INTEGRATION OF A TRANSMISSION AND A DIFFERENTIAL IN A HOLLOW TUBULAR ROTOR ENGINE

Abstract

The Omega Astron Aerospace engine (registered trademark) has the particularity of having two tubular rotors rotating at the same speed but in opposite directions. The empty space in each of these rotors allows the adaptation in one of them of an epicyclic gear train transmission and in the other a differential box. The integration of these two components within the engine itself is the object of the invention. The size and weight of the propulsion unit are thus notably reduced and consequently the quantity of metal used as well as the cost price of the assembly are also reduced.

Description

Title of the invention: INTEGRATION OF A TRANSMISSION AND A DIFFERENTIAL IN A HOLLOW TUBULAR ROTOR ENGINE

[0001] The invention relates to the integration of an epicyclic gear transmission 1 and a

[0002] differential box 2 on an Omega Astron Aérospace engine (registered trademark) [Fig.l]. The Omega motor (registered trademark) has the particularity of having two rotors

[0003] tubular 3 and 4 with parallel axes rotating in opposite directions at the same speed thanks to

[0004] two pinions 10 linked in rotation with the rotors 3 and 4. These pinions have the same number of teeth, which ensures the synchronization of the 2 rotors. The design is very simple, the tubular rotors 3 and 4, the annular pistons 5 and 6 and the rotary distributor 7 respectively linked in rotation between them and guided by bearings 15 are

[0005] driven by a rigorously concentric movement. This makes it possible to reach extremely high rotation speeds of the order of 20,000 rpm because there is

[0006] no balancing problem, so we obtain a significant specific power for a low weight. The tubular rotors 3 and 4 being hollow, the empty space of one of them is used to house a gearbox 1 with epicyclic gear trains and

[0007] multi-disc clutches which receives its movement via a clutch by the rotor concerned. The rotational guidance of the gearbox is ensured by the bearings

[0008] 16. The gear change is controlled by a hollow cylindrical rod 13

[0009] pierced with radial holes along its length in order to distribute hydraulic pressure to each of the clutches corresponding to the desired gear ratio. This cylindrical rod 13 is located in the axis of the rotor concerned and starting from the gearbox.

[0010] It is free in rotation and translation relative to the gearbox.

[0011] translation controls the choice of gearbox ratios. The option of an automatic gearbox is entirely compatible with this arrangement.

[0012] The hollow space of the other tubular rotor is used to house a differential housing.

[0013] 2. This differential housing is completely free to rotate relative to the rotor. tubular concerned. Its casing 14 is guided at each of its ends by 2 bearings

[0014] coaxial 17. The differential housing 2 is therefore also coaxial with the tubular rotor which receives it. It is driven via the gearbox output pinion 8 by the crown of the differential housing 9.

[0015] The high rotation speed of the Omega motor (registered trademark) requires a large gear reduction between the pinions 8 and 9. To achieve this, their transmission passes through a pair of intermediate pinions 11 guided by two bearings 18. The Omega motor

[0016] (registered trademark) can be made up of one or two units, or more, but always around the same tubular rotors 3 and 4 whose length will have increased. In this second case, a

[0017] differential housing whose axes of the satellite and planetary pinions are parallel to each other (Quaife type (registered trademark)) rather than conical because it allows a greater width for a smaller diameter compared to bevel pinions.

[0018] This engine gearbox assembly is lubricated by the same oil which also serves as a cooling fluid thanks to an exchanger sized accordingly.

[0019] OPERATION:

[0020] When the engine is started, the epicyclic gearbox 1 is in neutral. The hollow rod of the gear controls 13 selects the 1st gear.

[0021] Pressurized hydraulic oil locks the affected multi-plate clutch. The number of gears in the gearbox can vary from 3 to 6. More gears

[0022] would not be justified due to the wide operating range of this type of engine. The selection of the following ratios is carried out by simple translation of the rod of

[0023] hollow control 13 which distributes the oil under pressure to the clutches concerned thanks to the orifices arranged along its length. The output pinion 8 of the gearbox

[0024] gear 1 transmits its rotational movement to the crown of the differential housing 9 via an intermediate pinion gear 11 made necessary by the rotational speed

[0025] high of the Omega motor (registered trademark). This device thus makes it possible to obtain a significant reduction. These pinions are guided by two bearings 18. The

[0026] Differential housing 2 is therefore located in the other tubular rotor. Its rotation speed is completely independent of that of the tubular rotor in which it is housed.

[0027] (Moreover, in this configuration, it even rotates in the opposite direction, this poses no problem). For this it is housed in an envelope 17 and guided in rotation at each

[0028] of its ends by two coaxial bearings 17. As in any differential, there is at each end a right and a left planetary which receive the shafts of

[0029] transmission to the respective wheels.

[0030] Due to the architecture of the tubular rotor, it will be preferable to use a differential housing whose planetary axes are parallel to the satellite axes (type

[0031] Quaife (registered trademark)). This arrangement allows for a greater width for a smaller diameter compared to bevel gears in a conventional differential, especially if using a motor that has multiple units.

[0032] On the other hand, this arrangement makes it possible to easily adapt a self-locking differential at lower cost.

[0033] The lubricating oil for the engine, transmission and differential housing, which is the same, also ensures the cooling of this entire power unit via a heat exchanger and this oil also serves as hydraulic fluid for controlling the multi-disc clutches of the gearbox.

[0034] Concerning four-wheel drive vehicles, due to the small size and low weight of the powertrain, it will be advantageous to put one group for the front axle, one for the rear axle, synchronize the engine speeds and the gear changes. This will eliminate the need for the transfer case and the transmission shafts. We will obtain

[0035] thus a much lighter, more agile and much less expensive vehicle. ADVANTAGES:

[0036] At comparable powers, due to the high rotation speeds, the weight reduction of the powertrain compared to a conventional thermal unit will be around 400

[0037] % and 500% (for 100 hp approximately 35 kg against 150 kg).

[0038] For an electric vehicle, if we take into account the weight of the batteries, the difference is even more important.

[0039] This notable reduction implies a lower use of raw materials

[0040] (mainly steels and aluminum) and consequently much faster machining times.

[0041] The cost price of a powertrain is much lower than that of a conventional thermal group (divided by 3 or 4 times).

[0042] This difference is even more marked with an electric vehicle.

[0043] The vehicle architecture (chassis, running gear, tires, suspensions)

[0044] will benefit from this weight saving, which will result in substantial savings during its construction and maintenance.

[0045] Fuel consumption (petrol, diesel, gas or hydrogen) will be significantly reduced.

[0046] The CO2 footprint, which includes CO2 emissions during construction,

[0047] use of the vehicle and its recycling, will in fact be much

[0048] lower compared to a conventional thermal unit and even much lower than that of an electric vehicle whose energy consumption comes from a coal-fired power station.

[0049] The space saving generated by the small size of the powertrain will benefit the volume of the passenger compartment and the trunk of the vehicle.

[0050] In the case of four-wheel drive vehicles, it will be advantageous to use a powertrain for the front axle, for the rear axle, and to synchronize their speed and the

[0051] gear change. This will eliminate the need for the transfer case and transmissions.

Claims

Claims

1. Motor comprising two synchronized tubular rotors 3 and 4 with parallel axes rotating in opposite directions at the same speed thanks to two pinions 10 having the same number of teeth, each of the pinions 10 being linked in rotation with the synchronized tubular rotors 3 and 4 characterized in that a gearbox 1 with epicyclic gear trains and multi-disc clutches is housed inside the hollow space of the tubular rotor 3 and that a differential housing 2 is housed inside the hollow space of the tubular rotor 4.

2. Engine according to claim No. 1 characterized in that the gearbox 1 with epicyclic gear trains and multi-disc clutches is guided at each of its ends by bearings 16 and has an output pinion 8.

3. Motor according to claim no. 1 characterized in that the casing 14 of the differential housing 2 is completely free to rotate relative to the synchronized tubular rotor 4 thanks to two coaxial bearings 17 at each of its ends and has a differential crown 9 at the output.

4. Engine according to claims 2 and 3 characterized in that the output pinion 8 of the gearbox 1 drives the differential crown 9 via a pair of intermediate pinions 11 guided by two bearings 18.

5. Engine according to claim no. 2 characterized in that a hollow cylindrical rod 13 free in rotation and in translation and pierced with radial holes along its length is located in the axis of the synchronized tubular rotor 3 starting from the gearbox 1, the hollow cylindrical rod 13 allowing by its translation to distribute a hydraulic pressure towards each of the clutches corresponding to the desired gearbox ratio.

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