbe prcsent 5-;
DEI-{LED DI:SCRIPI ION OF TFIE INVENnON
irn.cntir.rn is to first ctlicicntly absorb kinctic eue-rg1' fiom an
The kinetic elle€:. utilizatir)lr rrlnsmissi(rn )\'ster'n (rt the
alread.v nn'rvinq r,ehicle. presening tiri,; ..trerg;- rvhile tlre
vehicle is siorvecl or str-.pped- anrl tL-Len elficientlv le'tumins it
prcsent invention. schematicalh' represented ill IrI{i. l. is
to the vchicle [r]" causing it to reaccelemte. [n operation. ir.hen
readil;'adapiable to :l-r existing urotor vehicle tnrnsrnissirrn
this energ_r- is absorbed it becomes stt'rred in.t mass. hcre a 5,, slstem crrmprising prime movc'r (eugine) 2. conventional
gear-change transmissitlt and clutch 4. drive shafi rvith
ffvrvheel. 1,.-v causing tlie fllrvheel to accelerate in rotation.
'I
appropriate corulecficrns 6. dillbrertial pinion shatting ll. gear
here is realized in the initiating phase of the process less and
dil'lerential assc"mbl_v 10. drive axles 12 and 14 und clri'cn
less enersv in tbe tbrm of veltrcit)' remaining iu the urass ol
rvheels l6 and 18. Bi-dire'ctiolal clutch rvith reverse drire
the vehicle. as it is car.rsed to slo* lioLn irs initial velocin by
the tralsl'er oienergy lrtrm it to the corurected ilvrvh.'el. 55 lockup 20 is pmrided in tlie s.r'stem beirveeri drive shati 6 and
diili:reniial pinion shafting I to corltrol the rtrtational output
In acct-.rdance ivith the la* of consenaLir-rn of rnomenlutn.
of the prime rnt..ver 2. zrs described in ftlnher cletail hereinaf'the increase in ihc'kinetic energ,v of the llyrvheei is required to
us
7,931,147 B2
3
4
\-eiricle speed coutroi. i.e. accelerating and braking. is
represellted at 2l and 22 respectivell'. in FIG. l.
S;-stcm l cr.rmpdsss torquc modlilator 24 comccted lr gcar
ditli:rential assentbll' l0 bv mrrJLrlator dit'terential pinii-rrr
shaftins 26. Ol'erdrive tmnsurission 28 is connected to mtrdLrIator 24 via overdrive transulissil-ln shilli 30 and ultimately tr-r
il-vrvheci 32 r'ia flpvheel shalting 34 and 36. Bi-directitual
clutcir "18 intercorlrlects this shahing,
N,lodrrlator 2,1 is proviciecl tlr engage and disengage over'
drire Imnsntission 2ll and hence fl1'n'heel 32. Lrpon inpur
reseiled iiom braking mechanisrn 22. It is couteurplated th:rt
uoduiator 24 rvill bc a der.ice capable of iriJititell, slipping or
tluougJrputting nrtalional spee<l to shali 30. ^b exanrple o[
eSectir.el)'to speed. althou*eh the oveiddve transrnissiou pre-
tc-r'.
this t;-pe of rlevice is the drive selection unit clescribed in L.i.S.
Pat. Nrr. :.116.321 . -\s Jeen iu FIG. 2. nodulator 2-1 is basical11'art inductitu mechanisrl consistin.q of nvr- independent
co-axial burring rllorulted rr)tatirlg interlaced sections rr.hich
clpera{e on the principals r:f mag.netic inducti011. These tn,cr
elements. electromagnei nulti-poie rc'ttrr 25 and steel dnrni
amraturi-'rotor 27. arc separatcd by mt'rrurtin_u shaft br.anngs
29 and -11 $hich maiutain a constant air gap 33 bcn\!.ctl tlie
two eielnenti. l'here is no phvsical corlnectit'ln tretr.veert electrolrxsnet 25 and nrttrr 27. When current is appiied to the ct-.il
oi the electrrtrnagliel 25. lr prrlarized field is produccd. magnetical l"'- cerLrp l ing both e lerrents. tlle el ectrollagnet .rrrcl K-rtr)r
27. and causutg the rrtrtpui elentent tr) tLrfl in the same ilir-ecli\)r as the i[put shatt. t'.g. pinion shattirlg 26. the ct-.rure'ctiou
l3 ofrvirich goes to *'heels l6 and 18.
Outprlt torque exteucled olr the outpr.rt sirali is dependent olr
tlte stren_qth of the naEretic iield. rvhich is pn-rportionallv
cuntrolled bl rarl,ing tlte amoLrut olcurent applicd rr) elecirornagret 25. f hus trtll slip. zerL) torqlle rhrougiFut. tc- near
100o.'o tt'rrque. tiuoughput is variable in tirll,v controllable' infi-
nite.lv ld-justable increments. Importantll'. porver fio\\ is
revenible in that the torque nlput shali nrtrl' bc-corne the
torque outpr.rt sl-raft and the t(-.rque orrtput shaft mav cr)ncrurr-ntl)" bccolrlc the torquc inpr,ri shall. In this mauncr. mr:dulatt-.r 2.1 establish.-s a mc-chanical corn!-ction tbllou ing
receipt
b_u..
eleclrornirsnet 25
ol
an electrical signal. llpon
actuati()n olbraking mechanism 22 r*,hcn the drivertrf n.rt-.ior
r.ehicle steps r,-n the brake pedal). the eiectrical siglal is sent
to modrrlator 2.1 ivhicir calses it trt cornect or ensase shati 30
:rnil u I timatell' rx-erdi\€ tra nsmi s s iorr 2 8.
\\htle al electrically actuirted moduiator 2-{ is pret'erred. a
meciranicalll operaied device cirn also be r-rtilizexl- ln this
cirse. ;lctu:rting brake mechanisnr 22 will act against:r spring
or sinilar pressrre tll c[-rsc the lrvo norurallv separatc r(ridtable elements ivhich crrmprise mtrtiulirtor 2.1. thereb;- prci'iding elgagemert with sh:rft -31).
Shaft 30 is engaged bv nt'rdnlaior 24 li-.r rotation based on
the krnetic energy resulting lirrrn the deceleratiol of
thc'
vehicle. Orc-rddve tralsmission 28. tbrougli rhaft 30. is provided to impact rotational speed step-up inpul to flyrvheel 32
and a speed step-dorvn iransmission when drawing stored
kinr-tic enen-:1.' from thc fly'rvhcc'l to providL' turqu!' or po$;L-r tL')
zrcccleratc tltc vehiclc. Thus. overdrive tmusmission 28 acts as
an over-dri\.'e speed increaser lvhen porver tlt-:rvs lrtrm the
vehiclc t,-r i'lyr,heel J2 ald ir reduction-sear speecl redrrcer
rvhen prrrver flLrvs lr()m the flvw'heel tt-. the veliicle. In this
lnode. uptrn vehicle acce.leration vizr crrntrol 21. energ)'flows
to bi-directional clutch 2t). rvhich controls power output ol
prine
m01.er 2.
'lhe irpplication of variable torque to an or.erdrive trans-
rnissiuu lacilitates the achievement cf incre;rsed RPII to the
output shalting. fuis nrLrltipliecl I{P}l cal be used to siore
considcrable energg' in tirc attached fl-v-'"vheel. The df ivheel.
being rr'lativcll' lightrveight ald rninor in orass. c.rn be dd!err
sents il r]recliallical disadvantase to the s-vstem rvhen charuiug
;
t'r
thc tilthccl u,'ith cnergl'. On rhc uthcr hand. q,lrcn thc t-ncrg-v-.
flt'rrv is in the opposite dir.-ction. lhat is. tnrnr the fllriheei ar
the r eiricle. tire sLrbject olerdrive transr.nissiln olters signihcant mtrhaniciil ad\,anfase. enabling the accelerar'ion of the
velriclc aqJinsi ;t) silperiLrr ruasi.
lli-directir.nal clLrtch 38 permits lhe speed-up input enerlrl
to be absorbed b1' tlryteel 32 and also allou's it to be tral.ri-
mitled back throngli to trverdrive transmissitrn 28 to provide
torqLle L)r po*er to accelerate the vehicle.
In summarl. upt'rn application o1'braking urgchanisur 22.
the vehicle decelerates and thjs resuit:rnt vehicle gelerated
kinetic energ--v is transrniltecl tcl ll.vlvheel 32 r.ia torrlue contru I
L: b1.' modulatcr 2,1 and or erdrire transmissii,.n 28. q hich multiplies the rLriati(x1. i.e. input RPI\.I's. rerceivecl lion-i the mt-rdulator. ll so doiltg. r-.r'erdrive transmissi,u 28 nuxirr izes alailable enr-rgl absorption and brakilg elTect. fherelbre. as the
vehicle is deceleratec{ b1' the transler oienergl' tr-r flvu heel -?2.
llr thL- lLrss sf spccd. or RPVI's. is ccmpcnsaicd lirr b;- thc pr,rprrrtion:rIlf incrcrasing torquc demand tluc.ugh nodulator 2J
rrhich. in conjuuctittn u ith the step-lrp troni or,erdrir.e iransnission 28. enahles the continuation i'rlflr"rvheel acceleration
and thus enercv storage. I1ris stt-.rt'd rneref is tralsmitted
rj back tluousir the sy.sien to drive rvheels 16 anil 18. -\s:ut
aclciitirrnal benefit of svstern l. q'hen the iehicle is being
accelerated. i.e. bl, stepping on accelerator 21. enerqr stored
b1 ll1vhc"-l 32 is redrected. r'ia bi-directionll clutch 3ll. to
prol ide porrer tlr rrisisl prirne firor er 2.
trr For s;-stem l oi the present ilrvelltiorl t() rrork slrccesstirlll'.
prime lrrlver 2 rnusl liruclion indepe[deriLl1, to porver the
vehicle without interf'err-tce. clrag. t-rr loading by' other svitemj. tiut rnust also. if optionallr' elccted. tirnction cLallcurredall" \iith fl1*.heel 32 rvheu iile s).stem is in operation ro
t; acceleratethe vehiclc. Tiris sitltatiL-\u is addressed b,v bi-directional clr.rtcli 20 rvirich permits porver to flcil tL-. gear difli:rerti.ll asscmbly 10 lvhcr-r thc spccd of drivc shalt 6 orhcru is"csce.cds thc- spccd of diff'etcntial pinic.n shalting 8. ln othcr
rvords. bi-clirectir-.nal cir.rtclT 2{} is intencled to lock and thus
-!ii connect prinle lnover 2 and traulnissitrn ,l ttr ditl'erentiai
assellrbl), ltl tlrlousih shali I onlv when the trallsrrissilrrr i: iil
a lirntard drive gear and L-.nlv i\.hel ihe I1PNI of shati 6
erceerls that ol shati 8. l hus bi-directir-.nal clutch 20 lviil
:rttttrmai ical h di sctrtttinue the urec hanical pr)wer ctlnltLt ilLro
+j rvhener.cr shali I RPN{ eqirals r:rr exceeds that of shalt 6. l'his
pre!'enls shalt 6- trals[rissit,n 4. and prine mc.r'er 2 ticrr.
sapping kinetic etergr tiour tl1'r'heei 32.
In addition. Uv*lieel .12 is ellbctivell discomrected tir.rr:r
rnodulator dill'ereutial pinion siraliing 26 and modtrlator 2.1
j{r rrhen the urodlriator is nrmed otl-. lvleclianicaliv alil"or electronicallv sensed ard lriggered. this disc.rnnected staie resuhs
rvlrenever tire ctrmrected piniorr sirali speeds nratch or exceed
the speed (-1f modulator 2.1.
lvloreol'ei, fl;,uheel 32 ald its operatioilal cpillFollenis
i -; necd to hrncti o n *, i thc.ut intcrl'crclce irotn prime trrovcr 2 aod
its cr)mponents to cnablu- thc absorption anil stclrage of
elrergy. .\s previtrr-rsl1' stated. bi-directirrnal clutch 20 autorn:lticall-v severs thc rcmainder of the drive train svstern lit-rnr
prirue mover 2 *,henever tlre speecl of prirne mor.er shalt 6 is
6ri less thim t.he comecteil dillirential pinitx speed.
Flrq,heel 3? alsrr must operate rvithottt interlerence l'rom
prime mtrr,er 2 in older to indepeldenth. c'rr concnrrentiv rvork
in coniunction rrith thc- pdme mover to reenergize the- vehicle(Jlcre ag.air. bi-directiontrl clutch 20 allorvs prime tttor,'er 2 to
r: idle rvithtrut drag r.ln 0.vri heel 32 or. if porver is applied by the
r.ehicle oper:rtor. drive its dilferential pinitu in qoncert with
the [.vrr heel.
us
7,93
I,lA7 82
5
Prirne mlrver 2 ruList be irleveutijd tilrm oltering energl'
rr asting drag durilg r.ehicle deceleratiOn. rvhen tire maxinlun
l-.ossiblc cncr-u-'- is stu.rctl by thc flyrvhccl. Dillcri.'ntial pinion
shafting 8 is thu:r ciluse lc "tieervhc-el" u,ith respe'ct to prinre
:
mover 2. l-.r' bi-directional clutch 20l:rrndameltalll'. fll'u,l1c-el 32. in trrder tlr aitail reasonable
levels ot'enery]'storase- mirst be ercited tr.r ever ir-Lcreasntq
speed durur-u charuing. i.e. i.ehicle deceleriition. As previousb' described. q,hile the vehicle is being skrireci b;- the
ener!l)-transt'er to t-lvrvheel -12. the llvrvheel mnst be urade to t,r
inr,crseiv aL:celerilte to e\jer laster speeds. Alsrr as discussed.
this is acconrpiished b,v nodnlattrr 24 iicting tltrou-uh rrrerdrile transmission 28. Nlodul:rtor 24 inputs rclatiorral speed.
6
receiviLrg said decL'lL'ra{iori dara. lor erlgaging and r(-rtating the shaiiilg and li-rr producing zero lirll slip torque
tluougiprit to substantiall-v 100% mrquc tlxoughput trr
the shatiins in conlrollzrhle infinitely' :rdjustable incre-
rnJnts. said r11()(iulating nreans cornprising dria I rotatable
elertrents separated bv tr catrstantl! maintained irrr gap
i.rtich separates the elemenls. sai(l retatable elements
receivilg said clata ald causing the ellgagemert and
rotation of tire shalling frrrm saicl zero hril sirp torque
tlrruughput to said l(X-)9'i, torque tlrrtrr"rghput: and
or!'rdrive tlansmission m.'arts connected to the uroduliilllB
rueaus tlrough said shaliing tir providing the absorptiou und storage olkinetic eleruy' 1o ihe t'11.wheel rne:rns
-fhe
b1. rotaticinal speed step-up to an :rcc!'leralion of the
R.PIvI. to overdrivc transrnission 28.
resulting or-rtptii
Ilpvheel means. u,hereb]'the accelerated rotation ofthe
spc'ed is the product of the percentage ol RP\I tluor-rgJrput of t r
tl1'r.r'heel tneans is transrnirted as anplified torque to the
rnodulatLrr 24. tirtres the up-gearing ratio of L,.r'erdri"'e transgear <litTerential as auxiliar-r'pLr\ler to rr'-accelerate the
missicn 28. -\s al exanple. if'modtrhtorpinion shatiins. 26 is
vehicle.
nrrning at 500 RPlvl's and modulatr:rr 24 is allo$ in-s a slippage
l.'fhe kinetic ener!+ ulilizatiun trirnjnliiii(rn slstenr irs irt
o1 5rj'%. ald the gear ratio is h1'potheticalll' 1:6. ther:e is a
potential rrf l50 tirncs 6 or I j00 IiPN'l into tirc fl1''r..hcul. to :r, claim l n hcrcin thc modulating nlcatis is clectricailv .rcnlatcd
u!r)n Cccclcrati(rn of thc veiriclcrvhich it is ct.rrurcctcrl in liuc htrther u.n. Nlodulatr-r 2d. as
-lh-'kinetie
ctrnceiled. is capatrle of trom 0'l'o to nominallv l00l.'o torque
3.
energv ulili/ali\'n tranimisiii.n j)stenr irs ill
claim l rvherein the mocitrlating nlearls is mechanicalll acruthrr.lrghput and is instzlntaireouslv :rnd continuonsll r.ariable
u'ith respect t{) fhis ciramcteristic. Thus. in this examp}e- the
ated Lrpon deceleration r-. f the vehicle.
.1. fhe kiDe.tie erlerg) uiili/uti{)lt tmnslllissi(-rrr sr stenr as irr.
r.-alized output to I11'*heei 32 can be rnodulated betlvecl [.t :i
claim l liLrther comprising clutctr meals for controlling lhcr
RPN{ aud a sir fold multiplicatitu oi tlie pinion shatring 26
rotational pt-.n er li'om the prime mover drive shatt ro the geirr
input speed.
ditlbrcntial.
.\s i11u.heel J2 carurt-.t inJtantaueousl-v respond to RPlvl
5. Tlre kiiretic cn!'r,J.i r.Ltililrtr\,n transr'Ilisiirl]:\sl.elli ils ill
input. uioduill.rr 24 seraes as l variable tlrrque tlriire tr:urstrlission te tl)'uhec'l 32. causing it to accelerate \ritholit the -rrr ciaigr ,l q.irerein the gpposinu rptating sfiafiLlg ctrmpris.-s
ilill-erential piniou sbaliing means tbr tnursmitting rotationilI
need l-irr ccn',eniitrnul gear rrr other such tlpe ratic churges.
'lherelttre. svstern is a cortli[Lttrusl"u- rariabl"'
pou er iitxn rhe cluich means tLr the'eea.r dillbrential. $'hereb)
I
ftttiit t1r1q1ls
drir.e trlnsmission. In t:peration. to ellbct the reslilts reqriirecl.
the clutch means allorvs rotational po\l,er to the gear dil'l'erils the source ipeed decreeses, mcdLrlator 2{ increases the
ential 'rhs'n fhe ()tatioral ;peed of the prinre lnoler drivc
percentage lorque rlrrt-rughpul tirerebl realiziI]g. via overdrive : : shati erceeds the rotaLional speed of the diflbrerrtial piruon
trattsmission 28. I continuous inrrrease L.1' resuliant ouipr.rt
shaliilg means. arrtl the clutch ureans disc{-)onects rot lti(rnal
pow r-r liom thc prime moscr drirc shalt rr-i the s!'ar dil'fbrcnspccd to flvrvliccl 32. and. nithin linuts. contrar.cmr.is thc
probleili. ofdcclirring i nput sourcc spcL'd. In a sitrilar contcrt.
tial rvhen the- rotational ipL-L-d of thc prilne nto\'!'r'shail is [L-ss
than the rotational speed ot'the ditierential pinion shatting
dunng cnergv trarlstbr$ hen the ! eh icle is being reaccelerated
and increasing in speed. fl1'rvheel .12 * ill be ksing sl-.eed. bnt i,r melltls.
6. Ilrc liinetic el)cr€T l.llilizilii,rrt trrrtsrtriiii,rn ;rslenr rrs iu
musl cL)lllirrrle tL) {.)t'ter frlerg!' tt'r the rehicle to htrdrer rccclclairl I wherein the opposing ()latinlz shalting conprises
erilte it. as previr-.usl1' .1escribecl,
overdrive transmission shafting me:urs ibr trans[ritting rL)taf'erlain fltxel lbairres and c{=lruponents of this irwe ntiru are
tional prlver tronl the nodulating means to the geiu'difGrendiscli--se'd il detail in ordc-r to lrake the iuvent.ir:n clear in at
ieirst one'lirrm the-retrt. Florver,er- it is to be clc'arly understilod -ri tial u,her the braking nrc'chanism is actuated urd the rehicle
cleceleraies.
that thg- irr.r.ntic.n as disclo'ed is utrt necessarilv limited to the
7. Tbe kinetic enelgl utilization transurissiorr 5\stcrrr us ur
e\acr li)rm and details as disclt-rsetl. silce it is apparrnt that.
claim 5 wherein tlie r-rpposing rotating sha.liilg conrFrises
r':rioLrs modillcati(ns :urd ch:rnges may bc made r^.iihottt
rrrerilrivc tmnsrnission shaliing meutrs lbr tmnsnlittirc rotaof the iur ention.
depurting liorn the
"pirit
'lhe
ii) tional porver l'rom the modnlaiing mears to the ge:r dilferelinventir-u claime'd is:
tial rvhen the clutch meuns cliscorulects rotatio[al pr.-.rver frc-r.u
l. .\ kinr'tic energy Lltilizrtion iransmission svitelrl fi)r
proviiling ar-rxiiiary prr\\:ril te a mottrr vehicle having a priue
the prime mover drive shaft ro the sear dif-erential.
8. 1 lre kinetic cner!+ rrtilizrlion iransnrissiol ststertt ris irt
mover rvith rotating drive shatt. a ge:u dill'erential rliih
cierim l rvhercin the irverdrive tmn-smissiorr means thrther
opposing shaltilg. and a breking urechanism. said svstem
ii providc5 tbr speed step-dorln tr:rnsinission r-rl itr)red kinctic
crrnrprisirrg.:
ercrs.'- ltonl the l1;- whecl fircans to provide rcaccele-ration t-rl'
flv*hccl means tbr 1hg n[sq-rrption and itoragc ol kinctic
the vehicleenerp' causcd bv lehicle decelemtion :
modulating means lirr receiving vehicle dtrelecrtilrn data
upr)n actui]ti(-.n ol the braking mecllanisru alld. nptln
U.S. Patent
Apr.26,2011
Sheet 1 of 2
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7,931,107 B?
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U.S. Patent
Apr.26,2011
Sheet 2
of2
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7.,931,107 82
3
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