-1-

04CVT-51

The Coronel Effect Positively Infinitely Variable Transmission Paul Kay Coronel, Walter K. K. Coronel and Justin G. Goshgarian

Coronel Development

Copyright 2004 SAE International

ABSTRACT

The operation theory and implementation in a prototype of the Coronel Positively Infinitely Variable Transmission ("CEPIVT") is reported. The CEPIVT, through U.S. Patent 5,716,652, introduces the "Coronel Effect" gearset, with a single first gear engaging with a independently driven second gear. By changing the angle of rotation of the first gear the angular velocity of the second gear is changed. This change in angular velocity will form a resultant velocity between the two gears causing the receiving gear to produce a true, all geared, bi-directional, variable transmission. Implementation of this concept in the prototype is presented through a report of construction.

INTRODUCTION: THE PROBLEMS PROMPTING THIS STUDY

CONVENTIONAL TRANSMISSIONS ARE LIMITED BY ABLATIVE COMPONENTS - Today, a massive industry has evolved, concentrating on the transmission sections of vehicular and industrial drive trains. Today's geared transmissions all depend upon ablative components, primarily clutch disks and bands. Over the life of the vehicle, the cost of repairing or replacing these components is an unnecessary cost which can be eliminated. Additionally improved efficiency of these devices would yield a decrease in fuel consumption. Take for example hydraulic transmissions. Around 5% of motive energy transiting through hydraulic mechanisms is consumed by the torque converter, internal pumps, fluid compressors to clamp bands and clutches together to prevent slipping, parasitic drag induced through fluid flow, etc. Similarly, manual transmissions waste energy each time the clutch is engaged. Motive energy is literally exhausted into the atmosphere as the engine uselessly spins and throttles to match the next ratio, while slowly grinding clutch plates and synchronizing cones away during engagement. The CEPIVT requires no such ablative components, and generally requires relatively few components for its implementation.

MODERN VARIABLE TRANSMISSIONS ARE LIMITED BY THEIR DEPENDENCE UPON FRICTION - Continuously Variable Transmissions ("CVTs") based on

belts, pulleys, cones, discs, collectively friction transmissions, share many of the disadvantages of conventional hydraulic transmissions. CVTs require clutching mechanisms, hydraulic pumps to compress V-belts between adjustable pulleys, and all have ablative belts, no matter if they are constructed from rubber or metal. The adjustable pulleys will grind both the belts and pulleys sides, more in proportion to the load motivated. CVTs tend to experience some slipping under load. The CEPIVT seeks to avoid friction by relying upon gears.

CURRENT ENERGY LOSSES OF CONVENTIONAL TRANSMISSIONS ARE UNACCEPTABLE- In a 1994 Scientific American article, authors John DeCicco and Marc Ross published statistics that vehicular energy losses attributed to inefficient conventional transmissions comprise 14.8% of the total energy loss attributed to drive train friction, air drag, braking and accessories. This accounts for 1.48 out of every 10 gallons of fuel. The authors further state: "[a]fter the thermodynamics of combustion and the friction have been accounted for, only about one sixth of the energy available in the gasoline remains for end-use loads. Put another way, today's drive trains are only about 17 percent efficient in average driving." The CEPIVT seeks to provide a fuel efficient solution.

THE GOALS OF THIS STUDY

The primary goal is the development of a Positively Infinitely Variable mechanism capable of producing a variable output from a constant input. Positively is here used to define a mechanism that is free from slipping, or put another way, is not dependant on friction such as conventional variable transmissions. Infinitely is used to refer to a variable device not requiring discrete intervals between input to output ratios such as conventional automatic transmissions. The term continuously, has not been used here because of its association with conventional variable transmissions, and infinitely was adopted prior to the general adoption of the term continuously.

The secondary goal was adapting such a device to common use. Common use here is meant as being able to produce forward, neutral and reverse driving operations while avoiding the need to disengage

-2-

between such functions, and in-between individual ratios of the forward and reverse driving functions.

THE HISTORY AND EVOLUTION OF THE CEPIVT

THE FIRST POSITIVELY INFINITELY VARIABLE ATTEMPT - Nearly 100 years ago, Henry Ford hired inventors to create a PIV transmission for his model T. After considerable efforts, the inventors concluded such a goal to be impossible. Since then, the engineering profession has basically quit seeking a PIV solution, believing the goal to be unobtainable.

EXISTING GEARED VARIABLE TRANSMISSIONS: Geared variable transmissions were introduced in U.S. Patent No.s 4,700,589 (Coronel, 1987) and 5,259,823 (Coronel, 1993) as exponentially variable transmissions which maintained a mechanical feedback loop exponentially varying output based on engine input. These geared transmissions progressively loop and compound input rotary motion to exponentially expand it as output. A limitation of exponential multipliers is that changes in input velocity are required to induce changes in output. Exponential multipliers are incapable of modifying a constant velocity input, and thus implementation in a vehicle was not practical.

Next the Dual Concentric Positively Infinitely Variable ("DCPIV") transmission, (U.S. Patent No. 5,352,162, Coronel, 1994) utilized two individual engaged gears which induced velocity changes by: (1) changing their positions relative to the mechanism central axis, and (2) concurrently changing their concentric orbital relationships relative to one another. The DCPIVT was capable of converting input rotational motion into two separate components: (1) rotational motion, and (2) orbital motion. The DCPIV was theoretically viable; however the DCPIVTs limitation was its mechanical complexity resulting in an unimplementable design. No functional prototype was constructed.

Therefore, the purpose of this study was to develop a methodology for practically implementing concepts first conceived in the DCPIVT. This implementation is now practical because of the Coronel Effect, a new gearing principle upon which the CEPIVT is based.

THE CORONEL EFFECT

THE CORONEL EFFECT - U.S. Patent No. 5,718,652 introduces the Coronel Effect principle. By this principle a single first gear drives a single engaged driven gear twice, concurrently, with two different rotational inputs. One of these two components is variable and the other is constant. The two components are known as the circumrevolving component and the driven component. The mathematical representations of these components will be discussed and derived in the mechanics section foll

THE DRIVEN COMPONENT This is the rotation induced in the receiving gear by the drive gear while the drive gear is rotating. The rotation is in the same direction as the direction as the drive gear. This conventionally transmits rotation from the drive gear to the receiving gear.

THE CORONEL EFFECT CIRCUMREVOLVING COMPONENT - The Coronel Effect is the rotation induced in the receiving gear by rotating the system consisting of the engaged drive gear and receiving gear. This induces rotation in the receiving gear in the opposite direction of the direction of rotation of the system. As every action has an equal and opposite reaction, the rotation of the system must be compensated for. Since the shaft was originally in a relatively constant position, and desires to remain in that position, the counter rotation is induced in the output shaft. The mathematical basis for this motion is conclusively derived below in the section titled Mechanics of the CEPIVT.

The mathematical representations of these components will be discussed and derived in the following mechanics section.

The term circumrevolving was created to describe the revolving of the circumference of the driving gear. This can be analogized to a wobbling coin. Visualize a coin spinning on a table near the end of its cycle. Its edge is progressively and revolvingly contracting the table without the coin itself rotating. Now imagine this same coin possessing gear teeth with its edge "circumrevolving or wobbling around a perfectly sized smaller gear with fewer teeth. Since more teeth in the circumrevolving gear are in driving contact with fewer teeth in the smaller driven gear, rotation of the driven gear is induced. This induced product is the "Coronel Effect."

The angular velocity of the circumrevolving component can be varied independently of the angular velocity of the driven component. The velocity of circumrevolving subtracts from the rotational driving producing the varied output. This is the first known gear set in history capable of accomplishing two independent, concurrent driving functions with one gear.

MECHANICS OF THE CEPIVT

THE INPUT VELOCITY IS APPLIED TO TWO DIFFERENT DRIVING COMPONENTS ONE OF WHICH IS VARIABLE, AND ONE OF WHICH IS FIXED; THE RESULTANT OF THESE TWO COMPONENTS ARE ADDED ON ONE GEAR TO PRODUCE THE OUTPUT. As will be described, the first component has a fixed velocity whereas the second driving component has a variable velocity. The gears transiting these driving components constitute the inner and outer drivelines of the mechanism, and operate at different independent velocities. Their velocities are opposed and when added, produce the output velocity.

-3-

THE INNER DRIVELINE: Please refer to figure 1 on the next page as necessary. The active components of the inner driveline, which rotate at a constant velocity, consist of input shaft 1, constant velocity joint 30, and CE Drive gear 23. The first driving component is the rotation input shaft 1. Input shaft 1 is connected to and drives gear 3, but is not connected to gear 9, or shaft 11, or driver arm 18. Each of these components is centrally bored, and drive shaft is journaled through each of them. Input shaft 1 rotates drive gear 23, through Constant Velocity joint 30. At all times drive gear 23 is rotated at this constant velocity.

THE OUTER DRIVELINE: Please refer to figure 1 (above) and figure 2 (below) as necessary. The active components of the outer driveline, which produce the variable driving component, consisting of input shaft 1, initial gears 3, 5, 7, & 9, shaft 11, control fork components 15, 17, actuator linkage components 35, 19, 36, driver arm 18, orbital driver 34, and aligner bearings 29, 25. Initial gears 3, 5, 7, & 9 comprise a gear ratio which ideally multiplies the input velocity by two, such that all components of the outer driveline rotate at twice the velocity of the inner driveline(gear 23). The purpose of shaft 11 is to allow control fork components 15, and 17 to be independently controlled such that the actuator linkage components 35, 19, and 36 tilt the orbital driver 34 which in turn tilts the engaged gears 23, and 27 by forcing aligner bearings 29 and 25 to tilt. The second driving component is transited through these outer driveline gears.

THE GOVERNING FUNCTION IS THE ADDITION OF THE FIRST AND SECOND DRIVING COMPONENTS ON THE TEETH OF GEAR 23: Please refer to figure 3 in the second column of this page as necessary. This section will introduce v, v1 and v, the interaction of which comprise the basic function of the system. v1 is the instantaneous angular velocity of the drive gear 23, which is constant, and is the angular velocity of the first

driving component 1. v is the instantaneous velocity of the receiving gear 27, that varies with the relative position of the gear to the machines central axis or driveline. v is a variable velocity and its derivation is out of the scope of this section and will be derived below. v' is the velocity of the teeth of the receiving gear 27. v = v v1 and is the output of the system. This basic function results in the machines output of forward neutral and reverse. Where v1 is less than v the output of the system will be positive and produce the forward driving function. Where v is equal to v1 the system output will be 0 and geared neutral will be achieved. Where v1 is greater than v the output of the system will be negative and will produce the reverse driving function. This basic function governs output of the system.

THE VARIABILITY OF v, AN THE OUTPUT OF THE SYSTEM o ARE BASED UPON THE RELATIVE POSITION OF ENGAGED GEARS 23 AND 27 TO THE MECHANISMS CENTRAL AXIS OR DRIVELINE: v is a function of the following variables which will be individually defined: i, R, r,

, and L. Please refer to Figure 4 below for the definitions of R, L, and r. R is the distance between the (1) the drive gear's central axis, and (2) it's point of contact with the receiving gear. r is the y-axis distance between (1) the point of contact between the CE Drive Gear and the CE Receiving Gear, and (2) the universal joint connected to the CE receiving gear. L is the distance between the (1) mechanisms central axis & (2) the center of the CE receiving gears universal joint. L varies with the tilt of the system as can be seen by a comparison between Figure 4 and Figure 5: L = R r, and v is based upon this value.

v = v v1

Fig 3. v, v1, and v definitions

Gear 27

Gear 23

-4-

`

L = R - r

RELATIVE POSITION DETERMINES THE VARIABLE RADIUS L

THE INSTANTANEOUS VELOCITY v OF THE TEETH OF RECEIVING GEAR 27 IS A FUNCTION OF THE ABOVE DEFINED VARIABL RADIUS L AND THE ANGULAR VELOCITY r OF THE RECEIVING GEAR 27. Please refer to Figure 5 below for the definitions of

1 and 0. 0 = the rpm of the driver arm assembly (outer driveline angular velocity). r = the angular velocity of the drive gear. 0 / r is the ratio of the outer driveline to the inner driveline.

THE UNIVERSAL JOINT ALLOWS THE DRIVE GEAR TO BE DRIVEN CONSTANTLY REGARDLESS OF ANGLE OF TILT.

THE OUTPUT OF THE SYSTEM IS HERE DERIVED: Please refer to Figure 8 for the definition . is the angle made by the drive gear with the mechanisms central axis. Additionally receiving is the diameter of the receiving gear. receiving will be the radius of the receiving gear. Lastly GR is the gear ratio based on the multiplication accomplished by gears 3, 5, 7, & 9.

The instantaneous velocity taken at the teeth of the Drive Gear:

Vi = i R

The instant velocity of the receiving gear, taken at its center:

Vo = i (GR)(R-r) sin( ) Using these two formulas, we can calculate the angular velocity of the output of the system o

[ Vi V0 ]

o =

receiving

i R - i (GR)(R-r)sin( )

o =

Fig 7. Tilting of Drive Gear

Fig 5. Variable Radius L

Fig 6. Initial Gearing Diagram

0

v =

r R = 0 L 0 = r R / (R r)

R r

Fig 4. R, , , r, & L Definitions at 90 Degrees

1`

AXIS OF ROTATION

Fig 8. , R, r, L, & Definitions

-5-

- D -

Fig 8.

Definition Illustration at < 90 degrees

Pivot Pivot

receiving

i [ R (GR)(R-r) sin( ) ]

o =

receiving

PROTOTYPE CONSTRUCTION: CALCUALTIONS

THERE IS A DIFFERENCE BETWEEN THE THEORETICAL CALCULATIONS AND APPLICATION WITH REGARD TO A DISPLACEMENT VALLUE. Theoretically, the receiving gear and drive gear should be vertically aligned with the continuously variable joint. Since there is some distance D between the universal (pivot) joint and the gears. To compensate for the decrease in r during the tilting of the gears there is a need to include a

. These calculations are incorporated below.

Variables:

drive is the diameter of the Drive Gear: 2 inches

receiving is the diameter of the Receiving Gear: 0.375 inches

GR is the Gear ratio, or the factor representing the multiplication accomplished by gears 3, 5, 7, & 9 as described in the theory section (1:1.7 ratio). The output RPM was calculated using the following formula, taken from the above section Theoretical Components and Fundamental Concepts as modified to include the calculation for

.

0 = receiving vresultant

vresultant is the sum of the two independent driving components

vresultant = [ i( r)] [ i (Gr) [1/2 [ d r] sin

]

THE

CALCULATION

Where the drive gear and receiving gear do not align vertically as shown above, an adjustment

must be made to calculate the aproprate r for the variable gear

= [D cos ]

vresultant =

[ i( r)] [ i(GR) [1/2 [ d r]sin (sin [Dcos ] )]

VELOCITY PROFILES: The following velocity profiles show the relationships between driving component (1) and driving component (2).

Output

Reverse (Counterclockwise)

Forward (Clockwise)

Neutral

Fig 10. Velocity Vector Profiles

Fig 9. Close up of Coronel Effect Mechanism

-6-

Reverse gearing function is accomplished where the smaller receiving gear is pushed more than it is driven and the quantity of Coronel Effect generated exceeds the driven velocity

Forward is accomplished by decreasing tilt angle , and thus decreasing the amount of Coronel Effect generated, until the driven velocity exceeds the pushed velocity.

Neutral is established where the pushed velocity equals the driven velocity.

PROTOTYPE CONSTRUCTION: RESULTS

CONSTRUCTION MATERIALS - The prototype was constructed using 6061-T6 aluminum gearing with acetal teeth to achieve quiet operation and less rotating inertia. Teflon bushings were fabricated to decrease rotational friction. Most orbital components are high-tensile 6061-T6 aluminum. The U-joints are machined ABS. A DC electric motor rotates the input shaft through an additional reduction gear set.

PROTOTYPE VALUES

The prototypes electrically powered input shaft speed is 500 RPM.

Drive Gear 23 and Output Receiving Gear 27 were designed with a ratio of 1.56203.

First directional output speed with Drive Gear 23 positioned 90 degrees relative to the CEPIVT central axis is -508.3 RPM.

Geared neutral is established with drive gear 23 tilted to 74.849 degrees relative to the central axis.

The maximum second direction speed with drive gear 23 tilted to 60 degrees relative to the central axis is +588.3 RPM.

PROTOTYPE PHOTOGRAPHS

Photograph 1

Photograph 1 depicts the CEPIV prototype's components from an angle adjacent to the input shaft 1, the transfer gearing 3, 5, 7, & 9, and the controlling mechanism.

Photograph 2

Photograph 2 depicts CEPIV prototype's components from an angle adjacent to the output shaft 50, the Coronel Effect drive gear 23, the Coronel Effect output receiving gear 27, and the driver arm 18.

Table 1 Prototype Operating Range & Theoretical Output Speeds

-7-

Photograph 3

Photograph 3 is a close-up depicting the CEPIV prototypes components adjacent to the transfer gearing 3, 5, 7, & 9, and the controlling mechanism.

Photograph 4

Photograph 4 is a close-up depicting CEPIV prototype's components adjacent to the Coronel Effect drive gear 23, the Coronel Effect output receiving gear 27, and the driver arm 18.

DISCUSSION

The prototype is successful in demonstrating the capability of a geared mechanism to bidirectionally infinitely vary an input rotating at a fixed or varying speed. As designed, the prototype with its actuator positioned at geared-neutral divides input into two rotational components which: (1) generate the Coronel Effect, then (2) concurrently counteracts the effect to generate engaged-geared neutral.

FUEL CONSERVATION ADVANTAGES The CEPIVT will enhance vehicle fuel economy by allowing the vehicles engine to operate in its optimum range, allowing drivers to get more out of their engines. While engines have conventionally been used to change speeds, the CEPIVT will allow computerized control of vehicle speed change by changing input/output ratio of the transmission based on user input. This control will allow for more efficient use of the vehicles engine and will result in decreased fuel consumption. Additionally, because the transmission can be used to get more out of the engine, smaller engines will be a viable alternative to the relatively large engines employed in vehicles today. Much of the energy produced by large conventional engines is required solely to propel vehicles at low speeds. With the ability of the CEPIVT to vary input output speed without changing the engines speed the CEPIVT will allow efficient use of smaller engines. Smaller engines weigh less. Smaller Engines require lighter supporting structures and vehicle frameworks. Lighter frames comprise lighter vehicular mass, requiring less kinetic energy to overcome their mass inertia. Economically, the savings in fuel consumption from the CEPIVT will prove to be its most viable asset. CEPIVT equipped vehicles will be significantly more efficient than vehicles equipped with conventional transmissions.

CONCLUSION

This study succeeded in producing a functional means for implementing the concept of the Coronel Effect IVT. The theory was correct in that the prototype can accept a constant velocity input, multiply that input to produce an output velocity, vary the output velocity while holding the input velocity constant. Furthermore all the desired driving functions of forward, neutral and reverse are embodied in the prototype proving their theoretical viability in a real world application.

ACKNOWLEDGMENTS

Ronald Knapp, Senior Professor of Engineering, University of Hawaii, is acknowledged for his continued encouragement and support.

REFERENCES

U.S. Patent No. 4,700,589 10/20/87 Coronel "Coronel Radiant Drive Systems" (Positive exponential multiplier) U.S. Patent No. 5,259,823 11/09/93 Coronel "Transmissions"(Positive exponential multipliers) U.S. Patent No. 5,352,162 11/04/94 Coronel "Dual Concentric Positively Infinitely Variable Rotary Motion Transmission" (First true PIV) U.S. Patent No. 5,718,652 02/17/98 Coronel "Coronel Effect Positively Infinitely Variable Rotary Motion Transmission" (Coronel Effect PIV)

-8-

John DeCicco and Marc Ross, "Improving Automotive Efficiency", Scientific American, December, 1994

CONTACT

Please send all correspondence to Walter Coronel

Email: walter@coroneldev.com

Tel: (415) 828-2268 Fax: (702) 442-8143

ADDITIONAL SOURCES

US Patent # 5,352,162 DCPIVRMT

US Patent # 5,718,652 CEPIVRMT

DEFINITIONS, ACRONYMS, ABBREVIATIONS

Ablative: The designed abrasive erosion of transmission clutches, bands, and CVT belt & pulley surfaces.

Bi-directional: The CEPIVT & DCPIVT's designed continuum speed range of forward-geared-neutral reverse, corresponding to the maximum transmission mechanical reconfiguring.

Circumrevolving: The non-rotating engaged driving movement of the edge of a first gear around a driven second gear.

Coronel Effect: The product of a driving gear: (1) circumrevolving, and (2) rotational driving of a second engaged driven gear.

Geared-Neutral: An operating engaged geared mechanism's output shaft stopped position as a function of the designed speed range.

Positive[ly]: Locked, slip-free torque transfer

CEPIV: Coronel Effect Positively Infinitely Variable

CEPIVT: Coronel Effect Positively Infinitely Variable Transmission

CEPIVRMT: Coronel Effect Positively Infinitely Variable Rotary Motion Transmission

DCPIV: Dual Concentric Positively Infinitely Variable

DCPIVT: Dual Concentric Positively Infinitely Variable Transmission

DCPIVRMT: Dual Concentric Positively Infinitely Variable Rotary Motion Transmission

PIV: Positively Infinitely Variable