Patent GB-1292613-A (GB)
Title: Improvements in mechanical systems of power transmission
Inventor: WALTON GEORGE WILLIAM
IPC: F16H33/10
Filed: 1969-02-20
Abstract: 1292613 Motor-vehicle transmissions G W WALTON 19 Feb 1970 [20 Feb 1969] 9125/69 Heading B7H [Also in Division F2] A gyroscopic torque converter is combined in series with a fixed ratio reduction gear 18, 19, the effect of which is to increase the range of torque-ratios provided by the gear, the range of torque-ratios being defined as the ratio of the output torque at stall (zero output speed) to the output torque at a designed maximum output speed (e.g. 1250 r.p.m.), both at a specified input speed (e.g. 5000 r.p.m.). The fixed gear ratio lies between (but not including) one-to-one and the ratio of the designed input speed to the designed maximum output speed, the higher the fixed ratio for a given maximum power the greater the range of torques. The gyroscopic gear used is that described in Specification 437,950 and comprises a flywheel 14, rotating on pivots 15 in a precession ring C, mounted on pivots 12, 13, at right-angles to 15, in a gimbal ring 6 carried in pivots 7, at rightangles to 12, in an output casing 4, the gimbal ring 6 being caused by arcuate links 8, 11, the former fast on an input shaft A, to oscillate through half-turns backwards and forwards whilst the precession ring C is turned through one revolution through the link 11 by the input shaft A, the flywheel 14 being spun on its axis 15 by engagement of a bevel pinion 16 thereon with a bevel wheel 17 secured to the gimbal ring 6. The alternating sinusoidal gyroscopic torque due to rotation of the precession ring C is thereby rectified into a one-way torque on the output casing 4. In this invention such a gear drives the final output-shaft D through the reduction gear 18, 19 (which may be the final drive of a motor vehicle). Two, three or more such gyroscopic gears may be linked together, Fig. 2 (not shown), to obtain more uniform torque. In Fig. 3 (not shown), the gear occupies the position of the usual transmission in a reardrive, front-engined motor vehicle, being preceded by a reverse gear. The reduction gear 18, 19 of Fig. 1 is, in this case, formed by the usual final drive in the rear axle. In Fig. 4 (not shown), a planetary reverse gear, operated by two selector brakes, used as, and replacing the usual main clutch, drives two gyroscopic gears, arranged in the casing of and replacing the usual differential gear, one driving each half-axle through planetary reduction gear. In Fig. 5, the reductions gears 14, 15 of each of two gyroscopic gears 12, 12<SP>1</SP>, arranged on a rear axle, drive half-axles 15 swinging on arms 18, 20 about the axis of the pinions 13, under control of torsion bars 22 forming the vehicle suspension. In a four-wheel drive arrangement, Fig. 6 (not shown), the rear axle drive is as in Fig. 5. A single longitudinal propeller shaft, extending from rear to front, drives the front axle through further gyroscopic gears directly driving universally jointed half-shafts, the propeller shaft being centrally driven by a transverse shaft, reversing and vevel gears. Application to motor cycles, road and rail vehicles, bulldozers, scrapers, tanks and marine propulsion is referred to.