US20040144190A1 - Seven-speed power transmission - Google Patents
Seven-speed power transmission Download PDFInfo
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- US20040144190A1 US20040144190A1 US10/350,440 US35044003A US2004144190A1 US 20040144190 A1 US20040144190 A1 US 20040144190A1 US 35044003 A US35044003 A US 35044003A US 2004144190 A1 US2004144190 A1 US 2004144190A1
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- countershaft
- shaft
- clutch
- ratio
- gear
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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
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
-
- 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
- F16H3/006—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion power being selectively transmitted by either one of the parallel flow paths
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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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/0403—Synchronisation before shifting
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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
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/087—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears
- F16H3/093—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts
- F16H2003/0931—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts characterised by the disposition of the gears with two or more countershafts each countershaft having an output gear meshing with a single common gear on the output shaft
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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
- F16H3/02—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion
- F16H3/08—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts
- F16H3/12—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches
- F16H2003/123—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion without gears having orbital motion exclusively or essentially with continuously meshing gears, that can be disengaged from their shafts with means for synchronisation not incorporated in the clutches using a brake
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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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/04—Smoothing ratio shift
- F16H61/0403—Synchronisation before shifting
- F16H2061/0411—Synchronisation before shifting by control of shaft brakes
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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
- F16H2200/0056—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising seven 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
- F16H2306/00—Shifting
- F16H2306/40—Shifting activities
- F16H2306/48—Synchronising of new gear
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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
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
- F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
- F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19219—Interchangeably locked
- Y10T74/19233—Plurality of counter shafts
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T74/00—Machine element or mechanism
- Y10T74/19—Gearing
- Y10T74/19219—Interchangeably locked
- Y10T74/19284—Meshing assisters
Definitions
- This invention relates to power transmissions and, more particularly, to dual countershaft transmissions.
- Dual countershaft transmissions or as they are often termed automatic manual transmissions (AMT), employ mechanical synchronizer clutches whereat full power shifts are available during upshifting of the transmission.
- the synchronizer clutches as is well known, establish a synchronous speed between the gear being engaged and the countershaft with which it is rotatably driven.
- the synchronizer clutches are more costly than a mechanical type jaw clutch or dog clutch, which can be employed in current power transmissions if power interruption during upshifts is permitted.
- the synchronizer clutches are employed in a vast majority of these types of transmissions.
- Some single countershaft AMTs permit power interrupted downshifts since during a downshift engine acceleration is expected and desired. These transmissions use jaw-type or dog-type clutches and are not capable of full power upshifts or downshifts.
- the transmission provides two selectively engageable input clutches, a plurality of mechanical clutches, and a plurality of meshing ratio gears controlled by the mechanical clutches.
- the even number transmission ratio paths are controlled by one input shaft and one selectively engageable input clutch and the odd number ratio paths are controlled by another selectively engageable input clutch and another input shaft.
- each of the input shafts has operatively connected therewith a selectively engageable brake mechanism.
- the selectively engageable brake mechanisms are operative to control the speed of the respective input shaft prior to a power upshift interchange.
- FIG. 1 is a schematic representation of a powertrain having a transmission incorporating the present invention.
- FIG. 2 is a chart describing the hydraulic and mechanical torque transmitting mechanism selective engagements during upshifting and downshifting of the transmission shown in FIG. 1.
- FIG. 1 a powertrain 10 having an engine 12 , a power transmission 14 , and a conventional final drive mechanism 16 .
- the transmission 14 includes a pair of input clutches 18 and 20 each of which is drivingly connected to a respective shaft 22 and 24 .
- the shaft 22 has rotatably secured therewith a plurality of ratio gears 26 , 28 , and 30 , and a ratio gear 32 rotatably mounted thereon.
- the shaft 24 has rotatably secured therewith a pair of ratio gears 34 and 36 .
- the shaft 22 has mounted thereon a mechanical clutch 38 and the shaft 24 has mounted thereon a mechanical clutch 40 .
- the gear 26 meshes with a ratio gear 43 .
- An idler gear 42 is controlled to be placed in engagement with both the gear 26 and a reverse gear 44 .
- the gear 28 meshes with a ratio gear 46
- the gear 30 meshes with a ratio gear 48
- the gear 32 meshes with a ratio gear 50 .
- the gear 34 meshes with a ratio gear 52 and the gear 36 meshes with a ratio gear 54 .
- the mechanical clutch 38 selectively connects the gear 32 with the shaft 22 .
- the mechanical clutch 40 selectively connects the shaft 24 with a transmission output shaft 56 .
- the ratio gears 44 , 46 , 52 , 54 are rotatably mounted on a countershaft 58 .
- the ratio gears 43 , 48 are rotatably supported on a countershaft 60 and the ratio gear 50 is rotatably connected with the countershaft 60 .
- a mechanical clutch 62 is manipulable to connect gear 43 with shaft 60 in position 62 A and to connect gear 48 with shaft 60 in position 62 B.
- the shaft 58 has two mechanical clutches 64 and 66 connected thereto.
- the mechanical clutch 64 is effective in position 64 A to connect the gear 44 with the countershaft 58 and in position 64 B to connect the gear 46 with the countershaft 58 .
- the mechanical clutch 66 is effective in the position 66 A to connect the gear 54 with the countershaft 58 and in position 66 B to connect the gear 52 with the countershaft 58 .
- the countershaft 58 has rotatably connected therewith an output gear 68 and the countershaft 60 has rotatably connected therewith an output gear 70 .
- Gears 68 and 70 both mesh with an output gear 72 , which is rotatably connected with the output shaft 56 .
- the gear 54 has operatively connected therewith a selectively engageable brake mechanism or stationary clutch mechanism 74 and the gear 43 has operatively connected therewith a brake mechanism or stationary clutch mechanism 76 .
- the mechanism 74 is effective to selectively control the speed of the shaft 24 through the meshing gears 54 and 36 .
- the mechanism 76 is selectively effective to control the speed of the shaft 22 through the meshing gears 26 and 43 .
- the mechanism 74 is controlled at a level to control the speed of the elements 66 A, 66 B or 40 until the respective dog clutches can be engaged at a synchronous speed as required by the oncoming ratio.
- the mechanism 76 is controlled at a level to control the speed of the elements 64 A, 64 B, 62 A, 62 B or 38 to establish the desired synchronization for the oncoming ratio.
- the clutch 18 is selectively connectible with the shaft 22 such that selective engagement of the clutch 18 will cause rotation of the gear members 26 , 28 , and 30 and the input side of mechanical clutch 38 whenever the clutch 18 is engaged.
- the clutch 20 is selectively engageable to connect with the shaft 24 . When the clutch 20 is engaged, the gears 34 , 36 , and part of the mechanical clutch 40 will rotate with the engine 12 .
- the mechanical clutches 62 , 64 , 66 , 38 , and 40 are selectively effective in combination with input clutches 18 and 20 to provide seven forward speed ratios and one reverse speed ratio between the engine 12 and the output shaft 56 . These combinations of engagement are shown in the chart of FIG. 2.
- the mechanical clutch 64 is manipulated to the position 64 A. After this engagement is completed, the clutch 18 is selectively engaged to complete the power path between the engine 12 and the output shaft 56 through the countershaft 58 . This is a reverse drive due to the reverse idler 42 , which is disposed between the gear 26 and the gear 44 .
- the mechanical clutch 62 is positioned in 62 A and to complete the first forward speed ratio the clutch 18 is engaged.
- the ratio change from reverse-to-forward is a power interrupted ratio interchange.
- the mechanical clutch 66 can be preselected to the position 66 A.
- the clutch 18 is disengaged while the clutch 20 is engaged, thereby changing the power path from the gear mesh 26 - 43 to the gear mesh 36 - 54 .
- the mechanical clutch 62 can remain in the position 62 A in anticipation of a downshift from second-to-first, if desired as noted in the chart of FIG. 2.
- the clutches 18 and 20 are interchanged without an interruption of power flow to the output shaft 56 . This interchange is similar to those performed with planetary transmissions.
- the mechanical clutch 64 When operating in second gear or second forward speed ratio and the mechanical clutch 62 in the neutral position, the mechanical clutch 64 can be positioned in the position 64 B. In order to accomplish this without using a more conventional synchronizer, the brake 76 is controlled in engagement to thereby control the speed of shaft 22 and gear 46 . When the speed of gear 46 and the countershaft 58 are in synchronous operation, the mechanical clutch 64 is moved to the position 64 B. Thus, a preselection is made without interrupting power flow.
- the clutch 20 is disengaged while the clutch 18 is engaged without interruption in power flow.
- the transmission remains conditioned for a downshift to second since the mechanical clutch 66 is in the position 66 A.
- the mechanical clutch 66 is placed in the neutral position and the brake 74 is selectively controlled to establish the speed of the shaft 24 , which also controls the speed of gears 34 and 52 .
- the mechanical clutch 66 can be positioned in the position 66 B in preparation for the fourth forward speed ratio.
- the fourth forward speed ratio is completed with the interchange of the clutches 18 and 20 . It should be noted in the chart of FIG. 2 that completion of the fourth forward speed ratio leaves the transmission conditioned for a downshift to third if a downshift is immediately desirable.
- the transmission While operating in the fourth forward speed ratio, the transmission is conditioned for a fourth-to-fifth upshift by placing the mechanical clutch 64 in neutral and controlling the engagement of the brake 76 to thereby control the speed of the shaft 22 and gears 30 and 48 .
- the mechanical clutch 62 is manipulated to position 62 B.
- the fourth-to-fifth ratio interchange is completed by interchanging the clutches 18 and 20 .
- the transmission When the fifth forward speed ratio is initially engaged, the transmission remains conditioned for a downshift to fourth should an immediate downshift be desired. However, to condition the transmission for an upshift from the fifth ratio to sixth ratio, the mechanical clutch 66 is placed in neutral and the brake mechanism 74 is controlled to cause the speed of shaft 24 to be synchronized with the speed of the output shaft 56 such that the mechanical clutch 40 can be manipulated to interconnect the shafts 24 and 56 .
- An upshift from fifth-to-sixth ratio is completed by interchanging the clutches 18 and 20 .
- the upshift to sixth leaves the transmission conditioned for an immediate downshift to fifth if that is desired.
- the mechanical clutch 62 is placed in neutral and the brake mechanism 76 is selectively manipulated to control the speed of shaft 22 such that synchronization between the shaft 22 and the gear 32 is effected.
- the clutches 20 and 18 are interchanged. Following this interchange, the transmission remains conditioned for a seventh to sixth downshift.
- the clutches 20 and 18 can be interchanged in a full power flow arrangement. In other words, there is no power interruption during the interchange of the clutches 18 and 20 .
- the downshift sequence for the present transmission does not utilize the preselect methodology normally associated with full preselect transmissions. This is evident in a downshift from fifth ratio to fourth ratio, for example. If the transmission is operating in the fifth ratio, the clutch 18 and the mechanical clutch 62 transmit torque with the mechanical clutch 62 being in the position 62 B. Additionally, in anticipation of an upshift, the mechanical clutch 40 has been engaged. However, with the control determining that a downshift is required, the mechanical clutch 40 , which is unloaded, is returned to the neutral position. Simultaneously, the clutch 18 is disengaged and the clutch 20 is rapidly engaged. The engine is permitted, to accelerate thereby accelerating the output of clutch 20 and the gears 34 and 36 that are associated therewith.
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Abstract
Description
- This invention relates to power transmissions and, more particularly, to dual countershaft transmissions.
- Dual countershaft transmissions, or as they are often termed automatic manual transmissions (AMT), employ mechanical synchronizer clutches whereat full power shifts are available during upshifting of the transmission. The synchronizer clutches, as is well known, establish a synchronous speed between the gear being engaged and the countershaft with which it is rotatably driven. The synchronizer clutches are more costly than a mechanical type jaw clutch or dog clutch, which can be employed in current power transmissions if power interruption during upshifts is permitted. However, since most AMTs desire full power upshifts, the synchronizer clutches are employed in a vast majority of these types of transmissions.
- Some single countershaft AMTs permit power interrupted downshifts since during a downshift engine acceleration is expected and desired. These transmissions use jaw-type or dog-type clutches and are not capable of full power upshifts or downshifts.
- It is an object of the present invention to provide an improved power shifting dual input transmission having uninterrupted power upshifts.
- In one aspect of the present invention, the transmission provides two selectively engageable input clutches, a plurality of mechanical clutches, and a plurality of meshing ratio gears controlled by the mechanical clutches.
- In another aspect of the present invention, the even number transmission ratio paths are controlled by one input shaft and one selectively engageable input clutch and the odd number ratio paths are controlled by another selectively engageable input clutch and another input shaft.
- In yet another aspect of the present invention, each of the input shafts has operatively connected therewith a selectively engageable brake mechanism.
- In yet still another aspect of the present invention, the selectively engageable brake mechanisms are operative to control the speed of the respective input shaft prior to a power upshift interchange.
- FIG. 1 is a schematic representation of a powertrain having a transmission incorporating the present invention.
- FIG. 2 is a chart describing the hydraulic and mechanical torque transmitting mechanism selective engagements during upshifting and downshifting of the transmission shown in FIG. 1.
- Referring to the drawings, there is seen in FIG. 1 a
powertrain 10 having anengine 12, apower transmission 14, and a conventionalfinal drive mechanism 16. Thetransmission 14 includes a pair ofinput clutches respective shaft shaft 22 has rotatably secured therewith a plurality ofratio gears ratio gear 32 rotatably mounted thereon. Theshaft 24 has rotatably secured therewith a pair ofratio gears shaft 22 has mounted thereon amechanical clutch 38 and theshaft 24 has mounted thereon amechanical clutch 40. - The
gear 26 meshes with aratio gear 43. Anidler gear 42 is controlled to be placed in engagement with both thegear 26 and areverse gear 44. Thegear 28 meshes with aratio gear 46, thegear 30 meshes with aratio gear 48, and thegear 32 meshes with aratio gear 50. Thegear 34 meshes with aratio gear 52 and thegear 36 meshes with aratio gear 54. - The
mechanical clutch 38 selectively connects thegear 32 with theshaft 22. Themechanical clutch 40 selectively connects theshaft 24 with atransmission output shaft 56. Theratio gears countershaft 58. Theratio gears countershaft 60 and theratio gear 50 is rotatably connected with thecountershaft 60. Amechanical clutch 62 is manipulable to connectgear 43 withshaft 60 inposition 62A and to connectgear 48 withshaft 60 inposition 62B. - The
shaft 58 has twomechanical clutches mechanical clutch 64 is effective inposition 64A to connect thegear 44 with thecountershaft 58 and inposition 64B to connect thegear 46 with thecountershaft 58. Themechanical clutch 66 is effective in theposition 66A to connect thegear 54 with thecountershaft 58 and inposition 66B to connect thegear 52 with thecountershaft 58. Thecountershaft 58 has rotatably connected therewith anoutput gear 68 and thecountershaft 60 has rotatably connected therewith anoutput gear 70.Gears output gear 72, which is rotatably connected with theoutput shaft 56. - The
gear 54 has operatively connected therewith a selectively engageable brake mechanism orstationary clutch mechanism 74 and thegear 43 has operatively connected therewith a brake mechanism orstationary clutch mechanism 76. Themechanism 74 is effective to selectively control the speed of theshaft 24 through themeshing gears mechanism 76 is selectively effective to control the speed of theshaft 22 through themeshing gears mechanism 74 is controlled at a level to control the speed of theelements mechanism 76 is controlled at a level to control the speed of theelements - The
clutch 18 is selectively connectible with theshaft 22 such that selective engagement of theclutch 18 will cause rotation of thegear members mechanical clutch 38 whenever theclutch 18 is engaged. Theclutch 20 is selectively engageable to connect with theshaft 24. When theclutch 20 is engaged, thegears mechanical clutch 40 will rotate with theengine 12. - The
mechanical clutches input clutches engine 12 and theoutput shaft 56. These combinations of engagement are shown in the chart of FIG. 2. - To establish the reverse speed ratio, the
mechanical clutch 64 is manipulated to theposition 64A. After this engagement is completed, theclutch 18 is selectively engaged to complete the power path between theengine 12 and theoutput shaft 56 through thecountershaft 58. This is a reverse drive due to thereverse idler 42, which is disposed between thegear 26 and thegear 44. - To establish the first forward speed ratio, the
mechanical clutch 62 is positioned in 62A and to complete the first forward speed ratio theclutch 18 is engaged. The ratio change from reverse-to-forward is a power interrupted ratio interchange. When the transmission is operating in the first forward speed ratio, themechanical clutch 66 can be preselected to theposition 66A. To complete a 1-2 interchange, theclutch 18 is disengaged while theclutch 20 is engaged, thereby changing the power path from the gear mesh 26-43 to the gear mesh 36-54. Themechanical clutch 62 can remain in theposition 62A in anticipation of a downshift from second-to-first, if desired as noted in the chart of FIG. 2. Those skilled in the art will appreciate that theclutches output shaft 56. This interchange is similar to those performed with planetary transmissions. - When operating in second gear or second forward speed ratio and the
mechanical clutch 62 in the neutral position, themechanical clutch 64 can be positioned in theposition 64B. In order to accomplish this without using a more conventional synchronizer, thebrake 76 is controlled in engagement to thereby control the speed ofshaft 22 andgear 46. When the speed ofgear 46 and thecountershaft 58 are in synchronous operation, themechanical clutch 64 is moved to theposition 64B. Thus, a preselection is made without interrupting power flow. - To complete the second-to-third interchange, the
clutch 20 is disengaged while theclutch 18 is engaged without interruption in power flow. During the upshift from second-to-third, the transmission remains conditioned for a downshift to second since themechanical clutch 66 is in theposition 66A. However, to condition the transmission for an upshift to the fourth forward speed ratio, themechanical clutch 66 is placed in the neutral position and thebrake 74 is selectively controlled to establish the speed of theshaft 24, which also controls the speed ofgears - When the
gear 52 reaches synchronous speed with thecountershaft 58, the mechanical clutch 66 can be positioned in theposition 66B in preparation for the fourth forward speed ratio. The fourth forward speed ratio is completed with the interchange of theclutches - While operating in the fourth forward speed ratio, the transmission is conditioned for a fourth-to-fifth upshift by placing the mechanical clutch64 in neutral and controlling the engagement of the
brake 76 to thereby control the speed of theshaft 22 and gears 30 and 48. When thegear 48 reaches synchronous speed with thecountershaft 60, themechanical clutch 62 is manipulated to position 62B. The fourth-to-fifth ratio interchange is completed by interchanging theclutches - When the fifth forward speed ratio is initially engaged, the transmission remains conditioned for a downshift to fourth should an immediate downshift be desired. However, to condition the transmission for an upshift from the fifth ratio to sixth ratio, the
mechanical clutch 66 is placed in neutral and thebrake mechanism 74 is controlled to cause the speed ofshaft 24 to be synchronized with the speed of theoutput shaft 56 such that the mechanical clutch 40 can be manipulated to interconnect theshafts clutches - As with other previous upshifts, the upshift to sixth leaves the transmission conditioned for an immediate downshift to fifth if that is desired. However, to condition the transmission for an upshift from sixth-to-seventh ratio, the
mechanical clutch 62 is placed in neutral and thebrake mechanism 76 is selectively manipulated to control the speed ofshaft 22 such that synchronization between theshaft 22 and thegear 32 is effected. To complete the upshift from sixth-to-seventh ratio, theclutches - As is well known, the
clutches clutches - The downshift sequence for the present transmission does not utilize the preselect methodology normally associated with full preselect transmissions. This is evident in a downshift from fifth ratio to fourth ratio, for example. If the transmission is operating in the fifth ratio, the clutch18 and the mechanical clutch 62 transmit torque with the mechanical clutch 62 being in the
position 62B. Additionally, in anticipation of an upshift, themechanical clutch 40 has been engaged. However, with the control determining that a downshift is required, the mechanical clutch 40, which is unloaded, is returned to the neutral position. Simultaneously, the clutch 18 is disengaged and the clutch 20 is rapidly engaged. The engine is permitted, to accelerate thereby accelerating the output of clutch 20 and thegears gear 34 has accelerated thegear 52 to a speed synchronous with thecountershaft 58, the clutch 66 is synchronously engaged to theposition 66B, thereby completing the downshift from fifth-to-fourth. Following completion of the shift, the engine is reset to the speed level established by the operator. Each of the other downshifts is similarly accomplished.
Claims (5)
Priority Applications (1)
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US10/350,440 US6766705B1 (en) | 2003-01-24 | 2003-01-24 | Seven-speed power transmission |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US10/350,440 US6766705B1 (en) | 2003-01-24 | 2003-01-24 | Seven-speed power transmission |
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US6766705B1 US6766705B1 (en) | 2004-07-27 |
US20040144190A1 true US20040144190A1 (en) | 2004-07-29 |
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US10/350,440 Expired - Lifetime US6766705B1 (en) | 2003-01-24 | 2003-01-24 | Seven-speed power transmission |
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Cited By (31)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US6845682B1 (en) * | 2003-08-06 | 2005-01-25 | Cnh America Llc | Smoothly shifting multispeed transmission |
US20060025272A1 (en) * | 2004-07-29 | 2006-02-02 | Pelouch Robert J | Power transmission with preselected ratios and a preselected output splitter |
US20060117882A1 (en) * | 2003-06-06 | 2006-06-08 | Carsten Gitt | Twin-clutch transmission |
US20070107542A1 (en) * | 2003-02-08 | 2007-05-17 | Zf Friedrichshafen Ag | Six-gear or seven-gear dual-clutch transmission |
US20070144284A1 (en) * | 2005-12-28 | 2007-06-28 | Honda Motor Co., Ltd. | Speed change control method for twin clutch gear transmission |
US20080000312A1 (en) * | 2004-10-16 | 2008-01-03 | Jugen Lang | Twin clutch transmission design with selective hybrid power transfer compatibility |
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