DESCRIPTION of the INVENTION coming under the title of: "METROMECHANICAL TRANSMISSION" deposited in Venice on 17.06.2003 at n° VE2003A000024 by Franco Scopinich resident in Venice-Mestre, Viale San Marco 66/m/c/6 of Italian nationality.

The METROMECHANICAL TRANSMISSION is the most effective device which automatically and continuously varies the ratio between the revs of two axles, with the instantaneous adaptation of the necessary torque in every condition of utilization, without the use of a clutch or of any other devices that may produce friction and thus realizing infinite ratio possibilities. Furthermore it enables better performance to be reached, better safety in driving, reduced fuel consumption compared to any other analogous device or group of devices.

The METROMECHANICAL TRANSMISSION summarizes therefore, in the possible accomplishment, the functions of the automatic gearbox with continuous variation of ratio, of the torque converter, of the torque limiter and of the self-blocking differential.

In the METROMECHANICAL TRANSMISSION, the conversion is carried out, automatically, by the centrifugal forces that produce when the speed of two axles do not coincide to the “direct-drive”, because the second axle is subject to forces contrasting its movement. These micropulses centrifuges have the tendency, in fact, to restore the two axles to the speed of rotation had optimally been decided yet and increase geometrically their pushed with the increasing of the difference between the two rotations. And this is valid both the acceleration and the deceleration (action “brake engine”) of the axle not subject to the engine power.

The brilliance of this invention is performed in the absolute simplicity and economy of the device, in its structural solidity, in the total absence of frictions and in the versatility that allow its utilization in every branch of the mechanic when a device is required to vary and/or to monitor the movement of two axles in motion.

STATE OF TECHNOLOGY: To the present state of the technology exist many devices that realize the variation of ratio between two axles in motion. For whatever pertains its main utilization, what automatic gearbox, the inventor already gave back spacious analysis in the first one patent of automatic gearbox recorded with the number 01239251 the 28.09.1993. They are not intervened, in the meanwhile, substantial innovations and the technical one itself not distant of a lot from that of a century does. Treating itself of a device of metromechanical feature, and that is to say characterized from absence of frictions (excluded, obviously, those pertinent to the few gears that make) and from a physical idea-mechanical absolutely innovative, that expects an automatic one to restore itself of the balance between the forces in action, without the intervention of outside actions, is not possible some comparison with present inventions to the present state of the technology.

OPERATION: In The initial project of the Table 1, the METROMECHANICAL TRANSMISSION is represent with the greatest simplicity, to allow an easier one and immediate understanding of its operation, in the main accomplishment of automatic gearbox to continuous variation of ratio. In the technical notes final versions the other possible utilizations of the device it will be indicated.

The engine-axle M is jointly liable to the plate DM of the satellite-gears M1 of the epicycloidal-gear R1. The rim-gear R1 is jointly liable to the exit’s axle R. The solar-gear C is strictly joints to the plate DC that support the gears C1 that engage the fixed gear T (anchored to the crank-case A). The weights E are fixed to the gears C1 in external position (at the moment outside).

The presence of the unbalanced weights E in the gears C1 tend to opposite the effect of the centrifugal force to the rotation of C. This weigths, in fact, how illustrated in the Table 2, will be compelled, every two rotations of C, to return towards the center of the system and to return, after other two rotations, the outside position.

This centrifugal force, of course, increase geometrically with the increment of the difference between the revs of M and R.

We immediately note that the unbalanced weigths are always equidistants from the center of the system; the device, therefore, will not resent of some specific vibration from their action.

This fluctuation of weights E opposes growing resistance to its same movement in favor of the transfer, with micro-pulse, of the movement from M to R (or vice versa).

To the action to reenter toward the inside, the unbalanced weigths E will be hindered from the centrifugal force that it is developed in the group C1, and they will tend to restrain the movement of C in favor of the acceleration of R; in the following phase, when the weigths E bring toward the outside, to accelerate both M and R. These micro-push will tend to restore always the balance between the rotations of M and R realizing the continuous variation of ratio..

The striking and more powerful torque that interest the axle R, cause its continue acceleration (or deceleration) and the automatic device’s adjusting in every condition of driving.

This with regards to the “automatic transmission” aspect of the device.

The condition of balance, that the system automatically tend to create, happens alone when C is nearly to stop (in absence of resistances at the wells-axle) or to the smaller rotation indispensable to counterpose the variations of resistance determined from the varied conditions of driving.

When, in acceleration or in deceleration, in the gear in ascent or in come down, it is checked a difference in the speed of rotation of two axles M and R, the solar C is compelled to move itself and to provoke the action of the regulator. The ratio between the gears C1 and the fixed gear T is, in the case in examination, 4:1; the relevant rotation of the gears C1 is therefore equal to a quarter of the speed of rotation of C that produces the centrifugal force necessary to the action of the regulator and to create the condition of balance that the device metromechanic expects. The unbalanced weigths, in agreement to the gears C1, will be moved with the motion of the same, all together at the outside and, subsequently, at the inside finishing, how seen for the case in examination, an entire cycle every four turns of the system C (See table 2).

In deceleration, it will happen the opposite one carrying out itself an excellent effect “brake engine”: more it will be elevated the difference between the speed of rotation of the engine and that of the wheels will be raised, greater will result the “restraining” action of the device that will revolve in contrary sense in comparison with the acceleration.

The configuration of the unbalanced weigths has been predisposed in mode that the motor, with the wheels axle stopped, is not able to overcome the regime of maximum torque ( 4000 Giri/min ). Other regulations will be able to privilege mostly different characteristics of acceleration, resumption, save up fuel.

The equations that regulate the motion of the varied gears, in the epicycloidal thing in examination, with solar/rim ratio 1:3 (See Table 1), they are the followings: M1 = (C+3*R1)/4 from which C = 4*M1-3*R1 and C1 (that engages T, stopped) = C/4

Therefore, with the limit fixed to the difference among M and R (4000 turns/min, in the prototype in examination), the converter C will be able revolve the almost to + /- 16.000 turns/min and the unbalanced weigths they will perform 4000 complete cycles (in/out) to the minute.

The restraining effect of the device, when the rotation of the engine is decelerated, is analogous in what is effects when, in the traditional gearboxs, we go down to the inferior gears. The difference is that the action “brake engine” is more gradual and continuous.

Among the innumerable advantages that the device realizes as automatic gearbox, there is the absolute safety and simplicity of guide, the driver has to only accelerate or decelerate, and the energetic saving creditable to the fact that the METROMECHANICAL TRANSMISSION tend always to the condition of minor consume (direct-drive ) and that every variation happens with the least expenditure of energy.

TECHNICAL NOTES: they exist various possible alternatives in the accomplishment of a METROMECHANICAL TRANSMISSION. Above all, in function of the power that it will be applied, they will vary his overall dimensions and those of the individual components: particularly for how much pertains the unbalanced weigths that should develop the necessary centrifugal force to the expected continuous variation. Besides, they will may be changed the number and the dimension of the gears. The epicycloidal gear will may have different solar/rim ratio (from the expected 1:3 of the prototype) to adjust the device to the varied necessity of utilization and to obtain a different final ratio.

The architecture of the variator can be totally altered, for matters of encumbrance ( motorvehicles to front-wheel drive, motorcycles velocipedes, special vehicles ecc.) or for a special use of the same one in innumerable other applications, without that come less the characteristics. The inventor hypothesizes manifold employments of the invention that maintain unchanged the original idea. For the exceptional versatility and its completes autonomy from external interventions, it will may be employed, for example, as Metromechanical Torque Converter. Utilization in which realizes, in comparison with analogous devices, a total absence of losses of power.

The parts destined to the control of motion, where they act the unbalanced weigths interested by the centrifugal force, results be, separately from the rest of the converter, a perfect Metromechanical Limiter of Torque. Obviously, the unbalanced weigths have to be sized so as to hinder, for the action of the centrifugal force , an excessive difference in the speed of rotation of the two axles. In comparison with that currently in use, so as in the preceding example, the limiter don't will produce losses due to frictions among metals or liquids and it will realize a yield nearly to 100%.

From this point of view, as limiter, it will find its best utilization, but not the only, in a self-blocking differential. Dimensioning adequately the unbalanced weigths, itself will get that the variation of rotation among the two axles is not able go too far when established in departure. A metromechanical self-blocking differential guarantees an yield more uniform and the absence of the characteristic losses of the analogous devices.

Date the inexpensiveness and the simplicity of the device, it will be able is interesting and suitable to install it, in the vehicles to integral traction, in every wells-axle it revolves, eliminating due every loss creditable to joined viscous, self-blocking differential and other and obtaining the maximum available power for every motive-wheel.

How to in every metromechanical invention, the ingeniousness of the principle that is in the well base will give to the more varied realizations that, in any case, it goes always brought back to the original idea of this invention patent.

CLAIMS:

1. METROMECHANICAL TRANSMISSION.

2. System of continuous variation of the relative motion into two axles in motion.

3. Absence of friction and of other devices interfere the action of the variator.

4. Metromechanical Automatic Continuous Gearbox

5. Metromechanical Limiter of Torque

6. Metromechanical Converter of Torque.

7. Metromechanical self-blocking Differential.