1. A drive system of driving a drive shaft, said drive system comprising:
an internal combustion engine having a crankshaft as its output shaft;
a position holding module that is directly attached to the crankshaft of said internal combustion engine and applies either of an electromagnetic force and a mechanical force to hold the crankshaft at a preset rotational position; and
a stop control module that, in response to fulfillment of a predetermined stop condition, controls said internal combustion engine and said position holding module to stop said internal combustion engine while holding the crankshaft at the preset rotational position.
2. A drive system in accordance with claim 1, wherein said position holding module applies an electromagnetic attraction force to part of a counterweight attached to the crankshaft as an attraction target, so as to hold the crankshaft at the preset rotational position.
3. A drive system in accordance with claim 2, wherein said position holding module comprises an electromagnetic attraction unit that is positioned to stop and hold the crankshaft at the preset rotational position when the electromagnetic attraction force is applied to the attraction target.
4. A drive system in accordance with claim 3, wherein said stop control module controls the electromagnetic attraction unit of said position holding module to apply the electromagnetic attraction force to the attraction target at a specific alignment timing of the attraction target with the electromagnetic attraction unit after a rotation speed of the crankshaft becomes less than a predetermined revolution speed with a stop of operation of said internal combustion engine.
5. A drive system in accordance with claim 1, wherein said stop control module turns the crankshaft to the preset rotational position after a stop of rotation of the crankshaft.
6. A drive system in accordance with claim 5, wherein said position holding module comprises a motion conversion mechanism that converts a rotational motion of the crankshaft into a reciprocating motion of a reciprocating member with one end set at the preset rotational position of the crankshaft, and a shift mechanism that shifts and holds the reciprocating member to the one end of the reciprocating motion.
7. A drive system in accordance with claim 6, wherein the shift mechanism comprises an electromagnetic attraction unit that applies an electromagnetic attraction force to part of a counterweight attached to the crankshaft as an attraction target, so as to hold the crankshaft at the preset rotational position.
8. A drive system in accordance with claim 1, said drive system further comprising:
an electric braking module that is capable of braking the crankshaft or the output shaft of said internal combustion engine through input and output of electric power; and
an accumulator module that is capable of transmitting electric power to and from said electric braking module,
wherein said position holding module functions as a mechanical braking module to mechanically brake the output shaft of said internal combustion engine, and
said stop control module controls said internal combustion engine to stop operation of said internal combustion engine, while controlling said electric braking module and said mechanical braking module to stop rotation of said internal combustion engine.
9. A drive system in accordance with claim 8, wherein said stop control module controls said electric braking module and said mechanical braking module to stop the rotation of said internal combustion engine within an allowable range of a charge-discharge limit of said accumulator module.
10. A drive system in accordance with claim 8, wherein said electric braking module comprises a motor that is capable of generating electric power,
said drive system further comprising:
a three shaft-type power input output module that is linked to three shafts, that is, the output shaft of said internal combustion engine, a rotation shaft of said motor, and the drive shaft, where power input to and output from a residual one shaft is automatically determined according to powers input to and output from any two shafts among the three shafts; and
a drive shaft motor that is capable of inputting and outputting power from and to the drive shaft.
11. A drive system in accordance with claim 10, said drive system further comprising:
a power demand setting module that sets a power demand required to output the drive shaft,
wherein said stop control module controls said electric braking module, said drive shaft motor, and said mechanical braking module to output a power corresponding to the setting of the power demand to the drive shaft, while stopping the rotation of said internal combustion engine within an allowable range of a charge-discharge limit of said accumulator module.
12. A drive system in accordance with claim 11, wherein said stop control module sets a target driving force of said electric braking module and a target driving force of said drive shaft motor and executes a first control of controlling said electric braking module and said drive shaft motor to produce the respective target driving forces and thereby output the power corresponding to the setting of the power demand to the drive shaft while stopping the rotation of said internal combustion engine,
when the first control causes a sum of an electric power input to and output from said electric braking module and an electric power input to and output from said drive shaft motor to exceed the allowable range of the charge-discharge limit of said accumulator module, said stop control module setting the target driving force of said electric braking module, the target driving force of said drive shaft motor, and a target driving force of said mechanical braking module and executing a second control of controlling said electric braking module, said drive shaft motor, and said mechanical braking module, instead of the first control, to produce the respective target driving forces while keeping the sum of the electric powers within the allowable range of the charge-discharge limit of said accumulator module.
13. A drive system in accordance with claim 8, said drive system further comprising:
a drive shaft motor that is capable of inputting and outputting power from and to the drive shaft,
wherein said electric braking module comprises a pair rotor motor, which has a first rotor connected to the output shaft of said internal combustion engine and a second rotor connected to the drive shaft and relatively rotates the first rotor and the second rotor through electromagnetic interaction.
14. A drive system in accordance with claim 8, said drive system further comprising:
a revolution speed measurement module that measures a revolution speed of said internal combustion engine,
wherein said stop control module controls said electric braking module and said mechanical braking module to stop the rotation of said internal combustion engine, based on the measured revolution speed.
15. A drive system in accordance with claim 14, wherein said stop control module controls said electric braking module and said mechanical braking module to brake said internal combustion engine with at least a braking force of said mechanical braking module when the measured revolution speed of said internal combustion engine is not less than a predetermined level, while controlling said electric braking module and said mechanical braking module to brake said internal combustion engine with a braking force of said electric braking module when the measured revolution speed of said internal combustion engine is less than the predetermined level.
16. A drive system in accordance with claim 8, wherein said stop control module controls said electric braking module and said mechanical braking module to stop said internal combustion engine at a target stop position.
17. A drive system in accordance with claim 16, said drive system further comprising:
a rotational position detection module that detects a rotational position of said internal combustion engine,
wherein when the detected rotational position of said internal combustion engine is close to the target stop position, said stop control module controls said mechanical braking module to apply a braking force and stop said internal combustion engine at the target stop position.
18. A drive system in accordance with claim 17, wherein said electric braking module comprises a motor that is capable of generating electric power,
said drive system further comprising:
a three shaft-type power input output module that is linked to three shafts, that is, the output shaft of said internal combustion engine, a rotation shaft of said motor, and the drive shaft, where power input to and output from a residual one shaft is automatically determined according to powers input to and output from any two shafts among the three shafts; and
a drive shaft motor that is capable of inputting and outputting power from and to the drive shaft,
wherein said rotational position detection module detects the rotational position of said internal combustion engine, based on a rotational position of said motor and a rotational position of said drive shaft motor.
19. A drive system of driving a drive shaft, said drive system comprising:
an internal combustion engine having a crankshaft as its output shaft;
a magnetic field generation module that is arranged to generate a magnetic field of a preset magnetic polarity at a predetermined position of the crankshaft of said internal combustion engine toward an outer side of the crankshaft; and
a position holding module that utilizes a magnetic force produced by an interaction with the magnetic field generated by said magnetic field generation module to hold the crankshaft of said internal combustion engine at a preset rotational position.
20. A drive system in accordance with claim 19, wherein said magnetic field generation module comprises a permanent magnet that is attached to the crankshaft and is magnetized to have either an S magnetic polarity or an N magnetic polarity toward the outer side of the crankshaft, and
said position holding module comprises a permanent magnet that is arranged in a periphery of the crankshaft to locate the crankshaft at the preset rotational position when being practically aligned with the predetermined position of the crankshaft in the course of rotation of the crankshaft, and is magnetized to have a magnetic polarity opposite to the magnetic polarity of the facing permanent magnet of said magnetic field generation module.
21. A drive system in accordance with claim 19, wherein said magnetic field generation module comprises a permanent magnet that is attached to the crankshaft and is magnetized to have either an S magnetic polarity or an N magnetic polarity toward the outer side of the crankshaft, and
said position holding module comprises an electromagnet that is arranged in a periphery of the crankshaft to locate the crankshaft at the preset rotational position when being practically aligned with the predetermined position of the crankshaft in the course of rotation of the crankshaft, and is magnetized to have a magnetic polarity opposite to the magnetic polarity of the facing permanent magnet of said magnetic field generation module,
said drive system further comprising:
a power supply control module that starts a power supply to said position holding module in response to fulfillment of a predetermined stop condition to hold the crankshaft at the preset rotational position.
22. A drive system in accordance with claim 19, said drive system further comprising:
a stop position restriction module that utilizes the magnetic force produced by the interaction with the magnetic field generated by said magnetic field generation module to restrain the crankshaft from stopping at an angle of approximately 90 degrees deviated from the preset rotational position.
23. A drive system in accordance with claim 22, wherein said magnetic field generation module comprises a permanent magnet that is attached to the crankshaft and is magnetized to have either an S magnetic polarity or an N magnetic polarity toward the outer side of the crankshaft, and
said stop position restriction module comprises either of a permanent magnet and an electromagnet that is arranged in a periphery of the crankshaft to locate the crankshaft at the angle of approximately 90 degrees deviated from the preset rotational position when being practically aligned with the predetermined position of the crankshaft in the course of rotation of the crankshaft, and is magnetized to have a magnetic polarity identical with the magnetic polarity of the facing permanent magnet of said magnetic field generation module.
24. An automobile, comprising:
an internal combustion engine having a crankshaft as its output shaft;
a position holding module that is directly attached to the crankshaft of said internal combustion engine and applies either of an electromagnetic force and a mechanical force to hold the crankshaft at a preset rotational position;
a stop control module that, in response to fulfillment of a predetermined auto stop condition, controls said internal combustion engine and said position holding module to stop said internal combustion engine while holding the crankshaft at the preset rotational position; and
an auto start module that, in response to fulfillment of a predetermined auto start condition, releases the hold of the crankshaft at the preset rotational position by said position holding module and starts said internal combustion engine.
25. An automobile in accordance with claim 24, wherein said automobile further comprising:
an electric braking module that is capable of braking the crankshaft or the output shaft of said internal combustion engine through input and output of electric power; and
an accumulator module that is capable of transmitting electric power to and from said electric braking module,
wherein said position holding module functions as a mechanical braking module to mechanically brake the output shaft of said internal combustion engine, and
said stop control module controls said internal combustion engine to stop operation of said internal combustion engine, while controlling said electric braking module and said mechanical braking module to stop rotation of said internal combustion engine.
26. An automobile, comprising:
an internal combustion engine having a crankshaft as its output shaft;
a magnetic field generation module that is arranged to generate a magnetic field of a preset magnetic polarity at a predetermined position of the crankshaft of said internal combustion engine toward an outer side of the crankshaft;
a position holding module that utilizes a magnetic force produced by an interaction with the magnetic field generated by said magnetic field generation module to hold the crankshaft of said internal combustion engine at a preset rotational position;
a stop control module that, in response to fulfillment of a predetermined auto stop condition, controls said position holding module to hold the crankshaft at the preset rotational position; and
an auto start module that, in response to fulfillment of a predetermined auto start condition, releases the hold of the crankshaft at the preset rotational position by said position holding module and starts said internal combustion engine.
27. A control method of a drive system that drives a drive shaft, said drive system comprising: an internal combustion engine having a crankshaft as its output shaft; and a position holding module that is directly attached to the crankshaft of said internal combustion engine and applies either of an electromagnetic force and a mechanical force to hold the crankshaft at a preset rotational position,
in response to fulfillment of a predetermined stop condition, said control method controlling said internal combustion engine and said position holding module to stop said internal combustion engine while holding the crankshaft at the preset rotational position.
28. A control method in accordance with claim 27, wherein said drive system further comprises: an electric braking module that is capable of braking the crankshaft or the output shaft of said internal combustion engine through input and output of electric power; and an accumulator module that is capable of transmitting electric power to and from said electric braking module, and
said position holding module functions as a mechanical braking module to mechanically brake the output shaft of said internal combustion engine,
in response to fulfillment of the predetermined stop condition, said control method controlling said internal combustion engine to stop operation of said internal combustion engine, while controlling said electric braking module and said mechanical braking module to stop rotation of said internal combustion engine within an allowable range of a charge-discharge limit of said accumulator module.
29. A control method of a drive system that drives a drive shaft, said drive system comprising: an internal combustion engine having a crankshaft as its output shaft; a magnetic field generation module that is arranged to generate a magnetic field of a preset magnetic polarity at a predetermined position of the crankshaft of said internal combustion engine toward an outer side of the crankshaft; and a position holding module that utilizes a magnetic force produced by an interaction with the magnetic field generated by said magnetic field generation module to hold the crankshaft of said internal combustion engine at a preset rotational position,
in response to fulfillment of a predetermined stop condition, said control method controlling said position holding module to hold the crankshaft at the preset rotational position.
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1. A machine powertrain that includes an engine connected to a continuously variable transmission, the continuously variable transmission comprising:
a planetary gear arrangement having an input, and at least a first output and a second output;
a variator including a variable displacement hydraulic pump operably associated with a hydraulic motor, the hydraulic motor configured to drive a gear set of the planetary gear arrangement;
an input shaft driven by the engine and configured to drive the variator and the input of the planetary gear arrangement;
a first planetary output gear connected to the first output of the planetary gear arrangement;
a second planetary output gear connected to the second output of the planetary gear arrangement;
a third planetary output gear connectable via a first clutch to the second output of the planetary gear arrangement;
a first output member and a second output member of the transmission, the first output member being connected to the third planetary output gear, the first and second output members being interconnected with a transmission output;
a second clutch configured to releasably connect the first output member with the first planetary output gear;
a third clutch configured to releasably connect the first output member with the second planetary output gear;
a fourth clutch configured to releasably connect the second output member with the first planetary output gear; and
a fifth clutch configured to releasably connect the second output member with the second planetary output gear.
2. The machine of claim 1, wherein the first and second output members are configured to rotate in opposite directions.
3. The machine of claim 1, wherein the second and third clutches are integrated into a single compound clutch.
4. The machine of claim 1, wherein the fourth and fifth clutches are integrated into a single compound clutch.
5. The machine of claim 1, wherein the planetary gear arrangement includes first and second gear sets, each gear set having a sun gear, a carrier gear, and a ring gear, wherein the sun gears of the first and second gear sets are connected to the second output of the planetary gear arrangement, and wherein the ring gear of the first gear set and the carrier gear of the second gear set are connected to the first output of the planetary gear arrangement.
6. The machine of claim 5, wherein the input of the planetary gear arrangement is connected to the carrier gear of the first gear set, and wherein the variator is connected to the ring gear of the second gear set.
7. The machine of claim 1, wherein a first forward gear is engaged when the first clutch is engaged, a second forward gear is engaged when the second clutch is engaged, a third forward gear is engaged when the third clutch is engaged, a first reverse gear is engaged when the fourth clutch is engaged, and a second reverse gear is engaged when the fifth clutch is engaged.
8. The machine of claim 1, wherein a first set of drive gears interconnects the first planetary output gear with the second and fourth clutches, and wherein a second set of drive gears interconnects the second planetary output gear with the third and fifth clutches.
9. A continuously variable transmission, comprising:
a planetary gear arrangement having a first output and a second output, the planetary gear arrangement including first and second gear sets, each gear set having a sun gear, a carrier gear, and a ring gear, wherein the ring gear of the first gear set is connected to the carrier gear of the second gear set, the second output is connected to the sun gears of the first and second gear sets, and wherein the first output is connected to the ring gear of the first gear set and to the carrier gear of the second gear set;
a variator including a variable displacement hydraulic pump operably associated with a hydraulic motor, the hydraulic motor having an output connected to the ring gear of the second gear set;
an input shaft connected to the variable displacement hydraulic pump of the variator and to the carrier gear of the first gear set;
a first planetary output gear connected to the first output of the planetary gear arrangement;
a second planetary output gear connected to the second output of the planetary gear arrangement;
a third planetary output gear connectable via a first clutch to the second output of the planetary gear arrangement;
a first output member and a second output member of the transmission, the first output member being connected to the third planetary output gear, the first and second output members being interconnected with a transmission output;
a second clutch configured to releasably connect the first output member with the first planetary output gear;
a third clutch configured to releasably connect the first output member with the second planetary output gear;
a fourth clutch configured to releasably connect the second output member with the first planetary output gear; and
a fifth clutch configured to releasably connect the second output member with the second planetary output gear.
10. The continuously variable transmission of claim 9, wherein the first and second output members are configured to rotate in opposite directions.
11. The continuously variable transmission of claim 9, wherein the second and third clutches are integrated into a single compound clutch.
12. The continuously variable transmission of claim 9, wherein the third and fourth clutches are integrated into a single compound clutch.
13. The continuously variable transmission of claim 9, wherein a first forward gear is engaged when the first clutch is engaged, a second forward gear is engaged when the second clutch is engaged, a third forward gear is engaged when the third clutch is engaged, a first reverse gear is engaged when the fourth clutch is engaged, and a second reverse gear is engaged when the fifth clutch is engaged.
14. The continuously variable transmission of claim 9, wherein a respective one of three forward gears and two reverse gears is engaged when each of the first, second, third, fourth, and fifth clutches is engaged while the remaining clutches are disengaged.
15. The continuously variable transmission of claim 14, wherein a shift from a current gear selection to a new gear selection includes a disengagement of one clutch and the engagement of another clutch, the clutch and the another clutch selected from the group consisting of the first clutch, second clutch, third clutch, fourth clutch and fifth clutch.
16. The continuously variable transmission of claim 9, wherein a first set of drive gears interconnects the first planetary output gear with the second and fourth clutches, and wherein a second set of drive gears interconnects the second planetary output gear with the third and fifth clutches.
17. A method for operating a continuously variable transmission, comprising:
determining by a processor whether a shift from a current gear selection to a new gear selection is required;
analyzing by the processor parameters of the new gear selection;
comparing by the processor the parameters of the new gear selection to parameters of the current gear selection;
disengaging a current gear selection clutch and engaging a new gear selection clutch within a short time period;
modulating the disengaging and the engaging operations, and further modulating a variator contribution to ensure that a gear speed difference between the current gear selection and the new gear selection is substantially zero.
18. The method of claim 17, wherein the short time period is less than 250 milliseconds.
19. The method of claim 17, wherein the continuously variable transmission is configured for three forward-travel gear selections and two reverse-travel gear selections, wherein the continuously variable transmission includes five clutches, and wherein each of the five clutches corresponds to one of the three forward-travel and two reverse-travel gear selections.
20. The method of claim 17, wherein at least one of the analyzing, comparing, engaging, disengaging and modulating is accomplished in a transmission controlled configured to execute computer executable instructions stored in a tangible medium.