EQUIPMENT FOR DRIVING VEHICLES.

Description

- 2 - ι > DESCRIPTION The present invention relates to vehicle drive systems or systems and, more particularly, to vehicle drive systems employing kinetic energy storage and a continuously variable transmission. Various types of vehicle drive systems are known in the patent literature and are currently in use. Among these are systems that employ various types of gearing to effectively extend the operating range of a continuously variable transmission or gearbox. These systems may include both a rotational energy source such as an internal combustion engine and a kinetic energy storage device such as a flywheel. The flywheel and rotational energy source may be connected to the continuously variable transmission and the vehicle's drive output in a plurality of selectable modes corresponding to different effective gear ratios encountered in vehicle operation. Such a system is illustrated in U.S. Patent No. 4,126,200. The present invention therefore relates to a vehicle drive system suitable for use with a vehicle including a rotational power source such as an internal combustion engine, and a flywheel. In accordance with a preferred embodiment of the invention, a vehicle drive apparatus is provided comprising first and second variable-speed transmission components. continuously variable; power transfer means communicating between the first and second continuously variable transmission components; differential means including a sun gear, a carrier and a ring gear; selectable coupling means comprising: first means, operative in a first mode of operation for coupling: 1. a source of rotational energy and a flywheel to the carrier; 2. the sun gear to the first continuously variable transmission component; and 3. the ring gear to the second continuously variable transmission component and to the drive wheels of the vehicle; second means, operative in a second mode of operation for connecting: 1. the flywheel to the ring gear; 2. the ring gear to the second continuously variable transmission component; 3.the first continuously variable transmission component to the sun gear; and 4· the rotational energy source and support for the vehicle's drive wheels. Also in accordance with a preferred embodiment of the invention, there is provided a vehicle propulsion apparatus comprising: first and second continuously variable transmission components; power transfer means communicating between the first and second continuously variable transmission components; differential means including a sun gear, a carrier and a ring gear; selectable coupling means comprising: primary means, operative in a primary mode of operation for coupling: 1. a source of rotational energy and a flywheel to the carrier; to; 2. the ring gear to the second continuously variable transmission component; 3. the sun gear to the first continuously variable transmission component and to the drive wheels of the vehicle; first means, operative in the first mode of operation for coupling: 1. the source of rotational energy and the flywheel to the carrier; 2. the sun gear to the first continuously variable transmission component; and 3. the ring gear to the second continuously variable transmission component and to the drive wheels of the vehicle; second means, operative in a second mode of operation for connecting: 1. the flywheel to the ring gear; 2. the ring gear to the second continuously variable transmission component; 3. the first continuously variable transmission component to the sun gear; and 4. the source of rotational energy to the carrier and to the drive wheels of the vehicle. Also in accordance with a preferred embodiment of the invention, a vehicle drive apparatus is provided comprising: first and second continuously variable transmission components; power transfer means communicating between the first and second continuously variable transmission components; differential means including a sun gear and a carrier and a ring gear; selectable coupling means comprising: first means, operative in a first mode of operation for coupling: 1. a source of rotational energy and a flywheel to the carrier; 2. the ring gear to the first continuously variable transmission component and to the drive wheels of the vehicle; second means, operative in a second mode of operation for connecting: 1. the flywheel to the sun gear; 2. the sun gear to the second continuously variable transmission component; 3.the first continuously variable transmission component to the ring or crown; and 4. the rotational energy source and support for the vehicle's drive wheels. Still according to a preferred embodiment of the invention, a vehicle propulsion apparatus is provided comprising: first and second continuously variable transmission components; power transfer means communicating between the first and second continuously variable transmission components; differential means including a sun gear, a carrier and a ring gear; selectable coupling means comprising: primary means, operative in a primary mode of operation for coupling: 1. a rotational energy source and a flywheel to the carrier; 2. the sun gear to the second continuously variable transmission component; 3. the ring gear to the first continuously variable transmission component and to the vehicle drive wheels; first means operative in a first mode of operation for coupling: 1. the rotational energy source and the flywheel to the carrier;2. the ring to the first continuously variable transmission component; 3. the sun gear to the second continuously variable transmission component and to the drive wheels of the vehicle; second means, operative in a second mode of operation, for connecting: 1. the flywheel to the sun gear; 2. the sun gear to the second continuously variable transmission component; 3. the first continuously variable transmission component to the ring; and 4. the source of rotational energy to the carrier and the drive wheels of the vehicle. Still in accordance with a preferred embodiment of the invention, there is provided a vehicle drive apparatus comprising: first and second continuously variable transmission components; power transfer means communicating between the first and second continuously variable transmission components; differential means including a sun gear, a carrier, and a ring gear; selectable coupling means comprising: primary means, operative in a primary mode of operation, for coupling: 1, a source of rotational power and a flywheel to the sun gear; 2, the ring gear to the second continuously variable transmission component; and 3.the carrier to the first continuously variable transmission component and to the drive wheels of the vehicle; first means, operative in a first mode of operation, for coupling: 1. the source of rotational energy and the flywheel to the sun gear; 2. the carrier to the first continuously variable transmission component; and 3. the ring to the second continuously variable transmission component and to the drive wheels of the vehicle; » second means, operative in a second mode of operation, for connecting: 1. the flywheel to the ring; 2. the ring to the second continuously variable transmission component; 3. the first continuously variable transmission component to the carrier; 4. the source of rotational energy to the sun gear and to the drive wheels of the vehicle. Also according to a preferred embodiment of the invention, a vehicle drive apparatus is provided comprising: a first and second continuously variable transmission components; power transfer means communicating between the first and second continuously variable transmission components; differential means including a sun gear, a carrier and a ring or crown; selectable coupling means comprising: primary means, operative in the primary mode of operation, for coupling: 1. a rotational energy source and a flywheel to the sun gear; 2. the carrier to the second continuously variable transmission component; and 3. the ring to the first continuously variable transmission component and to the drive wheels of the vehicle; first means, operative in a first mode of operation for coupling: 1. the rotational energy source and the flywheel to the sun gear; 2. the ring to the first continuously variable transmission component; 3. the carrier to the second continuously variable transmission component and to the drive wheels of the vehicle; second means, operative in a second mode of operation for connecting: 1. the flywheel to the carrier; 2. the carrier to the second continuously variable transmission component; - 10 3. the first continuously variable transmission component to the wheels of the vehicle. Still in accordance with a preferred embodiment of the invention, a vehicle drive apparatus is provided comprising: first and second continuously variable transmission components; power transfer means communicating between the first and second continuously variable transmission components; differential means including a sun gear, a carrier, and a ring gear; selectable coupling means comprising: primary means, operative in a primary mode of operation for coupling: 1, a source of rotational energy and a flywheel to the ring gear; 2, the sun gear to the second continuously variable transmission component; and 3, the carrier to the first continuously variable transmission component and to the operating wheels of the vehicle; first means operative in a first mode of operation for coupling: 1, the source of rotational energy and the flywheel to the ring gear;2, the carrier to the first continuously variable transmission component; and 3, the sun gear to the second continuously variable transmission component and the drive wheels of the; vehicle; “li·· second means, operative in a second mode of operation for connecting: 1. the flywheel to the sun gear; 2. the sun gear to the second continuously variable transmission component; 3. the first continuously variable transmission component to the carrier; and 4. the source of rotational energy to the drive ring and wheels of the vehicle. Still in accordance with a preferred embodiment of the invention, there is provided a vehicle drive apparatus comprising: first and second continuously variable transmission components; power transfer means communicating between the first and second continuously variable transmission components; differential means including a sun gear, a carrier, and a ring; selectable coupling means comprising: primary means, operative in a primary mode of operation, for coupling: 1. a source of rotational energy and a flywheel to the ring; 2. the carrier to the second continuously variable transmission component; and 3. the sun gear to the first continuously variable transmission component and to the drive wheels of the vehicle; first means} operative in a first mode of operation for coupling: 1. the rotational energy source and the flywheel to the ring; 2. the sun gear to the first continuously variable transmission component; and 3. the carrier to the second continuously variable transmission component and to the drive wheels of the vehicle; second means, operative in a second mode of operation for connecting: 1. the flywheel to the carrier; 2. the carrier to the second continuously variable transmission component; 3. the first continuously variable transmission component to the sun gear; and 4. the rotational energy source to the ring and to the drive wheels of the vehicle. The present invention will be more fully understood from the following detailed description taken in conjunction with the drawings in which: FIG. 1A is a schematic illustration of the vehicle drive apparatus constructed and operational in accordance with one embodiment of the present invention; FIG. 1B is a schematic illustration of an alternative embodiment of the vehicle drive apparatus; FIG. 2 is an illustration of the apparatus of FIG. 1A arranged for the first mode of operation; FIG. 3 is an illustration of the apparatus of FIG. 1A arranged for a second mode of operation; - 13 - FIG. 4 is an illustration of an alternative embodiment of the vehicle drive apparatus according to the present invention; FIG. 5 is an illustration of the illustration form of FIG. 4 arranged for the primary mode of operation;Figure 6 is an illustration of the embodiment of Figure 4 arranged for the first mode of operation; Figure 7 is an illustration of the embodiment of Figure 4 arranged for the second mode of operation; Figure 8 is a graph of tractive force versus speed for the two embodiments of the invention illustrated in Figures 1 and 4, respectively; Figure 9 is an illustration of an alternative embodiment of the vehicle drive apparatus of Figure 1; Figure 10 is an illustration of an alternative embodiment of the apparatus of Figure 4; Figure 11 is an illustration of the apparatus of Figure 10 arranged for the primary mode of operation; Figure 12 is an illustration of the apparatus of Figure 10 arranged for the first mode of operation;Figure 13 is an illustration of the apparatus of Figure 10 arranged for the second mode of operation; Figure 14 is an illustration of one embodiment; alternative embodiment of the apparatus of Figure 4; — 14 ** Figure 15 is an illustration of the apparatus of Figure 14 set up for the primary mode of operation; Figure 16 is an illustration of the apparatus of Figure 14 set up for the first mode of operation; Figure 17 is an illustration of the apparatus of Figure 14 set up for the second mode of operation; Figure 18 is an illustration of an alternative embodiment of the apparatus of Figure 4; Figure 19 is an illustration of the apparatus of Figure 18 set up for the primary mode of operation; Figure 20 is an illustration of the apparatus of Figure 18 set up for the first mode of operation; Figure 21 is an illustration of the apparatus of Figure 18 set up for the second mode of operation; Figure 22 is an illustration of an alternative embodiment of the apparatus of Figure 4; Figure 23 is a.22 is an illustration of the apparatus of Figure 22 arranged for the primary mode of operation; Figure 24 is an illustration of the apparatus of Figure 22 arranged for the first mode of operation; Figure 25 is an illustration of the apparatus of Figure 22 arranged for the second mode of operation; Figure 26 is an illustration of an alternative embodiment of the apparatus of Figure 4; Figure 27 is an illustration of the apparatus of Figure. - 15 - 26 set up for the primary mode of operation; Figure 28 is an illustration of the apparatus of Figure 26 set up for the first mode of operation; and Figure 29 is an illustration of the apparatus of Figure 26 set up for the second mode of operation. Reference is now made to FIG. 1A which illustrates vehicle drive apparatus constructed and operative in accordance with one embodiment of the invention and comprising a rotational power source 10, such as an internal combustion engine, and a flywheel 12. The rotational power source 10 is connected via gears 14 and 16 to the carrier or housing 18 of a differential 20. The differential 20, which may be a conventional planetary differential, also includes a sun or planetary gear 22 which is integrally connected to a first continuously variable transmission component 24 which comprises, in the illustrated embodiment, a hydrostatic pump. The hydrostatic pump is coupled via power transfer means 26, in this case hydraulic lines, to a second continuously variable transmission component 28, in this case a hydrostatic motor.The hydrostatic pump and the motor can be identical. A particular feature of the illustrated embodiment is that the hydrostatic pump and the motor can be completely separated, and do not need to be physically connected to each other except through the hydraulic lines. In this way, each of the hydrostatic transmission components - 16 - can be operated up to its own maximum speed. This allows each hydrostatic component to be used to its full advantage, and provides great flexibility in transmission design. The hydrostatic motor defining the second continuously variable transmission component 28 is integrally coupled to the ring or crown 30 of a differential 20 and is also equipped with gears 32 integrally associated therewith. The rotational output of the internal combustion engine 10 is selectively connected directly to the drive wheels of a vehicle via a drive shaft 34 and clutch 36. The flywheel 12 is integrally coupled to the gear 38 which is selectably coupled, in turn, via a clutch 40 and gears 14 and 16 to the carrier 18 of the differential 20. A clutch 42 selectably couples the second continuously variable transmission component 28 to the flywheel 12 via gears 46 and 32 while a clutch 44 selectably couples the second continuously variable transmission component 28 to the drive shaft 34 via gears 32 and 46. Figure 1B illustrates an alternative embodiment of the apparatus of Figure 1A, where a three-shaft structure is provided. Reference is now made to Figure 2, which illustrates the arrangement of the clutches for the first mode of operation. It may be noted that for the first mode of operation, clutch 40 is engaged, thereby coupling the flywheel 12 and the rotational energy source 10 to each other and to the carrier 18 while the clutch 36 is disengaged. Similarly, the clutch 42 is disengaged while the clutch 44 is engaged, thereby coupling the second continuously variable transmission component 28 to the vehicle's drive wheels via the driveshaft 34. The arrows indicate the direction of power flow when there is no hydrostatic power in circulation. This is the case for all the figures provided here. Reference is now also made to Figure 3 which illustrates the coupling arrangement for the second mode of operation. It will be noted that in this manner the clutch 40 is open thereby decoupling the flywheel 12 from the rotational energy source 10. The clutch 42 is engaged thereby coupling the flywheel 12 to the second continuously variable transmission component 28 and the ring gear 30 of the differential 20. The clutch 36 is engaged thereby coupling the rotational energy source 10 directly to the vehicle driveshaft 34 as well as coupling the carrier 18 to the vehicle driveshaft 34. It may be noted that, in accordance with the present invention, the effective range of ratios within which the continuously variable transmission components herein defined by the hydrostatic pump and associated motor are effective is doubled by the dual-mode operation of the vehicle drive apparatus constructed and operational in accordance with one embodiment of the invention. It may also be noted that, by suitable choice of the diameters of the gears 14 © 16, 32 and 46, the speed differences between the clutches 40 and 36, and between the clutches 42 and 44 are essentially zero when the change is made between the first and second modes of operation. It should also be noted that in the second mode of operation, the power produced by the internal combustion engine is transmitted directly, and therefore with very high efficiency, to the vehicle's driveshaft. It can also be noted that with a suitable choice of gear ratios 38 and 14 and 16, the engine will rotate at low speed, and therefore very efficiently, in the first mode of operation at low vehicle speed, and will increase in speed in proportion to the increase in vehicle speed during the second mode of operation at higher speed. Therefore, as the vehicle's power demand increases with increasing speed, the engine's power output also increases. The structure illustrated and described above with reference to Figures 1 and 4 has a number of advantages over the prior art disclosed in U.S. Pat. No. 4,126,200. These advantages are as follows: It will be noted that there are several advantages to the use of a power-split differential as opposed to the "hydrostatic transmission" or "hydrostatic gearbox" described in U.S. Pat. No. 4,126,200. Among these advantages is the ability to employ any type of conventionally obtainable hydrostatic units. Essentially, the differential divides the power flow into a hydrostatic path through the hydrostatic elements and a mechanical path external to the hydrostatic elements. The power-split transmission or gearbox disclosed in U.S. Pat. No.4*126*200 splits the power internally* By properly selecting the differential ratios, the output torque can be multiplied within the entire operating range, in the first mode. In an internal power split transmission or gearbox, the output torque decreases whenever there is hydrostatic power flowing. By allowing this output torque to increase, the hydrostatic transmission can operate at lower pressure and therefore with greater efficiency, or, alternatively, a smaller hydrostatic unit can be used. Further advantages of the present invention include the possibility of constructing it with either two shafts as illustrated in FIG. 1 or, alternatively, in a three shaft configuration such as that illustrated in FIG. 4, which will be described later. Another advantage of the present invention, as illustrated in Figure 1A, is the ability to use uniformly sized clutches for all transmission applications, thus reducing manufacturing costs. Reference is now made to FIG. 4 which illustrates an alternative embodiment of the invention comprising a rotational energy source 30 such as an internal combustion engine and a flywheel 32. The rotational energy source 30 is connected by means of a mechanism including gears 54 and 56 to the carrier or case 58 of a differential 60. The differential, which may be a conventional planetary differential, also comprises a center gear 62 which is integrally connected to a first continuously variable transmission component 64 which comprises, in the embodiment illustrated, a hydrostatic pump*. The hydrostatic pump is coupled via power transmission means 66, in this case hydraulic lines, to a second continuously variable transmission component 68, in this case a hydrostatic motor*. Similar to Figure 1A, a particular feature of the illustrated embodiment is that the hydrostatic pump and motor can be completely separated and do not need to be physically connected to each other except through hydraulic lines. Therefore, each of the hydrostatic transmission components can be operated up to its own maximum speed. This allows maximum benefit to be taken from each hydrostatic component and provides great flexibility in the design of the transmission or gearbox. The hydrostatic motor defining the second continuously variable transmission component 68 is integrally coupled to the ring 70 of the differential 60 via gears 94, 86, and 72. The rotational output of the rotational energy source 50 is selectably connected directly to the drive wheels of a vehicle via a drive shaft 74 and a clutch 76. The flywheel 52 is integrally coupled to the mechanism 79 which is ma- - 21 - selectable, in turn, through a clutch 81, gears 54 and 56 to the housing or carrier 58 of the differential 60. A clutch 82 selectably couples the second continuously variable transmission component 68 to the drive shaft 74 via gears 86 and 94 and couples the ring 70 to the drive shaft 74 via gears 72 and 86. A clutch 99 selectably couples the sun or planetary gear 62 of the differential 60 to the drive shaft 74 via gears 66 and 98. Reference is now made to FIG. 5 which illustrates the apparatus of FIG. 4 set up for the primary mode of operation. In this mode of operation, clutch 81 or the clutch is closed thereby providing connection of flywheel 52 and rotary power source 50 to carrier or housing 58 of differential 60. First continuously variable transmission component 64 is connected to sun gear 62 of differential 60 and clutch 99 is closed thereby providing connection between sun gear 62 and first continuously variable transmission component 64 to drive shaft 74 through gears 96 and 98. Reference is now made to FIG. 6 which illustrates the operation of the apparatus of FIG. 4 in the first mode of operation. In this mode of operation the clutch 81 is engaged such that the flywheel 52 and the rotational energy source 50 are connected to the carrier or case 58 of the differential 60. The sun gear 61 of the differential 60 is connected to the first continuously variable transmission component 64. The clutch 88 is engaged thereby connecting the second continuously variable transmission component 68 to the drive shaft 74 and thereby connecting the ring gear 70 of the differential 60 to the drive shaft 74. Reference is now made to FIG. 7 which illustrates the apparatus of FIG. 4 arranged for the second mode of operation. In this arrangement, clutch 82 is engaged thereby connecting flywheel 52 to the second continuously variable transmission component 68 via gears 86 and 94. The second continuously variable transmission component 68 transmits power to the first continuously variable transmission component 64 via power transfer means 66. The first continuously variable transmission component 64 is connected to the sun gear 62 of the differential 60. Clutch 82 also connects flywheel 52 to the J-ring of the differential 60 via gears 86 and 72. Clutch 76 is engaged thereby connecting the case 58 of the differential 60 and the rotational energy source 52 to the driveshaft 74. It will be noted that the transition from the first primary mode of operation to the first mode of operation is effected when the speed of gear 98 equals the speed of gear 86 such that clutches 88 and 99 are in synchronism. It will also be noted that the transition from the first mode of operation to the second mode of operation is effected when there is essentially zero speed difference across clutches 81 and 76 and across clutches 88 and 82. The apparatus of figure 4 presents a plurality of noteworthy The advantages. The most important of these is the provision, in the primary mode, of a high output torque at relatively low vehicle speeds. This is particularly desirable when attempting to match the very low output torque provided by a vehicle equipped with a conventional automatic transmission with a torque converter for very low vehicle speeds. In this regard, reference is made to Figure 8, which contains two graphs relating tractive force and speed. Graph A is characteristic of a conventional vehicle of the prior art containing a conventional automatic transmission with a torque converter. Graph B is a graph representing the characteristic relating tractive force and speed for a vehicle with a transmission of the type illustrated in Figure 1. It will be noted that a peak in traction is obtained at a speed greater than the lowest speed range. Graph C illustrates a traction versus speed characteristic for equipment constructed and operating in accordance with the embodiment illustrated in Figure 4. In this case it is noted that significantly greater traction is provided for the lower vehicle speeds, thus providing the desired traction for starting the vehicle. It can be noted that the advantage provided by the primary operating mode of the apparatus of Figure 4 comes from the reduction in additional gearing provided by the 98 * 96 gears. The increased torque output at the low vehicle speeds illustrated by Graph C is particularly important since the torque required at low speeds dictates the size of the hydrostatic transmission components used. In this case, consequently, either higher output torques can be obtained by using hydrostatic transmissions or gearboxes of the same size or, alternatively, smaller hydrostatic components can be used in place, resulting in significant savings. It will be understood that the torque multiplication provided by the pair of gears $8 and 96 can also be provided by a satellite gear, with the clutch 99 replaced by a brake securing the support or box. Reference is now made to FIG. 9, which illustrates the apparatus of FIG. 1B, wherein the sun gear and ring gear connections are interchanged; the same elements are designated by the same reference numerals preceded by the numeral 1. Furthermore, in the rearward embodiment of FIG. 9, a belt 126 is employed as the power transfer means, and the first continuously variable drive component is a variable pulley and the second continuously variable drive component is also a variable pulley. The belt can be of the conventional type or of the conventional push type. A further important advantage of the apparatus of Fig. 4 and Fig. 1B is that in the apparatus required to achieve the primary mode of operation, gears 98 and 96 and a clutch 99 may be added to the remainder of the transmission or gearbox containing the apparatus for operation in the first and second modes. Thus, for normal applications, a gearbox containing apparatus for operation in the first and second modes will be provided. If additional starting torque - 25 - ( were required in a particular application, then the apparatus for operation in the primary mode could be added to the same transmission or gearbox body. Alternatively, the primary mode apparatus may be used to allow a higher maximum vehicle speed, such as in a suburban bus, and still retain good starting torque. Reference is now made to FIG. 10 which illustrates an alternative embodiment of the apparatus of FIG. 4 in which the sun or planetary gear links of the differential ring gear 60 are interchanged. The remainder of the apparatus is identical. For convenience, identical components are identified by the same numbers, the components of the embodiment of FIG. 10 bearing the prefix '2', Reference is now made to Figures 11, 12 and 13 which illustrate the embodiment of Figure 10 arranged for primary, first and second modes of operation respectively. Reference is now made to FIG. 14 which illustrates an alternative embodiment of the apparatus of FIG. 4 in which the box and sun gear connections are interchanged. The remainder of the apparatus is identical. For convenience, identical components are designated by the same numbers, with the components of the embodiment of FIG. 14 having the prefix "3". Reference is now made to Figures 15, 16 and 17 which illustrate the embodiment of Figure 14 arranged for primary, first and second modes of operation respectively. - 26 - IE* Reference is also made to Figure 18 which illustrates an alternative embodiment of the apparatus of Figure 14 in which the connections on the ring and the case are interchanged. The remainder of the apparatus is identical. For convenience, identical components are identified by the same numbers, the components of the embodiment of Figure 18 having the prefix "4". Reference is now made to Figures 19, 20 and 21 which illustrate the embodiment of Figure 18 arranged for the primary, first and second modes of operation respectively. Reference is now made to Figure 22 which illustrates an alternative embodiment of the apparatus of Figure 10 in which the connections on the case and the ring of the differential 60 are interchanged. The remainder of the apparatus is identical.For convenience, identical components are identified by the same numbers, with the components of the embodiment of FIG. 22 having the prefix "5". Reference is also made to FIGS. 23, 24, and 25 which illustrate the embodiment of FIG. 22 arranged for the primary, first, and second modes of operation, respectively. Reference is also made to FIG. 26 which illustrates an alternative embodiment of the apparatus of FIG. 22 in which the connections of the sun gear and differential case 60 are interchanged. The remainder of the apparatus is identical. For convenience, identical components are identified by the same numbers, with the components of the embodiment of FIG. 26 having the prefix "6".

Claims

1. - 27 - Reference is finally made to FIGS. 27, 28, and 29, which illustrate the embodiment of FIG. 26 arranged for the primary, first, and second modes of operation, respectively. Those skilled in the art will note that the present invention is not limited to what has been particularly illustrated and described above. Rather, the scope of the present invention is defined only by the following claims. DISCLAIMERS 1. A vehicle powertrain comprising: first and second continuously variable transmission components; power transfer means communicating between the first and second continuously variable transmission components; differential means including a sun gear, a carrier, and a ring gear; selectable coupling means comprising: first means, operative in a first mode of operation, for coupling: 1.««a source of rotational energy and a flywheel to the carrier or housing; 2. the sun gear to the first continuously variable transmission or gearshift component; and 3. the ring gear to the second continuously variable transmission component and to the drive wheels of the vehicle; - 28 - second means operative in a second mode of operation for connecting:

1. the flywheel to the ring gear; 2. the ring gear to the second continuously variable transmission component; 3. the first continuously variable transmission component to the sun gear; and 4. the source of rotational energy and the carrier to the drive wheels of the vehicle. 2t .Vehicle powertrain apparatus comprising: first and second continuously variable transmission components; power transfer means communicating between the first and second continuously variable transmission components; differential means including a sun gear, a carrier and a ring gear; selectable coupling means comprising: primary means, operative in a primary mode of operation, for coupling:

1. a source of rotational energy and a flywheel to the carrier; 2. the ring gear to the second continuously variable transmission component; 3. the sun gear to the first continuously variable transmission component and the drive wheels of the vehicle; first means operative in a first mode of operation for coupling: 1.the rotational energy source and the flywheel to the carrier 2, the sun gear to the first continuously variable transmission component; 3, the ring gear to the second continuously variable transmission component and to the drive wheels of a vehicle; second means operative in a second mode of operation for connecting:

1. the flywheel to the ring gear; 2. the ring gear to the second continuously variable transmission component; 3. the first continuously variable transmission component to the sun gear; and 4* the rotational energy source to the carrier and to the drive wheels of the vehicle.

3. Apparatus for driving vehicles comprising: first and second continuously variable transmission components; power transfer means communicating between the first and second continuously variable transmission components; differential means including a sun gear, a carrier, and a ring gear; selectable coupling means comprising: first means operative in a first mode of operation for coupling:

1. a source of rotational energy and a flywheel to the carrier; 2. the ring gear to the first continuously variable transmission component; and - 30 - 3. the sun gear to the second continuously variable transmission component and to the drive wheels of the vehicle; second means operative in a second mode of operation for connecting:

1. the flywheel to the sun gear; 2. the sun gear to the second continuously variable transmission component; 3.the first continuously variable transmission component to the ring gear; and 4. the source of rotational energy and the support for the vehicle drive wheels. first and second continuously variable transmission or gearshift components; power transfer means communicating between the first and second continuously variable transmission components; differential means including a sun gear, a carrier, and a ring gear; selectable coupling means comprising: primary means, operative in a first mode of operation for coupling:

1. a source of rotational energy and a flywheel to the carrier; 2. the sun gear to the second continuously variable transmission component; and 3.the ring gear to the first continuously variable transmission component and to the drive wheels of the vehicle; first means, operative in a first mode of operation for coupling:

1. the source of rotational energy and the flywheel to the carrier; 2. the ring gear to the first continuously variable transmission component; and 3. the sun gear to the second continuously variable transmission component and to the drive wheels of the vehicle; second means, operative in a second mode of operation for connecting:

1. the flywheel to the sun gear; 2. the sun gear to the second continuously variable transmission component; 3. the first continuously variable transmission component to the ring gear; 4. the source of rotational energy to the carrier and to the drive wheels of the vehicle.

5. Apparatus for driving vehicles comprising: primary and second continuously variable transmission components; power transfer means communicating between the first and second continuously variable transmission components; differential means including a sun gear, a carrier, and a ring gear; - 32 - selectable coupling means comprising: primary means operative in a primary mode of operation for coupling: 1, a source of rotational energy and a flywheel to the sun gear; 2, the ring gear to the second transmission component of the continuously variable transmission; and 3, the carrier to the first continuously variable transmission component and to the drive wheels of the vehicle; first means operative in a first mode of operation for coupling: 1, the source of rotational energy and the flywheel to the sun gear;2. the carrier to the first continuously variable transmission component; and 3. the ring gear to the second continuously variable transmission component and to the drive wheels of the vehicle; second means operative in a second mode of operation for connecting:

1. the flywheel to the ring gear; 2. the ring gear to the second continuously variable transmission component; 3. the first continuously variable transmission component to the carrier; and 4. the source of rotational energy to the sun gear and to the drive wheels of the vehicle.

6. Vehicle drive apparatus comprising: first and second continuously variable transmission components; power transfer means communicating between the first and second continuously variable transmission components; differential means including a sun gear, a carrier, or a ring gear; selectable coupling means comprising: primary means, operative in a primary mode of operation, for coupling:

1. a source of rotational energy and a flywheel to the sun gear; 2. the carrier to the second continuously variable transmission component; 3. the ring gear to the first continuously variable transmission component and to the drive wheels of the vehicle; first means, operative in a first mode of operation, for coupling:

1. the source of rotational energy and the flywheel to the sun gear; 2. the ring gear to the first continuously variable transmission component; 3.the carrier for the second continuously variable transmission component and the vehicle drive wheels; second means operative in a second mode of operation for connecting the flywheel to the carrier; 2. the carrier for the second continuously variable transmission component; 3. the first continuously variable transmission component to the ring gear; and 4. the source of rotational energy to the sun gear and the vehicle drive wheels.

7. Apparatus for driving vehicles comprising: first and second continuously variable transmission components; power transfer means communicating between the first and second continuously variable transmission components; differential means including a sun gear, a carrier, and a ring gear; selectable coupling means comprising: primary means, operative in a first mode of operation for coupling:

1. a source of rotational energy and a flywheel to the ring gear; 2. the sun gear to the second continuously variable transmission component; and 3. the carrier to the first continuously variable transmission component and the drive wheels of the vehicle; first means, operative in a first mode of operation for coupling:

1. the source of rotational energy and the flywheel to the ring gear; 2. the carrier to the first continuously variable transmission component; 3.the sun gear to the second continuously variable transmission component and to the drive wheels of the vehicle} second means, operative in a second mode of operation for connecting:

1. the flywheel to the sun gear; 2. the sun gear to the second continuously variable transmission component; 3. the first continuously variable transmission component to the carrier; and 4. the source of rotational energy to the ring gear and to the drive wheels of the vehicle.

8. Apparatus for driving vehicles comprising: first and second continuously variable transmission components; power transfer means communicating between the first and second continuously variable transmission components; differential means including a sun gear, a carrier, and a ring gear; selectable coupling means comprising: primary means, operative in a primary mode of operation, for coupling:

1. a source of rotational energy and the flywheel to the ring gear; 2. the carrier to the second continuously variable transmission component; and 3. the sun gear to the first continuously variable transmission component and to the drive wheels of the vehicle; first means, operative in a first mode of operation, for coupling:

1. the source of rotational energy and the flywheel to the ring gear; 2. the sun gear to the first continuously variable transmission component; and 3.the carrier to the second continuously variable transmission component and to the vehicle's drive wheels; second means operative in a second mode of operation for connecting:

1. the flywheel to the carrier; 2. the carrier to the second continuously variable transmission component; 3. the first continuously variable transmission component to the sun gear; and 4. the source of rotational energy to the ring gear and to the vehicle's drive wheels. the authorized representative:.