US20100125017A1 - Multiple Speed Automatic Transmission - Google Patents
Multiple Speed Automatic Transmission Download PDFInfo
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- US20100125017A1 US20100125017A1 US12/687,176 US68717610A US2010125017A1 US 20100125017 A1 US20100125017 A1 US 20100125017A1 US 68717610 A US68717610 A US 68717610A US 2010125017 A1 US2010125017 A1 US 2010125017A1
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- gear
- clutch
- brake
- speed
- carrier
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/62—Gearings having three or more central gears
- F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
- F16H3/663—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with conveying rotary motion between axially spaced orbital gears, e.g. RAVIGNEAUX
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/006—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising eight forward speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/0082—Transmissions for multiple ratios characterised by the number of reverse speeds
- F16H2200/0086—Transmissions for multiple ratios characterised by the number of reverse speeds the gear ratios comprising two reverse speeds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/201—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with three sets of orbital gears
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/203—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes
- F16H2200/2046—Transmissions using gears with orbital motion characterised by the engaging friction means not of the freewheel type, e.g. friction clutches or brakes with six engaging means
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2097—Transmissions using gears with orbital motion comprising an orbital gear set member permanently connected to the housing, e.g. a sun wheel permanently connected to the housing
Abstract
A multi-speed automatic transmission includes an input, an output, a first gear unit drivable connected to the input and producing a gear ratio of a speed of the input and a speed of the first gear unit output, a planetary gear unit including a modified Simpson gearset, the gear unit being secured to first, second, third, fourth and fifth rotating members, the fifth member being secured to the output for rotation therewith, a first clutch being operable to connect the first rotating member and the first gear unit output, a second clutch being operable to connect the second rotating member and the first gear unit output, a third clutch being operable to connect the third rotating member and an element rotating at a speed of the input, a fourth clutch being operable to connect the fourth rotating member and said element rotating at the speed of the input, a first brake being operable to hold the fourth rotating member against rotation, and a second brake being operable to hold the third rotating member against rotation.
Description
- This application is a continuation of U.S. application Ser. No. 11/728,448, filed Mar. 26, 2007.
- 1. Field of the Invention
- This invention relates to the field of automatic transmissions for motor vehicles. More particularly, the invention pertains to a kinematic arrangement of gearing, clutches, brakes, and the interconnections among them in a power transmission.
- 2. Description of the Prior Art
- A truck customer may desire improved launch capability, particularly when the vehicle is loaded and/or starting on a grade. The vehicle manufacturer offers customers options to allow improved launch capability. One option is to choose steeper (higher numerical) axle ratios. For those who have chosen a 4×4 truck, the transfer case generally is 2 speeds, one speed of which is a low-range which can also improve launch capability.
- The steeper axle ratios improve vehicle launch capability when loaded, but reduce fuel economy even when the vehicle is unloaded. Offering multiple axle ratios adds complexity to the vehicle assembly plant. Operators of light trucks having 4×4 drivelines rarely use the low-range capability of a two-speed transfer case. The clutch mechanism for selecting low and high-ranges of the transfer case cannot be shifted unless the vehicle is stopped.
- Most operators of such vehicle are accustomed to and prefer a small first-second gear step size of the transmission, which is 1.414 in a current production transmission. Eight-speed transmissions that have been proposed have gear mesh losses that exceeded those of highly efficient six-speed transmissions.
- There is a need for a power transmission that can produce eight forward speeds and two reverse speeds, has high theoretical gear mesh efficiency and a wide speed ratio span.
- A multiple-speed automatic transmission includes (a) an input, (b) an output, (c) a first gear unit drivable connected to the input and including a component rotating at the speed of the input and a first gear unit output, the first gear unit producing a gear ratio of a speed of the input and a speed of the first gear unit output, the gear ratio being greater than unity, and (d) a modified Simpson gear unit for producing multiple ratios of the speed of the input and a speed of the output. The modified Simpson gear unit is driveably connected to first, second, third, fourth, and fifth rotating members, the fifth member being secured to the output for rotation therewith.
- The modification to the Simpson gear unit involves extending one of the sets of the planetary pinions to allow engagement to an additional sun gear. A first clutch connects the first rotating member and first gear unit output; a second clutch connects the second rotating member and first gear unit output; a third clutch connects the third rotating member and an element rotating at transmission input speed; a fourth clutch connects the fourth rotating member and an element rotating at transmission input speed; a first brake holds the fourth rotating member against rotation, and a second brake holds the third rotating member against rotation.
- The transmission can produce eight forward speeds and two reverse speeds, has high theoretical gear mesh efficiency and a wide speed ratio span. The eight-speed transmission provides two drive modes.
Mode 1 could replace the conventional offering of optional axle ratios and the two speed transfer case. The transmission has a low-range first gear, which can either be used for launching the vehicle, such as when the operator is hauling a trailer, or as the low-range launch gear for 4×4 operations. - The transmission provides the ability to shift from low-range to high-range under full torque. When normal launch mode is required, the transmission provides a second gear with a conventional first-gear launch ratio. The seven speeds from second gear through eighth gear provide a close ratio gearbox with a span greater than five.
- The transmission provides excellent fuel economy in normal drive mode. A manually operated selector switch for 4×4 vehicles can incorporate 4×2, 4×4 high and 4×4 low selectable positions, and can have added functions, such as 4×4 auto, trailer tow, and snow modes. These modes are achieved by starting the transmission in first, second or third gear and by using a 4×4 on demand clutch in off, stand-by or applied mode.
- The scope of applicability of the preferred embodiment will become apparent from the following detailed description, claims and drawings. It should be understood, that the description and specific examples, although indicating preferred embodiments of the invention, are given by way of illustration only. Various changes and modifications to the described embodiments and examples will become apparent to those skilled in the art.
- These and other advantages of the present invention will become readily apparent to those skilled in the art from the following detailed description of a preferred embodiment when considered in the light of the accompanying drawings in which:
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FIG. 1 is a schematic diagram illustrating the kinematic arrangement of a transmission, which incorporates a modified Simpson gearset; -
FIG. 2 is chart showing for each forward and reverse speed ratio the operating state of the clutches and brakes that control the transmission ofFIG. 1 , and a preferred speed ratio for each gear; -
FIG. 3 is a chart showing a preferred number of gear teeth for each gear and pinion of the transmission ofFIG. 1 and the beta ratios of the modified Simpson and speed reduction gearsets; -
FIG. 4 is a schematic diagram illustrating a second embodiment of a transmission, which incorporates a modified Simpson gearset; -
FIG. 5 is chart showing for each forward and reverse gear the operating state of the clutches and brakes that control the transmission ofFIG. 4 , and a preferred speed ratio for each gear; and -
FIG. 6 is a chart showing a preferred number of gear teeth for each gear and pinion of the transmission ofFIG. 4 and the beta ratios of the modified Simpson and speed reduction gearsets. - Referring now to the drawings, there is illustrated in
FIG. 1 the kinematic arrangement of an automatic transmission 10A torque converter 11 includes abladed impeller wheel 12 connected to thecrankshaft 14 of an internal combustion engine, abladed turbine wheel 16, and abladed stator wheel 18. The impeller, stator and turbine wheels define a toroidal fluid flow circuit, whereby the impeller is hydrokinetically connected to the turbine. Thestator 18 is supported rotatably on a stationarystator sleeve shaft 20, and anoverrunning brake 22 anchors the stator to theshaft 20 to prevent rotation of the stator in a direction opposite the direction of rotation of the impeller, although free-wheeling motion in the direction of rotation of the impeller is permitted. - The
torque converter 11 includes alockup clutch 24 located within the torqueconverter impeller housing 26. Whenclutch 24 is engaged, the turbine and impeller are mechanically connected to atransmission input shaft 28; whenclutch 24 is disengaged, the turbine and impeller are hydrokinetically connected and mechanically disconnected. Fluid contained in the torque converter is supplied to the torque converter from the output of an oil pump assembly (not shown) and is returned to an oil sump, to which an inlet of the pump is connected hydraulically. - A planetary gear system includes first, second, and
third gear units first gear unit 30 is a speed reduction gear unit which includes tworing gears carrier 40, steppedpinions carrier 40, and no sun gears. Thecarrier 40 is secured to theinput 28 and thering gear 37 is grounded on thetransmission case 39. - The
stepped pinions pinion 35 is in mesh with thering gear 37 and thepinion 36 is in mesh with thering gear 38. Thesecond ring gear 38 is the output ofgear unit 30 and is underdriven relative to the speed ofinput 28. For the specific example set forth inFIG. 3 , which lists the number of gear teeth, the output speed ratio produced by the frontplanetary gear unit 30 is 0.444. - The
second gear unit 32 includes axially spacedsun gears ring gear 46,carrier 50, and longplanetary pinions 48, rotatably supported oncarrier 50 and in meshing engagement withsun gears ring gear 46. Abridging member 51, secured tocarrier 50 and extending radially between thefirst sun gear 42 andsecond sun gear 44, is driveably connected to aclutch 52. In this way,carrier 50 is accessible toclutch 52 and to abrake 53. - The
third gear unit 34 includes asun gear 54,ring gear 56,carrier 58, andplanetary pinions 60, rotatably supported oncarrier 58 in meshing engagement withsun gear 54 andring gear 56. - The
ring gear 37 of thefirst gear unit 30 is fixed against rotation. Thecarrier 40 of thefirst gear unit 30 is driveably connected to theinput 28. Thering gear 46 of thesecond gear unit 32 is driveably connected to thecarrier 58 of thethird gear unit 34, which is driveably connected tooutput 60. Thesecond sun gear 44 of thesecond gear unit 32 is driveably connected to thesun gear 54 of thethird gear unit 34. -
Ring gear 56 of the third gear unit is alternately connected to and disconnected fromring gear 38 of the first gear unit by clutch 62.Sun gear 44 of the second gear unit andsun gear 54 of the third gear unit are alternately connected to and disconnected fromring gear 38 of the first gear unit by clutch 64.Carrier 50 of the second gear unit is alternately connected to and disconnected fromcarrier 40 of the first gear unit by clutch 52.Sun gear 42 of the second gear unit is alternately connected to and disconnected fromcarrier 40 of the first gear unit by clutch 66. -
Sun gear 42 is alternately held against rotation, preferably on thetransmission case 39, upon engagement of abrake 68 and are released for free rotation upon disengagement ofbrake 68.Carrier 50 is alternately held against rotation, preferably on thetransmission case 39, upon engagement of abrake 53 and is released for free rotation upon disengagement ofbrake 53. -
Clutches brakes - and illustrates examples of hydraulically actuated friction clutches and brakes, which can be used in the transmission of this invention.
- The front
planetary gear unit 30 is a stepped pinion design with two ring gears 37, 38 and no sun gears.Input 28 is fixed tocarrier 40.Ring gear 37 is fixed toground 39.Ring gear 38 is the fixed a low speed output of the frontplanetary gear unit 30, to which is attached one side of aclutch A 62 and one side ofclutch B 64. - The rear
planetary units output 60. Sun gears 44 and 54, ring gears 46 and 56, andcarriers carrier 50 andpinion 48 so that anadditional sun gear 42 can mesh with thepinion 48. Since sun gears 42 and 44 both have the same number of teeth, andpinion 48 has a constant number of teeth across its width,sun gear 42 is forced to always rotate at the same speed as sun gears 44 and 54.Sun gear 42 effectively becomes an extension of sun gears 44 and 54. This is done so that the sun gears 44 and 54 have access tobrake C 68 andclutch F 66 viasun gear 42, while allowing a web fromcarrier 50 to fit between sun gears 42 and 44 and have access toclutch E 52. - The gear ratio of a power path or a transmission is the ratio of the speed of its input to the speed of its output. A speed reduction power path, whose gear ratio is greater than unity, driveably connects
input 28 andcarrier 40 of thegear unit 30 throughring gear 38 toclutches input 28 andcarrier 40 toclutches ring gear 38 and the input ofclutches input 28, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 3 . - Operation of the
transmission 10 is described next with reference to the engaged and disengaged state of the friction elements, which states in combination produce each of the gear ratios. Preferably, the states of the clutches and brakes are changed automatically in accordance with execution of a control algorithm by an electronic transmission controller.FIG. 2 is a chart indicating the state of engagement and disengagement of the clutches and brakes corresponding to each of the gear ratios. In the chart, symbol “X” identifies an engaged friction clutch and friction brake. A blank indicates that the corresponding clutch and brake is disengaged or released.FIG. 2 shows for each forward and reverse gear the operating state of the clutches and brakes that control the transmission ofFIG. 1 and the gear ratio for the respective gear. - The
transmission 10 operates in the first forward gear when clutch 62 andbrake 53 are engaged, and the other friction elements are disengaged. Withring gear 37 of thefirst gear unit 30 held against rotation and itscarrier 40 directly connected to input 28, the speed ofring gear 38 is underdriven relative to the speed ofinput 28.Ring gear 56 is driveably connected to ringgear 38 throughclutch 62.Brake 53 holdscarrier 50 against rotation and produces a torque reaction on thetransmission case 39. Withcarrier 50 held against rotation, sun gears 44, 54 mutually secured to rotate at the same speed, andcarrier 58 andring gear 46 secured mutually for rotation at the same speed,ring gear 46 andoutput 60 are underdriven due to an additional speed reduction. With the transmission operating in first gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is 6.387, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 3 . - As
FIG. 2 shows, the transmission operates in each of the five lowest forward gears when clutch 62 is engaged; therefore, when thetransmission 10 operates in each of the five lowest forward gears,ring gear 56 is underdriven relative to the speed ofinput 28. - An upshift to the second speed ratio results by maintaining clutch 62 engaged, engaging
brake 68, and disengagingbrake 53.Ring gear 56 is underdriven relative to the speed ofinput 28 due to the speed reduction produced ingear unit 30.Sun gear 42, fixed against rotation due to the engagement ofbrake 68, provides a torque reaction. Sun gears 44, 54 are secured mutually to rotate at the same speed. Therefore, thering gear 46 andoutput 60 are underdriven relative to thering gear 56 due to a second speed reduction produced ingear units input 28 and the speed ofoutput 60 is 3.498, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 3 . - An upshift to third gear from second gear results upon disengaging
brake 68, engagingclutch 64, and maintaining clutch 62 engaged.Ring gear 38 is underdriven relative to the speed of the input due to the speed reduction produced in thefirst gear unit 30.Clutch 64 driveably connectsring gear 38 to sun gears 44, 54.Clutch 62 driveably connectsring gear 38 to ringgear 56. Because the speeds of sun gears 46, 54 andring gear 56 are equal and underdriven relative to the speed ofinput 28,carrier 58,ring gear 46 andoutput 60 are underdriven at that same speed. With the transmission operating in third gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is 2.250. - An upshift to fourth gear from third gear results upon engaging
clutch 66, disengagingclutch 64, and maintaining clutch 62 engaged.Clutch 66 driveably connectssun gear 42 andinput 28.Clutch 62 driveably connectsring gear 38 to ringgear 56. Due to the speed reduction produced in thefirst gear unit 30,ring gear 40 is underdriven relative to the speed of theinput 28. With the transmission operating in fourth gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is 1.556, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 3 . - An upshift to fifth gear from fourth gear results by maintaining clutch 62 engaged, engaging
clutch 52, and disengagingclutch 66.Ring gear 56 of thethird gear unit 34 is underdriven through clutch 62 relative to the speed ofinput 28 due to the speed reduction that occurs ingear unit 30.Carrier 50 is driven at the speed ofinput 28 throughclutch 52. Sun gears 44, 54 are secured mutually; therefore, they rotate at the same speed. Similarlycarrier 58 andring gear 46 are secured mutually; therefore, they rotate at the same speed. With the transmission operating in fifth gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is 1.252, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 3 . - An upshift to sixth gear from fifth gear results upon engaging
clutch 66, disengagingclutch 62, and maintaining clutch 52 engaged. With the friction elements so disposed, clutch 52 driveably connectscarrier 40 andinput 28 tocarrier 50 of thesecond gear unit 32, and clutch 66 driveably connectscarrier 40 andinput 28 tosun gear 42 of thesecond gear unit 32. Thesecond gear unit 32 is locked-up; therefore, itsring gear 46 andoutput 60 rotate at the speed of theinput 28. With the transmission operating in sixth gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is 1.000. - An upshift to seventh gear from sixth gear results upon engaging
clutch 64, disengagingclutch 66, and maintaining clutch 52 engaged.Clutch 64 driveably connects thering gear 38 of thefirst gear unit 30 to the sun gears 44, 54, and clutch 52 driveably connectsinput 28 tocarrier 50 of thesecond gear unit 32. A torque reduction and speed increase produced in thesecond gear unit 32 causesring gear 46 andoutput 60 to rotate faster than the speed ofinput 28. With the transmission operating in seventh gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is 0.807, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 3 . - An upshift to eighth gear from seventh gear results upon engaging
brake 68, disengagingclutch 64, and maintaining clutch 52 engaged. With the friction control elements so disposed, clutch 52 driveably connectsinput 28 tocarrier 50 of thesecond gear unit 32, andbrake 68 holdssun gear 42 of thesecond gear unit 32 against rotation, thereby providing a torque reaction. Thesecond gear unit 34 produces a torque reduction and speed increase, which overdrives itsring gear 46 andoutput 60 relative to the speed ofinput 28. With the transmission operating in eighth gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is 0.698, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 3 . - A low-speed reverse gear is produced upon engaging
clutch 64 andbrake 53 concurrently, and releasing the other friction elements.Ring gear 38, the underdriven output ofgear unit 30, underdrives sun gears 44, 54 throughclutch 64 in a forward direction. Withcarrier 50 held against rotation bybrake 53 and producing a torque reaction, thesecond gear unit 34 produces a second torque amplification and speed reduction, which further underdrivesring gear 46 andoutput 60 and reverses the direction of their rotation relative to those ofinput 28. With the transmission operating in low-reverse gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is −5.211, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 3 . - A higher-speed reverse gear is produced upon engaging
clutch 66 andbrake 53, and releasing the other friction elements.Clutch 66 driveably connectscarrier 40 ofgear unit 30 and theinput 28 tosun gear 42. Withcarrier 50 held against rotation bybrake 53 and producing a torque reaction, thesecond gear unit 32 produces a torque amplification and speed reduction, which underdrivesring gear 46 andoutput 60 and reverses the direction of their rotation relative to those atinput 28. With the transmission operating in high-reverse gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is −2.316, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 3 . - The planetary gear unit formed by
gear units first member 70 connects clutch 62 and thering gear 56 ofgear unit 34. Thesecond member 72 connects clutch 64 and sun gears 44, 54, which rotate as a unit. Thethird member 51 connects clutch 52 andbrake 53 tosecond carrier 50. Thefourth member 74 connects clutch 66 andbrake 68 tosun gear 42. Thefifth member 76 connectscarrier 58,ring gear 46 andoutput 60 for rotation as a unit. -
FIG. 4 illustrates the kinematic arrangement of anautomatic transmission 90. InFIG. 4 , each component that is identical to a component shown inFIG. 1 is referenced with the identical numeral as that used inFIG. 1 for the respective component. A speedreduction gear unit 92 includes afirst sun gear 94 secured to input 28, aring gear 98 grounded on thehousing 39, acarrier 100, and planet pinions 102 supported oncarrier 100 and meshing withsun gear 94 andring gear 98. Withring gear 98 held against rotation,sun gear 94 driven by theinput 28, and the gears and pinions having the number of gear teeth shown inFIG. 6 ,carrier 100 is underdriven at 0.400 times the speed of the input, and the gear ratio produced bygearset 32 is 2.500. - The second and
third gear units second gear unit 130 includes axially spaced sun gears 132, 134, aring gear 136,carrier 138, and long planetary pinions 140 rotatably supported oncarrier 138 and in meshing engagement with sun gears 132, 134, andring gear 136. - The
third gear unit 101 includes asun gear 104, axially spaced ring gears 106, 108, acarrier 110, and longplanetary pinions 112, rotatably supported oncarrier 110 in meshing engagement withsun gear 104 and ring gears 106, 108. -
Clutch 114 alternately driveably connects and disconnectscarrier 100 of the speed reduction gear set 92 andring gear 136 ofgear unit 130.Clutch 116 alternately connects and disconnects thecarrier 100 of the speed reduction gear set 92 and sun gears 134, 104. Brake 118 alternately releases and holds sun gears 134, 104 against rotation. Brake 120 alternately releases and holdscarrier 110 against rotation.Clutch 122 alternately driveably connects and disconnects theinput 28 andcarrier 110.Clutch 124 alternately driveably connects and disconnects theinput 28 andsun gear 94 of the speed reduction gear set 30 tosun gear 132. The engaged and disengaged states of theclutches brakes transmission 90 are shown inFIG. 5 . The speed ratios produced bytransmission 90 are shown inFIG. 5 , provided the number of gear teeth of the pinions and gears is as set forth inFIG. 6 . - The front
planetary gear unit 92 is a simple planetary design, which includesinput 28, fixed tosun gear 92;ring gear 98 fixed toground 39; andcarrier 100, a low speed output of thegear unit 92 that is secured to one side ofclutch A 114 and one side ofclutch B 116. - The
gear unit output 60. Sun gears 134 and 104, ring gears 136 and 108, andcarriers carrier 138 and pinion 140 are extended so that anadditional sun gear 132 can be in mesh with the pinion gear 140. Since sun gears 132 and 134 both have the same number of teeth, and pinion gear 140 has a constant number of teeth across its width,sun gear 132 is forced to always rotate at the same speed as sun gears 134 and 104.Sun gear 132 effectively becomes an extension of sun gears 134 and 104. This is done so that the sun gears 134 and 104 effectively have access toclutch F 124 viasun gear 132, while allowing a web fromcarrier 138 to fit between sun gears 132 and 134 and to have access toring gear 108. - In the second modification,
carrier 110 andpinion gear 112 are extended so that anadditional ring gear 106 can be in mesh with thepinion gear 112. Since ring gears 106 and 108 both have the same number of teeth, andpinion gear 112 has a constant number of teeth across its width,ring gear 106 is forced to always rotate at the same speed asring gear 108.Ring gear 106 effectively becomes an extension ofring gear 108 andcarrier 138. This is done so thatcarrier 138 andring gear 108 effectively have access tooutput 60 viaring gear 106, while allowing a web fromcarrier 110 to fit between ring gears 106 and 108 and to have access to Clutch E. - Operation of the
transmission 90 is described next with reference to the engaged and disengaged state of the friction elements, which states in combination produce each of the gear ratios. Preferably, the states of the clutches and brakes are changed automatically in accordance with execution of a control algorithm by an electronic transmission controller.FIG. 5 is a chart indicating the state of engagement and disengagement of the clutches and brakes corresponding to each the gear ratios. In the chart, symbol “X” identifies an engaged friction clutch and friction brake. A blank indicates that the corresponding clutch and brake is disengaged or released.FIG. 5 shows for each forward and reverse gear the operating state of the clutches and brakes that control the transmission ofFIG. 4 and the speed ratio for the respective gear. - The transmission operates in the first forward gear when clutch 114 and brake 120 are engaged, and the other friction elements are disengaged. With
ring gear 98 of thefirst gear unit 92 held against rotation andsun gear 94 of thefirst gear unit 92 directly connected to input 28,carrier 100 is underdriven, andring gear 136 is underdriven relative to the speed ofinput 28 throughclutch 114.Brake 120 holdscarrier 110 against rotation and produces a torque reaction on thetransmission case 39. Withcarrier 110 held against rotation, sun gears 134, 104 mutually secured to rotate at the same speed, andcarrier 138 andring gear 108 secured mutually for rotation at the same speed,ring gear 106 andoutput 60 are underdriven due to an additional - speed reduction. With the transmission operating in first gear, the ratio of the speed of
input 28 and the speed ofoutput 60 is 7.097, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 6 . - As
FIG. 5 shows, the transmission operates in each of the five lowest forward gears when clutch 114 is engaged; therefore, whentransmission 90 operates in each of the five lowest forward gears,ring gear 136 is underdriven relative to the speed ofinput 28. - An upshift to the second speed ratio results by maintaining clutch 114 engaged,
engaging brake 118, and disengagingbrake 120.Ring gear 136 is underdriven relative to the speed ofinput 28 due to the speed reduction produced ingear unit 92. Sun gears 134, 104, fixed against rotation due to the engagement ofbrake 118, provide a torque reaction.Ring gear 106 andoutput 60 are underdriven relative to thering gear 136 due to a second speed reduction produced ingear units input 28 and the speed ofoutput 60 is 3.886, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 6 . - An upshift to third gear from second gear results upon disengaging
brake 118, engagingclutch 116, and maintaining clutch 114 engaged.Ring gear 136 is underdriven throughclutch 114 relative to the speed of the input due to the speed reduction produced in thefirst gear unit 92.Clutch 116 driveably connectscarrier 100 to sun gears 134, 104. Because the speeds of sun gears 134, 104 andring gear 136 are equal and underdriven relative to the speed ofinput 28,carrier 110,ring gear 106 andoutput 60 are underdriven at that same speed. With the transmission operating in third gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is 2.500. - An upshift to fourth gear from third gear results upon engaging clutch 124, disengaging
clutch 116, and maintaining clutch 114 engaged.Clutch 124 driveably connectssun gear 132 andinput 28.Clutch 114 driveably connectscarrier 100 toring gear 136. Due to the speed reduction produced in thefirst gear unit 32,ring gear 106 is underdriven relative to the speed of theinput 28. With the transmission operating in fourth gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is 1.629, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 6 . - An upshift to fifth gear from fourth gear results by maintaining clutch 114 engaged, engaging
clutch 122, and disengagingclutch 124.Ring gear 136 is underdriven throughclutch 114 relative to the speed ofinput 28 due to the speed reduction that occurs ingear unit 92.Carrier 110 is driven at the speed ofinput 28 throughclutch 122. Sun gears 134, 104 are secured mutually; therefore, they rotate at the same speed. Withtransmission 90 operating in fifth gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is 1.268, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 6 . - An upshift to sixth gear from fifth gear results upon engaging clutch 124, disengaging
clutch 114, and maintaining clutch 122 engaged. With the friction elements so disposed, clutch 122 driveably connectsinput 28 tocarrier 110, and clutch 124 driveably connectsinput 28 tosun gear 132. Thesecond gear units ring gear 106 andoutput 60 rotate at the speed of theinput 28. With the transmission operating in sixth gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is 1.000. - An upshift to seventh gear from sixth gear results upon engaging clutch 116, disengaging
clutch 124, and maintaining clutch 122 engaged.Clutch 116 driveably connectscarrier 100 of thefirst gear unit 92 to the sun gears 134, 104, and clutch 122 driveably connectsinput 28 tocarrier 110 ofgear unit 101. A torque reduction and speed increase produced in thesecond gear unit 130 causesring gear 106 andoutput 60 to rotate faster than the speed ofinput 28. With the transmission operating in seventh gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is 0.794, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 6 . - An upshift to eighth gear from seventh gear results upon engaging
brake 118, disengagingclutch 116, and maintaining clutch 122 engaged. With the friction control elements so disposed, clutch 122 driveably connectedinput 28 tocarrier 110 of thegear unit 101, and brake 118 holds sun gears 134, 104 against rotation, thereby providing a torque reaction.Gear unit 101 produces a torque reduction and speed increase, which overdrives itsring gear 106 andoutput 60 relative to the speed ofinput 28. With the transmission operating in eighth gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is 0.698, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 6 . - A low-speed reverse gear is produced upon engaging clutch 116 and brake 120 concurrently, and releasing the other control elements.
Carrier 100, the underdriven output ofgear unit 92, underdrives sun gears 134, 104 in a forward direction throughclutch 116. Withcarrier 110 held against rotation bybrake 120 and producing a torque reaction, thegear unit 101 produces a second torque amplification and speed reduction, which further underdrivesring gear 106 andoutput 60 and reverses the direction of their rotation relative to those ofinput 28. With the transmission operating in low-reverse gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is −5.790, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 6 . - A higher-speed reverse gear is produced upon engaging clutch 124 and
brake 120, and releasing the other control elements.Clutch 124 driveably connects theinput 28 andsun gear 94 tosun gear 132. Withcarrier 110 held against rotation bybrake 120 and producing a torque reaction, thegear unit 101 produces a torque amplification and speed reduction, which underdrivesring gear 106 andoutput 60 and reverses the direction of their rotation relative to those atinput 28. With the transmission operating in high-reverse gear, the ratio of the speed ofinput 28 and the speed ofoutput 60 is −2.316, provided the number of gear teeth of the pinions and gears is as set forth inFIG. 6 . - The modified Simpson gearset formed by
gear units rotating member 142 connects clutch 114 and thering gear 136 ofgear unit 130. The secondrotating member 144 connects clutch 116 and brake 118 tosun gear 134 ofgear unit 130 and tosun gear 104 ofgear unit 101. The thirdrotating member 146 connectsbrake 120 and clutch 122 tocarrier 110 ofgear unit 101. The fourth rotating member connects clutch 124 tosun gear 132 ofgear unit 130. The fifth rotating member connectscarrier 138 ofgear unit 130 toring gear 108 ofgear unit 101. The sixth rotating member connectsring gear 106 ofgear unit 101 tooutput 60. - From
FIGS. 2 and 5 it can be seen that the same clutch and brake engagement pattern is used for the embodiments ofFIGS. 1 and 4 . For example,clutch A brake D clutch A brake C - In accordance with the provisions of the patent statutes, the preferred embodiment has been described. However, it should be noted that the alternate embodiments can be practiced otherwise than as specifically illustrated and described.
Claims (16)
1. A multi-speed automatic transmission comprising:
an input;
an output;
a first gear unit including a carrier drivable connected to the input, a nonrotating pinion that revolves with the carrier and meshes with a first gear unit output, the first gear unit producing a gear ratio of a speed of the input and a speed of the first gear unit output greater than unity;
a planetary gear unit including a modified Simpson gearset, the gear unit being secured to first, second, third, fourth and fifth rotating members, the fifth rotating member being secured to the output for rotation therewith,
a first clutch being operable to connect the first rotating member and the first gear unit output;
a second clutch being operable to connect the second rotating member and the first gear unit output;
a third clutch being operable to connect the third rotating member and an element rotating at a speed of the input;
a fourth clutch being operable to connect the fourth rotating member and said element rotating at the speed of the input;
a first brake being operable to hold the fourth rotating member against rotation; and
a second brake being operable to hold the third rotating member against rotation.
2. The transmission of claim 1 wherein:
the modified Simpson gearset includes a first sun gear secured to the fourth rotating member, a second sun gear secured to the second rotating member, a first ring gear secured to the fifth rotating member and the output, a first carrier secured to the third rotating member, first planet pinions rotatably supported on the first carrier and meshing with the first sun gear, the second sun gear and the first ring gear; and further comprising
a simple planetary gearset includes a third sun gear secured to the second rotating member, a second ring gear secured to the first rotating member, a second carrier secured to the fifth rotating member and the output, and second planet pinions supported on the second carrier and meshing with the third sun gear and the second ring gear.
3. The transmission of claim 1 wherein operation in a forward gear or a reverse gear is produced by concurrent engagement of two of the group consisting of the first clutch, the second clutch, the third clutch, the fourth clutch, the first brake, and the second brake.
4. The transmission of claim 1 wherein engagement of the first clutch and the second brake and disengagement of the second clutch, the third clutch, the fourth clutch, and the first brake produce a first forward gear having a first gear ratio.
5. The transmission of claim 1 wherein engagement of the first clutch and the first brake and disengagement of the second clutch, the third clutch, the fourth clutch, and the second brake produce a second forward gear having a second gear ratio that is less than the first gear ratio.
6. The transmission of claim 1 wherein engagement of the first clutch and the second clutch and disengagement of the third clutch, the fourth clutch, the first brake, and the second brake produce a third forward gear having a third gear ratio that is less than the second gear ratio.
7. The transmission of claim 1 wherein engagement of the first clutch and the fourth clutch and disengagement of the second clutch, the third clutch, the first brake, and the second brake produce a fourth forward gear having a fourth gear ratio that is less than the third gear ratio.
8. The transmission of claim 1 wherein engagement of the first clutch and the third clutch and disengagement of the second clutch, the fourth clutch, the first brake, and the second brake produce a fifth forward gear having a fifth gear ratio that is less than the fourth gear ratio.
9. The transmission of claim 1 wherein engagement of the third clutch and the fourth clutch and disengagement of the first clutch, the second clutch, the first brake, and the second brake produce a sixth forward gear having a sixth gear ratio that is less than the fifth gear ratio.
10. The transmission of claim 1 wherein engagement of the second clutch and the third clutch and disengagement of the first clutch, the fourth clutch, the first brake, and the second brake produce a seventh forward gear having a seventh gear ratio that is less than the sixth gear ratio.
11. The transmission of claim 1 wherein engagement of the first brake and the third clutch and disengagement of the first clutch, the second clutch, the fourth clutch, and the second brake produce an eight forward gear having a eighth gear ratio that is less than the seventh gear ratio.
12. The transmission of claim 1 wherein engagement of the second clutch and the second brake and disengagement of the first clutch, the third clutch, the fourth clutch, and the first brake produce a low speed reverse gear having a first reverse gear ratio.
13. The transmission of claim 1 wherein engagement of the fourth clutch and the second brake and disengagement of the first clutch, the second clutch, the third clutch, and the first brake produce a relatively higher reverse gear having a gear ratio that is less than the first reverse gear ratio.
14. A multi-speed automatic transmission comprising:
an input;
an output;
a first gear unit including a carrier drivable connected to the input, a nonrotating pinion that revolves with the carrier and meshes with a first gear unit output, the first gear unit producing a gear ratio of a speed of the input and a speed of the first gear unit output greater than unity;
a second gear unit including first and second sun gears, a first ring gear, a first carrier, and first planet pinions supported on the first carrier and engaged with the first sun gear, second sun gear and first ring gear;
a third gear unit including a third sun gear, a second ring gear, a second carrier, and second planet pinions supported on the second carrier and engaged with the third sun gear and second ring gear;
the second carrier and first ring gear being driveably connected to the output, the second sun gear and third sun gear being mutually driveably connected;
a first clutch being operable alternately to connect and disconnect the first gear unit output and the second ring gear;
a second clutch being operable alternately to connect and disconnect the first gear unit output to the second and third sun gears;
a third clutch being operable alternately to connect and disconnect the input and the first carrier;
a fourth clutch being operable alternately to connect and disconnect the input and the first sun gear;
a first brake being operable alternately to release and to hold the first sun gear against rotation; and
a second brake being operable alternately to release and to hold the first carrier against rotation.
15. The transmission of claim 14 , wherein:
a low-reverse gear having a first reverse speed ratio is produced when the second clutch and second brake are engaged.
16. The transmission of claim 14 , wherein:
a low-reverse gear having a second reverse speed ratio less than the first reverse speed ratio is produced when the fourth clutch and second brake are engaged.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US12/687,176 US20100125017A1 (en) | 2007-03-26 | 2010-01-14 | Multiple Speed Automatic Transmission |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/728,448 US7670249B2 (en) | 2007-03-26 | 2007-03-26 | Multiple speed automatic transmission |
US12/687,176 US20100125017A1 (en) | 2007-03-26 | 2010-01-14 | Multiple Speed Automatic Transmission |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US11/728,448 Continuation US7670249B2 (en) | 2007-03-26 | 2007-03-26 | Multiple speed automatic transmission |
Publications (1)
Publication Number | Publication Date |
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US20100125017A1 true US20100125017A1 (en) | 2010-05-20 |
Family
ID=39795414
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
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US11/728,448 Expired - Fee Related US7670249B2 (en) | 2007-03-26 | 2007-03-26 | Multiple speed automatic transmission |
US12/687,176 Abandoned US20100125017A1 (en) | 2007-03-26 | 2010-01-14 | Multiple Speed Automatic Transmission |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
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US11/728,448 Expired - Fee Related US7670249B2 (en) | 2007-03-26 | 2007-03-26 | Multiple speed automatic transmission |
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US (2) | US7670249B2 (en) |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US9109669B2 (en) | 2013-06-20 | 2015-08-18 | Ford Global Technologies, Llc | Multi-speed transmission |
DE102014208793A1 (en) | 2014-05-09 | 2015-11-12 | Zf Friedrichshafen Ag | planetary gear |
Families Citing this family (2)
Publication number | Priority date | Publication date | Assignee | Title |
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KR101283040B1 (en) * | 2011-06-09 | 2013-07-05 | 현대자동차주식회사 | Power transmission system of hybrid electric vehicle |
DE102018219653A1 (en) * | 2018-11-16 | 2020-05-20 | Zf Friedrichshafen Ag | Gear arrangement for a motor vehicle |
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Also Published As
Publication number | Publication date |
---|---|
US20080242470A1 (en) | 2008-10-02 |
US7670249B2 (en) | 2010-03-02 |
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