GB2180021A - Transmission mechanism with torque converter V-belt gearing and planetary accessory drive - Google Patents
Transmission mechanism with torque converter V-belt gearing and planetary accessory drive Download PDFInfo
- Publication number
- GB2180021A GB2180021A GB08619093A GB8619093A GB2180021A GB 2180021 A GB2180021 A GB 2180021A GB 08619093 A GB08619093 A GB 08619093A GB 8619093 A GB8619093 A GB 8619093A GB 2180021 A GB2180021 A GB 2180021A
- Authority
- GB
- United Kingdom
- Prior art keywords
- turbine
- driven
- sheave
- input shaft
- torque
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- 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
- F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
- F16H47/06—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type
- F16H47/065—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type the mechanical gearing being of the friction or endless flexible member type
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K25/00—Auxiliary drives
- B60K25/02—Auxiliary drives directly from an engine shaft
-
- 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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing
- F16H37/022—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing the toothed gearing having orbital motion
-
- 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
- F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing
- F16H47/06—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type
- F16H47/08—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type the mechanical gearing being of the type with members having orbital motion
- F16H47/085—Combinations of mechanical gearing with fluid clutches or fluid gearing the fluid gearing being of the hydrokinetic type the mechanical gearing being of the type with members having orbital motion with at least two mechanical connections between the hydraulic device and the mechanical transmissions
-
- 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
- F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
- F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
- F16H37/06—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts
- F16H37/08—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing
- F16H37/0833—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths
- F16H37/084—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings with a plurality of driving or driven shafts; with arrangements for dividing torque between two or more intermediate shafts with differential gearing with arrangements for dividing torque between two or more intermediate shafts, i.e. with two or more internal power paths at least one power path being a continuously variable transmission, i.e. CVT
- F16H2037/088—Power split variators with summing differentials, with the input of the CVT connected or connectable to the input shaft
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Transmission Devices (AREA)
- Transmissions By Endless Flexible Members (AREA)
Abstract
A hydrokinetic torque converter transmission comprising a torque converter (12) in combination with an infinitely variable belt and sheave assembly (20), clutch means (30) for connecting the input element (22) for the sheave assembly with the turbine (16) of the converter (12), final drive gearing (52) connected to the driven element (24) of the sheave assembly, and variable speed gear means for delivering torque to engine driven accessories including a planetary gear unit (84). The planet carrier (88) of the planetary gear unit (84) is permanently connected to the input shaft (10) whilst the ring gear (86) is driven from the turbine (16) of the torque converter or directly from the input shaft (10) through a clutch (34), the sum gear (82) driving the accessories (72, 74) through a belt drive. <IMAGE>
Description
SPECIFICATION
Transmission mechanism
The invention relates to a transmission mechanism which includes a hyd rokinetic torque converter and an infinitely variable belt drive.
According to the invention there is provided a hyd rokinetictorque convertertransmission comprising a hydrokinetic turbine, a hdrokinetic impeller and a hydrokinetic stator arranged in toroidal flow relationship, a torque input shaftconnected to the impeller, a turbine shaft connected to the turbine, an infinitely variable belt and sheave assembly comprising a driving sheave, a driven sheave and a belt connecting drivably the driving sheave with the driven sheave, an input shaft concentrically arranged with respectto the turbine shaft, first clutch meansforconnecting drivablythe turbine shaft with the input shaft when the hydrokinetictorque ratio approaches unity, second clutch means for connecting the turbine shaft with the driving sheave during hydrokinetictorque converter operation in the torque conversion range, torque output shafts arranged in parallel disposition with respect to the input shaft, a driven shaft and final drive gearing connecting the driven sheave with the torque output shafts, an accessory drive system including a planetary gear unit having an output element connected to engine driven accessories and two input gear elements connected respectively to the input shaft and the turbine shaft.
Clutch and brake means forcontrolling thetorque flow paths through the transmission mechanism are adapted to establish a hydrokinetictorque flow path that includes the infinitely variable belt drive during initial starting operation and for bypassing the hydro kinetictorque flow path so that a fully mechanical torque transfer is established through the infinitely variable belt drive during operation ofthe vehicle in the cruising mode.
The hydrokinetic torque converter may be used for acceleration from a standing start wherein the torque multiplication ratio of the converter is combined with the effective torque ratio of the infinitely variable belt drive to establish a relatively high overall torque ratio in the torque flow path from the engine to the traction wheels. After the initial acceleration period when the hydrokinetictorque converter approaches its coupling point, clutch means established a mechanical connection between the impeller and the turbine of the converter so that engine input torque may be transferred directly to the infinitely variable belt drive portion. This improves the mechanical efficiency of the driveline during operation of the vehicle in the cruising mode.
In a drivelineforavehicleemploying an automatic transmission mechanism it is common practice to use engine driven accessories such as a transmission oil pump, a power steering pump and a vehicle ignition alternator. By employing a variable speed drivetrain for the accessories, the accessories are driven at a higher speed for any given engine speed when the converter is operating with a high degree ofslip. The accessorydrivetrain ratio is reduced asthetorque converter speed ratio decreases. The speed with which the accessories are driven then is not directly proportional to engine speed but rather is augmented by the slip that occurs inthetorque converter. This is accomplished by a simple planetary gear set interposed in the drivetrain for the accessories.The gearset collects the speed ofthe engine and the speed of the converterturbine to provide an infinitelyvariable drive ratio in the accessory drivetrain. Thus, when the vehicle is idling in gear or traveling at a low speed the accessories are driven fasterthan they would be normally. The accessories, therefore, need not be large to accommodate the critical idling situation. Rather they can be downsized for lower cost, weightand rotational inertia.
By employing a variable speed accessory system of this kind, gains may be made in engine fuel economy because of the narrow range of operating speeds overwhich the accessories must be designed and also because they may be of reduced dimensions, which reduces the parasitic horsepower loss for the engine.
The invention will now be further described by way ofexamplewith reference to the accompanying drawing in which:
Figure 1 shows in schematic form a hydrokinetic torque converter and an infinitely variable belt drive embodying the invention, and
Figure2 is a chart that shows the engagement and release pattern for the clutches and brakesforthe system of Figure 1.
In Figure 1 the torque input shaft, which corres pondstothe crankshaft of an internal combustion engine, is designated by reference character 10. The hydrokinetictorque converter 12 includes a bladed impeller 14, a bladedturbine 16 and a bladed stator 18 arranged in toroidal flow relationship. The impeller 14isconnectedtothetorqueinputshaftl0.
An infinitely variable belt drive portion 20 includes a driving sheave assembly 22, a driven sheave assembly 24 and a torque transfer belt 26 that connects drivably the sheave assembly 22 and the sheave assembly 24. The sheave assemblies may be designed in a mannersimilartothe sheave design shown in U.S. patent 4,241,618. That is, they may be formed with conical sheave portions that are axially adjustable, one with respect to the other, to provide a variable pitch diameter for the belt 26. The belt 26 frictionally engages the sheave portions at each axial side. The sides are of conical shape to match te conical shape of the sheave portions.
The driven sheave 24 also includes axially adjustable sheave portions of conical shape. In this respect it resembles the driven sheave portion of patent 4,241,618. The sheave portions ofthe sheave assembly 22 and the sheave assembly 24 are adjustable axially, one with respect to the other, by fluid press ure servos as taught by U.S. patent '618.
Turbine 16 is connected to a turbine sleeve shaft 28 which extends concentrically with respect to the driving sheave assembly 22. Ciutch means 30, which may be operated byselectivelyengageablefrictionclutch servo, establishes a driving connection between the sleeve shaft 28 and the driving sheave assembly 22.
Atorque input shaft 32 extends through sleeve shaft 28 and is adapted to be connected to sleeve shaft 28 by means of a selectively engageable friction clutch 34. When clutch 34 is engaged, turbine 16 becomes connected directly to the impeller 14, thus bypassing the hydrokinetictorque flow path as a fully mechanical torque flow path connects the input shaft 10 to the driving sheave assembly 22.
The stator 18 comprises an overrunning coupling 36 mounted on statorsleeve shaft 38. Coupling 36 is adapted to deliver hydrokinetictorque reaction to the sleeve shaft 38, and a selectively engageable reaction brake 40 connects the reaction sleeve shaft 38 to the transmission housing designated schematically by reference numeral 42.
Brake 40 is applied to establish a hydrokinetictorque reaction when the converter 12 is operating in the torque conversion range. Sleeve shaft 38 may be connected directly to the driving sheave assembly 22 through selectively engageable friction clutch 44to establish a reverse torque flow path when the brake 40 is released and the clutch 44 is applied. The hydrokinetictorque reaction on the stator 18 then istransmitted through the coupling 36, through the reaction sleeve shaft 38 and through the engaged friction clutch 44to the sheave assembly 22 thereby driving the latter in a reverse direction. At this time the impeller 16 simulates a stalled condition since it is braked during reverse drive by selectively engageable reverse brake 46.
The driven sheave assembly 24 is connected con tinuouslyto sleeve shaft 48 which is connected in turn to the sun gear 50 on a final drive planetary gear unit 52. Gear unit 52 includes a fixed ring gear 54, an output carrier 56 and planet pinions 58 jou rnal led on the carrier 56 in meshing engagement with the sun gear 50 and the ring gear 54. Output carrier 56 is connected to the carrier 60 of a differential gear unit 62. Side gears 64and 66 ofthe differential gear unit62 are connected respectively to output universal joint 68 and 70 through their respective drive shafts, which are arranged in parallel disposition but in spaced relationship with respectto shaft 32. The output side of each U-joint 68 and 70 is connected to a vehicle traction wheel.
The transmission oil pump 72; together with other accessories 74 such as the engine fan, thewater pump, the alternator, the power steering pump and the air conditioning compressor; are driven by an accessorydrive pulley76. The drive pulley76 is formed with a constant pitch diameterV-shaped pul leygroove in which is arranged a drive belt 78. The companion drive pulley 80 for the accessory drive receives the belt 78 and acts as a driving memberfor the accessories, the speed ratio established bythe pulleys 76 and 80 being fixed. The pulley 80 is connected to the sun gear 82 of a simple planetary gear unit 84.This gear unit includes in addition to the sun gear 82, a ring gear 86, a carrier 88 and planet pinions 90 journalled on the carrier 88 in meshing engage mentwith the sun gear 82 and the ring gear 86. Carrier 88 is connected directlyto the shaft 32.
The accessory drive establishes a variable speed forthe accessories since it has two input elements, one of which is connected to the impeller and the other of which is connected to the turbine ofthe torque converter. Thus the speed of the pulley 80 for any given engine speed is dependent upon the speed ratio of the torque converter. When the speed ratio is high for any given engine speed,the pulley speed is high. The pulley speed decreased in proportion to the decreasesinthe-speed ratio asthetorque converter approaches its coupling point. When the coupling point is reached, the accessories are driven at the lowest speed for any given input speed for the engine.
During acceleration from a standing start,the brake 40 is applied as well as clutch 30. Thusturbinetorque is distributed directly to the driving sheave assembly 22. The hydrokinetictorque ratio then is combined with the belt ratio to produce a maximum overall driving ratio. In a typical embodiment the torque ration variation may be 5:1 to 2:1.After the hydrokinetic torque converter reaches its coupling point, clutch 34 is applied thereby locking the impeller to the turbine.
Thereafter the hydrokinetictorque flow path is bypassed andthetorque is distributed mechanically through the belt and sheave portion of the mechanism. The overall torque ratio then depends upon the ratio of the belt and sheave assemblies. In a typical embodiment the belt and sheave assemblies are capable of reducing the overall speed ratio from about 2:1 to about .5:1. When the clutch D is applied, the accessories are driven at thei r mi ni mum speed for any given engine speed because the simple planetary gear unit84 is locked up,thus producing adirect mechanical drive from shaft 32 to the sheave 80.
Reverse drive is achieved, as explained earlier by releasing clutch 34, clutch 30 and brake 40 and by applying brake 42 and clutch 44. Thus stator torque is distributed to the sheave assembly 22 directly through the clutch 44. In a typical embodimentthe reversetorque ratio may be minus3:1.
Claims (5)
1. A hydrokinetictorque convertertransmission comprising a hydrokinetic turbine, a hydrokinetic impeller and a hydrokinetic stator arranged in toroidal flow relationship, a torque input shaft connected to the impeller, a turbine shaft connected to the turbine;
an infinitely variable belt and sheave assembly comprising a driving sheave, a driven sheave and a belt connecting drivably the driving sheave with the driven sheave;
an input shaft concentrically arranged with respect to the turbine shaft;
first clutch means for connecting drivablythe turbine shaftwith the input shaft when the hydrokinetic torque ratio approaches unity, second clutch means for connecting the turbine shaft with the driving sheave during hydrokinetictorque converter operation in the torque conversion range;;
torque output shafts arranged in parallel disposition with respect to the input shaft, a driven shaft and final drive gearing connecting the driven sheave with the torque output shafts; and
an accessory drive system including a planetary gear unit having an output element connected to engine driven accessories and two input gear elements connected respectively to the input shaft and the turbine shaft.
2. The combination as set forth in Claim 1 wherein said final drive gearing comprises a simple planetary gear unit, one element of said gear unit being connected to said driven sheave, a differential assembly having a carrier connected to the third element of said planetary gear unit and two side gears connected respectively to separate torque output shafts.
3. The combination as setforth in Claim 1 wherein said accessory drive mechanism comprising a simple planetary gear set having a sun gear, a carrier, a ring gear and planet pinions on said carrier engageable with said sun and ring gears, said first clutch means connecting said turbineto said ring gearandsaid carrier being connected to said power input shaft whereby the driven speed of said accessoriesforany given engine speed is proportional to the speed ratio of said hydrokinetic converter.
4. The combination asset forth in Claim 2wherein said accessory drive mechanism comprising a simple planetary gear set having a sun gear, a carrier, a ring gear and planet pinions on said carrier engageable with said sun and ring gears, said first clutch means connecting said turbine to said ring gear and said carrier being connected to said power input shaft whereby the driven speed of said accessories for any given engine speed is proportional to the speed ratio of said hydrokinetic converter.
5. Atransmission mechanism for an automotive vehicle substantially as hereinbefore described with reference to the accompanying drawings.
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US77227685A | 1985-09-03 | 1985-09-03 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| GB8619093D0 GB8619093D0 (en) | 1986-09-17 |
| GB2180021A true GB2180021A (en) | 1987-03-18 |
Family
ID=25094527
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB08619093A Withdrawn GB2180021A (en) | 1985-09-03 | 1986-08-05 | Transmission mechanism with torque converter V-belt gearing and planetary accessory drive |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPS6256664A (en) |
| GB (1) | GB2180021A (en) |
Cited By (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2288213A (en) * | 1994-04-08 | 1995-10-11 | Hyundai Motor Co Ltd | Automatic transmission comprising a torque converter connected to sets of epicyclic gearing |
| FR2721671A1 (en) * | 1994-06-23 | 1995-12-29 | Hyundai Motor Co Ltd | Transmission train for automatic transmission for vehicles. |
| FR2723776A1 (en) * | 1994-08-18 | 1996-02-23 | Hyundai Motor Co Ltd | POWER TRANSMISSION TRAIN OF AN AUTOMATIC TRANSMISSION FOR A VEHICLE |
| FR2723777A1 (en) * | 1994-08-18 | 1996-02-23 | Hyundai Motor Co Ltd | POWER TRANSMISSION TRAIN OF AN AUTOMATIC TRANSMISSION FOR VEHICLE |
| WO2001047739A1 (en) * | 1999-12-27 | 2001-07-05 | Speed Selector, Inc. | Variable speed drive system |
| FR2869968A1 (en) * | 2004-05-06 | 2005-11-11 | Toyota Motor Co Ltd | CONTINUOUS VARIABLE TRANSMISSION OF BELT TYPE |
Families Citing this family (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4747809A (en) * | 1987-06-15 | 1988-05-31 | General Motors Corporation | Hydraulic control for a continuously variable transmission |
| JPH0810734B2 (en) * | 1990-08-14 | 1996-01-31 | 松下電工株式会社 | Semiconductor chip carrier |
| JP2554084Y2 (en) * | 1991-08-14 | 1997-11-12 | 株式会社エクセディ | Multi-stage torque converter device |
-
1986
- 1986-07-31 JP JP18118186A patent/JPS6256664A/en active Pending
- 1986-08-05 GB GB08619093A patent/GB2180021A/en not_active Withdrawn
Cited By (10)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2288213A (en) * | 1994-04-08 | 1995-10-11 | Hyundai Motor Co Ltd | Automatic transmission comprising a torque converter connected to sets of epicyclic gearing |
| FR2718502A1 (en) * | 1994-04-08 | 1995-10-13 | Hyundai Motor Co Ltd | Transmission train for automatic transmission for vehicles. |
| GB2288213B (en) * | 1994-04-08 | 1998-04-22 | Hyundai Motor Co Ltd | Power train of an automatic transmission for a vehicle |
| FR2721671A1 (en) * | 1994-06-23 | 1995-12-29 | Hyundai Motor Co Ltd | Transmission train for automatic transmission for vehicles. |
| FR2723776A1 (en) * | 1994-08-18 | 1996-02-23 | Hyundai Motor Co Ltd | POWER TRANSMISSION TRAIN OF AN AUTOMATIC TRANSMISSION FOR A VEHICLE |
| FR2723777A1 (en) * | 1994-08-18 | 1996-02-23 | Hyundai Motor Co Ltd | POWER TRANSMISSION TRAIN OF AN AUTOMATIC TRANSMISSION FOR VEHICLE |
| WO2001047739A1 (en) * | 1999-12-27 | 2001-07-05 | Speed Selector, Inc. | Variable speed drive system |
| FR2869968A1 (en) * | 2004-05-06 | 2005-11-11 | Toyota Motor Co Ltd | CONTINUOUS VARIABLE TRANSMISSION OF BELT TYPE |
| US7288043B2 (en) | 2004-05-06 | 2007-10-30 | Toyota Jidosha Kabushiki Kaisha | Belt type continuously variable transmission |
| DE102005019265B4 (en) * | 2004-05-06 | 2011-08-18 | Toyota Jidosha Kabushiki Kaisha, Aichi | Stepless belt transmission |
Also Published As
| Publication number | Publication date |
|---|---|
| GB8619093D0 (en) | 1986-09-17 |
| JPS6256664A (en) | 1987-03-12 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| WAP | Application withdrawn, taken to be withdrawn or refused ** after publication under section 16(1) |