US20040206406A1 - Pressure control apparatus for a torque-transmitting mechanism - Google Patents
Pressure control apparatus for a torque-transmitting mechanism Download PDFInfo
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- US20040206406A1 US20040206406A1 US10/414,072 US41407203A US2004206406A1 US 20040206406 A1 US20040206406 A1 US 20040206406A1 US 41407203 A US41407203 A US 41407203A US 2004206406 A1 US2004206406 A1 US 2004206406A1
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- Prior art keywords
- pressure
- valve
- torque
- control
- transmitting mechanism
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Classifications
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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
- F16H61/02—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 characterised by the signals used
- F16H61/0262—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 characterised by the signals used the signals being hydraulic
- F16H61/0276—Elements specially adapted for hydraulic control units, e.g. valves
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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
- F16H61/02—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 characterised by the signals used
- F16H61/0202—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 characterised by the signals used the signals being electric
- F16H61/0251—Elements specially adapted for electric control units, e.g. valves for converting electrical signals to fluid signals
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D16/00—Control of fluid pressure
- G05D16/20—Control of fluid pressure characterised by the use of electric means
- G05D16/2006—Control of fluid pressure characterised by the use of electric means with direct action of electric energy on controlling means
- G05D16/2013—Control of fluid pressure characterised by the use of electric means with direct action of electric energy on controlling means using throttling means as controlling means
- G05D16/2024—Control of fluid pressure characterised by the use of electric means with direct action of electric energy on controlling means using throttling means as controlling means the throttling means being a multiple-way valve
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
- G05D16/00—Control of fluid pressure
- G05D16/20—Control of fluid pressure characterised by the use of electric means
- G05D16/2093—Control of fluid pressure characterised by the use of electric means with combination of electric and non-electric auxiliary power
- G05D16/2097—Control of fluid pressure characterised by the use of electric means with combination of electric and non-electric auxiliary power using pistons within the main valve
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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
- F16H61/02—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 characterised by the signals used
- F16H61/0202—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 characterised by the signals used the signals being electric
- F16H61/0251—Elements specially adapted for electric control units, e.g. valves for converting electrical signals to fluid signals
- F16H2061/0253—Details of electro hydraulic valves, e.g. lands, ports, spools or springs
-
- 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
- Y10T137/00—Fluid handling
- Y10T137/8593—Systems
- Y10T137/86493—Multi-way valve unit
- Y10T137/86574—Supply and exhaust
- Y10T137/86582—Pilot-actuated
-
- 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
- Y10T137/00—Fluid handling
- Y10T137/8593—Systems
- Y10T137/86493—Multi-way valve unit
- Y10T137/86574—Supply and exhaust
- Y10T137/86582—Pilot-actuated
- Y10T137/86614—Electric
-
- 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
- Y10T137/00—Fluid handling
- Y10T137/8593—Systems
- Y10T137/86493—Multi-way valve unit
- Y10T137/86574—Supply and exhaust
- Y10T137/86622—Motor-operated
- Y10T137/8663—Fluid motor
Definitions
- This invention relates to pressure control apparatus and, more particularly, to pressure control apparatus including a pressure control valve for a torque-transmitting mechanism.
- Automatic shifting power transmissions include a plurality of torque-transmitting mechanisms such as friction clutches and brakes. These clutches and brakes are generally fluid-operated mechanisms, which require a fluid pressure control to complete engagement and disengagement of the torque-transmitting mechanism. These mechanisms and their structure are well known in the art, as are many pressure controls for establishing the engagement and disengagement of the torque-transmitting mechanism.
- variable gain valves wherein a first control rate is used during a portion of the engagement and a second control rate is used during the remainder of the control pressure engagement.
- Many of these valves incorporate differential areas formed on a valve spool to provide the different gain rates that are required for overall control of the friction device.
- control signals or solenoids might be a variable bleed solenoid or a pulse-width-modulated solenoid, both of which are well known to those skilled in the art.
- These solenoid pressure controls are generally established by an electronic control module, which includes a programmable digital computer, which contains the necessary information for controlling the torque-transmitting mechanism pressure throughout a shift interchange or a ratio interchange as well as controlling the pressure after the interchange is completed.
- the control pressure of the solenoid valve is utilized to provide the full range of torque-transmitting mechanism pressure required for both regulation during ratio interchanges and full engagement.
- the pressure control apparatus includes a valve spool slidably disposed in a valve bore and operable to provide control pressure to a torque-transmitting mechanism.
- valve spool is operable to distribute a system pressure to the torque-transmitting mechanism as well as to a feedback area on the valve spool to control the gain or the pressure rise at the torque-transmitting mechanism.
- the spool valve is controlled by a variable pressure signal from a solenoid source and the feedback pressure is operable to counteract a portion of the control signal thereby controlling the rate of pressure rise at the torque-transmitting mechanism.
- a boost valve is incorporated internally of the spool valve to provide for a high pressure output to the torque-transmitting mechanism.
- the opening and closing of the boost valve is controlled by the variable pressure signal from the solenoid valve, such that when the solenoid valve reaches a maximum or a predetermined pressure, the boost valve is operable.
- the boost valve when in an operable position decreases or eliminates the feedback pressure on the valve spool thereby causing a maximum output pressure for the torque-transmitting mechanism.
- the boost valve incorporates a ball valve, which is responsive to the variable solenoid pressure to permit fluid flow to the feedback differential area when the boost is not required and to exhaust the feedback area when boost is required.
- FIG. 1 is a schematic and diagrammatic representation of a control mechanism having a control valve incorporating the present invention.
- FIG. 2 is a view similar to FIG. 1, wherein the control valve mechanism is shown in a regulating position.
- FIG. 3 is a view similar to FIGS. 1 and 2, wherein the control valve is shown in a boost position.
- FIG. 4 is a graph describing the relationship between solenoid control pressure and torque-transmitting engagement pressure.
- FIGS. 1, 2, and 3 there is seen in FIGS. 1, 2, and 3 a portion of a hydraulic control 10 for controlling the engagement and disengagement of a conventional torque-transmitting mechanism 12 .
- the torque-transmitting mechanism 12 is a conventional fluid-operated friction device having an engagement piston and a plurality of friction discs disposed between two members of a power transmission, such as a shaft and a gear or a gear and a housing.
- the control 10 includes a positive displacement pump 14 , a pressure regulator valve 16 , a variable bleed solenoid (VBS) 18 , an electronic control module (ECM) 20 , and a torque-transmitting pressure regulator valve 22 .
- the pump 14 might be either a gear pump or a ring type pump, which drives fluid from a reservoir 24 for delivery to a main pressure or line pressure passage 26 .
- the regulator valve 16 is a conventional pressure regulator valve, which limits the pressure within passage 26 to a predetermined value in a well known manner.
- the pressure regulator valve 16 is operative to direct excess fluid from the pump 14 to an exhaust passage 28 , which returns fluid to the reservoir 24 .
- the passage 26 is fluid communication with the variable bleed solenoid 18 for delivery of fluid thereto and also in fluid communication with an inlet port 30 of the valve 22 .
- the passage 26 extends to other components of the transmission, which includes other torque-transmitting mechanisms and other control valve mechanisms.
- variable bleed solenoid 18 is a conventional electronically controlled valve mechanism, which provides an output signal at passage 32 proportional to the control signal given to the VBS 18 .
- the electronic portion of the VBS 18 is controlled by the electronic control module 20 , which includes a conventional preprogrammable digital computer. These control devices are well known in the art of transmission controls.
- the torque-transmitting pressure regulator valve 22 includes a valve spool 34 having two equal diameter lands 36 and 38 and a valley 40 between the lands.
- the valve spool 34 also has two large diameter lands 42 and 44 .
- the valve spool 34 is slidably disposed in a valve body 46 , which has a valve bore 48 having diametral portions complementary to the valve lands 36 , 38 , 42 , and 44 .
- the valve land 42 which is spaced from the valve land 38 by a valley 50 , cooperates therewith to form a differential control area 52 .
- the valve body 46 includes the inlet port 30 ; three exhaust ports 54 , 56 , and 58 ; a torque-transmitting mechanism regulator port 60 ; and a VBS control port 62 .
- the valve spool 34 cooperates with the valve bore 48 to form a spring chamber 64 in which is disposed a return spring 66 .
- the return spring 66 urges the valve spool 34 leftward in the valve bore 48 , as viewed in FIGS. 1, 2, and 3 .
- the valve land 44 and the valve bore 48 cooperate to form a control chamber 68 , which communicates with the VBS control port 62 .
- the chamber 64 communicates with the exhaust passage 54 thereby preventing any pressure buildup in that area.
- the torque-transmitting mechanism regulator port 60 communicates with the valve bore 48 between the lands 36 and 38 .
- the valve body 46 also has a feedback area or port 70 , which communicates with the differential control area 52 .
- a boost valve assembly 72 is disposed in a bore 74 formed in the valve spool 34 .
- the boost valve assembly 72 includes a body portion 76 , having two conical valve seats 73 , 75 , a ball 78 , and a control piston 80 having a stem 82 , which extends into the body portion 76 to affect movement of the ball 78 .
- the ball 78 is adapted to seat against the conical valve seats 73 , 75 .
- the control piston 80 is urged to separate from the body 76 by a boost spring 83 .
- the boost spring 83 urges the piston 80 leftward against a conventional locking or locating ring 84 . As seen in FIG. 1, the ball 78 is seated against the valve seat 73 .
- a chamber 86 surrounding the spring 83 is connected continuously with the exhaust port 58 .
- the body 76 has an inlet port 88 , a plurality of outlet ports 90 , and an exhaust port 92 .
- the inlet port 88 communicates with an axially extending passage or central passage 94 formed in the valve spool 34 .
- the passage 94 is communicated with the torque-transmitting mechanism regulator port 60 through a plurality of radial passages 96 .
- the exhaust port 92 communicates with the chamber 86 and therefore exhaust port 58 .
- the ball 78 is urged toward the valve seat 73 by torque transmitting mechanism engagement fluid pressure in the passage 94 .
- valve land 36 closes the inlet port 30 and the valve land 38 opens the torque-transmitting mechanism regulator port 60 to the exhaust port 56 .
- the pressure within the chamber 68 is essentially zero or a minimum valve, as shown in FIG. 4, at point 98 , as the torque-transmitting mechanism 12 is fully exhausted through the port 60 and port 56 .
- the pressure at the torque-transmitting mechanism 12 is also communicated through the passage 94 and the port 88 to the differential control area 52 . This will provide a counterforce for the pressure in control chamber 68 such that as the pressure from the VBS 18 increases, the pressure at the torque-transmitting mechanism 12 will increase along the line 102 , shown in FIG. 4.
- the pressure in the differential control area 52 will begin to decrease, which will permit an increase in the pressure at the torque-transmitting mechanism 12 .
- the pressure at the torque-transmitting mechanism 12 will increase to the point 108 , which is substantially equal to the pressure in the main line passage 26 . This is the maximum pressure within the system and the torque-transmitting mechanism 12 will be engaged with this maximum pressure when required by the shift controls and the ECM 20 .
- the actuator assembly 79 will displace the ball 78 from the seat 73 to reduce the pressure at the differential area 52 thereby increasing the engagement pressure in the port 60 .
- the ball 78 is fully seated on the valve seat 75 against the inlet port 88 thereby creating an exhaust passage through the body portion 76 to fully exhaust the differential area 52 to the exhaust port 58 .
- the land 38 fully closes the exhaust port 56 while the land 36 fully opens the port 30 thereby opening port 60 to the line pressure in passage 26 .
- the pressure in chamber 68 will be decreased by the VBS 18 until the torque-transmitting control pressure at port 60 reaches the point 104 . After this occurrence, the outgoing torque-transmitting mechanism can be decreased along the schedule controlled by the ECM 20 .
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- Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- General Engineering & Computer Science (AREA)
- Fluid Mechanics (AREA)
- Mechanical Engineering (AREA)
- General Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Control Of Transmission Device (AREA)
Abstract
Description
- This invention relates to pressure control apparatus and, more particularly, to pressure control apparatus including a pressure control valve for a torque-transmitting mechanism.
- Automatic shifting power transmissions include a plurality of torque-transmitting mechanisms such as friction clutches and brakes. These clutches and brakes are generally fluid-operated mechanisms, which require a fluid pressure control to complete engagement and disengagement of the torque-transmitting mechanism. These mechanisms and their structure are well known in the art, as are many pressure controls for establishing the engagement and disengagement of the torque-transmitting mechanism.
- In many of the current transmissions, it is desirable to control the engagement pressure of a torque-transmitting mechanism at an increasing rate or a ramp rate during engagement of the torque-transmitting mechanism and to increase the pressure to a maximum value when the torque-transmitting mechanism has been fully engaged. The ramp control pressure is important in that it controls the frictional engagement at low levels during ratio interchanges when one torque-transmitting mechanism is being engaged and another is being disengaged.
- Many of the prior art controls for torque-transmitting mechanisms incorporate variable gain valves wherein a first control rate is used during a portion of the engagement and a second control rate is used during the remainder of the control pressure engagement. Many of these valves incorporate differential areas formed on a valve spool to provide the different gain rates that are required for overall control of the friction device.
- Also, many of the prior art control mechanisms employ a solenoid signal, which is controlled at pressure levels to provide the required gain at the torque-transmitting mechanism control member. These control signals or solenoids might be a variable bleed solenoid or a pulse-width-modulated solenoid, both of which are well known to those skilled in the art. These solenoid pressure controls are generally established by an electronic control module, which includes a programmable digital computer, which contains the necessary information for controlling the torque-transmitting mechanism pressure throughout a shift interchange or a ratio interchange as well as controlling the pressure after the interchange is completed. In many instances, the control pressure of the solenoid valve is utilized to provide the full range of torque-transmitting mechanism pressure required for both regulation during ratio interchanges and full engagement.
- It is an object of the present invention to provide an improved pressure control apparatus for a torque-transmitting mechanism.
- In one aspect of the present invention, the pressure control apparatus includes a valve spool slidably disposed in a valve bore and operable to provide control pressure to a torque-transmitting mechanism.
- In another aspect of the present invention, the valve spool is operable to distribute a system pressure to the torque-transmitting mechanism as well as to a feedback area on the valve spool to control the gain or the pressure rise at the torque-transmitting mechanism.
- In still another aspect of the present invention, the spool valve is controlled by a variable pressure signal from a solenoid source and the feedback pressure is operable to counteract a portion of the control signal thereby controlling the rate of pressure rise at the torque-transmitting mechanism.
- In yet still another aspect of the present invention, a boost valve is incorporated internally of the spool valve to provide for a high pressure output to the torque-transmitting mechanism.
- In a further aspect of the present invention, the opening and closing of the boost valve is controlled by the variable pressure signal from the solenoid valve, such that when the solenoid valve reaches a maximum or a predetermined pressure, the boost valve is operable.
- In a yet further aspect of the present invention, the boost valve when in an operable position decreases or eliminates the feedback pressure on the valve spool thereby causing a maximum output pressure for the torque-transmitting mechanism.
- In a still further aspect of the present invention, the boost valve incorporates a ball valve, which is responsive to the variable solenoid pressure to permit fluid flow to the feedback differential area when the boost is not required and to exhaust the feedback area when boost is required.
- FIG. 1 is a schematic and diagrammatic representation of a control mechanism having a control valve incorporating the present invention.
- FIG. 2 is a view similar to FIG. 1, wherein the control valve mechanism is shown in a regulating position.
- FIG. 3 is a view similar to FIGS. 1 and 2, wherein the control valve is shown in a boost position.
- FIG. 4 is a graph describing the relationship between solenoid control pressure and torque-transmitting engagement pressure.
- Referring to the drawings, wherein like characters represent the same or corresponding parts throughout the several views, there is seen in FIGS. 1, 2, and3 a portion of a
hydraulic control 10 for controlling the engagement and disengagement of a conventional torque-transmitting mechanism 12. The torque-transmitting mechanism 12 is a conventional fluid-operated friction device having an engagement piston and a plurality of friction discs disposed between two members of a power transmission, such as a shaft and a gear or a gear and a housing. - The
control 10 includes apositive displacement pump 14, apressure regulator valve 16, a variable bleed solenoid (VBS) 18, an electronic control module (ECM) 20, and a torque-transmittingpressure regulator valve 22. Thepump 14 might be either a gear pump or a ring type pump, which drives fluid from areservoir 24 for delivery to a main pressure orline pressure passage 26. Theregulator valve 16 is a conventional pressure regulator valve, which limits the pressure withinpassage 26 to a predetermined value in a well known manner. Thepressure regulator valve 16 is operative to direct excess fluid from thepump 14 to anexhaust passage 28, which returns fluid to thereservoir 24. - The
passage 26 is fluid communication with the variable bleedsolenoid 18 for delivery of fluid thereto and also in fluid communication with aninlet port 30 of thevalve 22. Thepassage 26 extends to other components of the transmission, which includes other torque-transmitting mechanisms and other control valve mechanisms. - The variable bleed
solenoid 18 is a conventional electronically controlled valve mechanism, which provides an output signal atpassage 32 proportional to the control signal given to theVBS 18. The electronic portion of the VBS 18 is controlled by theelectronic control module 20, which includes a conventional preprogrammable digital computer. These control devices are well known in the art of transmission controls. - The torque-transmitting
pressure regulator valve 22 includes avalve spool 34 having twoequal diameter lands valley 40 between the lands. Thevalve spool 34 also has twolarge diameter lands valve spool 34 is slidably disposed in avalve body 46, which has avalve bore 48 having diametral portions complementary to thevalve lands valve land 42, which is spaced from thevalve land 38 by avalley 50, cooperates therewith to form adifferential control area 52. - The
valve body 46 includes theinlet port 30; threeexhaust ports mechanism regulator port 60; and aVBS control port 62. Thevalve spool 34 cooperates with the valve bore 48 to form aspring chamber 64 in which is disposed areturn spring 66. Thereturn spring 66 urges thevalve spool 34 leftward in thevalve bore 48, as viewed in FIGS. 1, 2, and 3. Thevalve land 44 and the valve bore 48 cooperate to form acontrol chamber 68, which communicates with theVBS control port 62. Thechamber 64 communicates with theexhaust passage 54 thereby preventing any pressure buildup in that area. - The torque-transmitting
mechanism regulator port 60 communicates with the valve bore 48 between thelands valve body 46 also has a feedback area orport 70, which communicates with thedifferential control area 52. - A
boost valve assembly 72 is disposed in abore 74 formed in thevalve spool 34. Theboost valve assembly 72 includes abody portion 76, having twoconical valve seats ball 78, and acontrol piston 80 having astem 82, which extends into thebody portion 76 to affect movement of theball 78. Theball 78 is adapted to seat against theconical valve seats control piston 80 is urged to separate from thebody 76 by aboost spring 83. Theboost spring 83 urges thepiston 80 leftward against a conventional locking or locatingring 84. As seen in FIG. 1, theball 78 is seated against thevalve seat 73. - A
chamber 86 surrounding thespring 83 is connected continuously with theexhaust port 58. Thus, pressure buildup in thechamber 86 will not occur. Thebody 76 has aninlet port 88, a plurality ofoutlet ports 90, and anexhaust port 92. Theinlet port 88 communicates with an axially extending passage orcentral passage 94 formed in thevalve spool 34. Thepassage 94 is communicated with the torque-transmittingmechanism regulator port 60 through a plurality ofradial passages 96. Thus, the torque-transmitting regulated pressure operates in thepassage 94. Theexhaust port 92 communicates with thechamber 86 and thereforeexhaust port 58. Theball 78 is urged toward thevalve seat 73 by torque transmitting mechanism engagement fluid pressure in thepassage 94. - In the position shown in FIG. 1, which is the exhaust position for the torque-transmitting
mechanism 12, thevalve land 36 closes theinlet port 30 and thevalve land 38 opens the torque-transmittingmechanism regulator port 60 to theexhaust port 56. The pressure within thechamber 68 is essentially zero or a minimum valve, as shown in FIG. 4, atpoint 98, as the torque-transmittingmechanism 12 is fully exhausted through theport 60 andport 56. - When it is desired to engage the torque-transmitting
mechanism 12, the pressure inchamber 68, which is controlled by theVBS 18, is increased beyond thepoint 100 of FIG. 4. As the pressure within thechamber 68 increases, thevalve spool 34 will be urged rightward against thereturn spring 66. This movement will continue until thevalve land 36 provides communication between theport 30 and the torque-transmittingmechanism regulator port 60. At essentially the same time, theexhaust port 56 is closed by theland 38. This will permit an increase in fluid pressure at the torque-transmittingmechanism 12. - The pressure at the torque-transmitting
mechanism 12 is also communicated through thepassage 94 and theport 88 to thedifferential control area 52. This will provide a counterforce for the pressure incontrol chamber 68 such that as the pressure from theVBS 18 increases, the pressure at the torque-transmittingmechanism 12 will increase along theline 102, shown in FIG. 4. - As is well known with feedback valve systems, when the pressure in
chamber 68 increases, the pressure atport 60 will increase as will the pressure in thedifferential control area 52, thus creating the gain curve or pressure curve shown in FIG. 4 atline 102. When the pressure inchamber 68, as provided by theVBS 18, reaches thepoint 104 at FIG. 4, thecontrol piston 80 will be moved against thespring 83 thereby moving theball 78 away from theexhaust port 92 and onto theinlet port 88. This will cause the pressure at the torque-transmittingmechanism 12 to rise along theline 106 until theball 78 is fully seated against theinlet port 88 atpoint 108. - As the
ball 78 is moved from theexhaust port 92 toward theinlet port 88, the pressure in thedifferential control area 52 will begin to decrease, which will permit an increase in the pressure at the torque-transmittingmechanism 12. When theball 78 is fully seated against theinlet port 88 as shown in FIG. 3, the pressure at the torque-transmittingmechanism 12 will increase to thepoint 108, which is substantially equal to the pressure in themain line passage 26. This is the maximum pressure within the system and the torque-transmittingmechanism 12 will be engaged with this maximum pressure when required by the shift controls and theECM 20. As the control pressure inpassage 68 increases, the actuator assembly 79 will displace theball 78 from theseat 73 to reduce the pressure at thedifferential area 52 thereby increasing the engagement pressure in theport 60. - As seen in FIG. 3, the
ball 78 is fully seated on thevalve seat 75 against theinlet port 88 thereby creating an exhaust passage through thebody portion 76 to fully exhaust thedifferential area 52 to theexhaust port 58. Also, it will be noted in FIG. 3 that theland 38 fully closes theexhaust port 56 while theland 36 fully opens theport 30 thereby openingport 60 to the line pressure inpassage 26. - When it is desired to disengage the torque-transmitting
mechanism 12, the pressure inchamber 68 will be decreased by theVBS 18 until the torque-transmitting control pressure atport 60 reaches thepoint 104. After this occurrence, the outgoing torque-transmitting mechanism can be decreased along the schedule controlled by theECM 20.
Claims (4)
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
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US10/414,072 US6796330B1 (en) | 2003-04-15 | 2003-04-15 | Pressure control apparatus for a torque-transmitting mechanism |
DE200410017502 DE102004017502B4 (en) | 2003-04-15 | 2004-04-08 | Pressure control device for a torque transmission mechanism |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
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US10/414,072 US6796330B1 (en) | 2003-04-15 | 2003-04-15 | Pressure control apparatus for a torque-transmitting mechanism |
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US6796330B1 US6796330B1 (en) | 2004-09-28 |
US20040206406A1 true US20040206406A1 (en) | 2004-10-21 |
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US10/414,072 Expired - Fee Related US6796330B1 (en) | 2003-04-15 | 2003-04-15 | Pressure control apparatus for a torque-transmitting mechanism |
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DE (1) | DE102004017502B4 (en) |
Cited By (1)
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EP2060816A3 (en) * | 2007-11-17 | 2013-06-19 | ZF Friedrichshafen AG | Hydraulic clutch actuation |
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US7325885B2 (en) * | 2004-07-09 | 2008-02-05 | General Motors Corporation | Regulator valve for a torque-transmitting mechanism and method of engaging a torque-transmitting mechanism |
US7228783B2 (en) * | 2005-08-05 | 2007-06-12 | Gm Global Technology Operations, Inc. | Pressure control system for a torque-transmitting mechanism |
US20070157979A1 (en) * | 2006-01-06 | 2007-07-12 | Caterpillar Inc. | Fluid-control system |
US20100300828A1 (en) * | 2009-06-01 | 2010-12-02 | Ford Global Technologies Llc | Dual-Stage Regulator Valve Assembly |
US8490640B2 (en) * | 2009-06-10 | 2013-07-23 | Ford Global Technologies, Llc | Latching pressure regulator |
CN116717589A (en) | 2017-06-30 | 2023-09-08 | 艾里逊变速箱公司 | Control system for a multi-speed transmission and method thereof |
US11181193B2 (en) | 2019-11-27 | 2021-11-23 | Allison Transmission, Inc. | Power off hydraulic default strategy |
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---|---|---|---|---|
US1912447A (en) * | 1930-12-15 | 1933-06-06 | Drift O Cock Corp | Cylinder cock |
US6378557B2 (en) * | 2000-03-30 | 2002-04-30 | Denso Corporation | Pressure regulation valve |
Family Cites Families (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
IT1192760B (en) * | 1978-07-12 | 1988-05-04 | Fiat Spa | COMBINATORY LOGIC FLUID CONTROL DEVICE |
-
2003
- 2003-04-15 US US10/414,072 patent/US6796330B1/en not_active Expired - Fee Related
-
2004
- 2004-04-08 DE DE200410017502 patent/DE102004017502B4/en not_active Expired - Fee Related
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1912447A (en) * | 1930-12-15 | 1933-06-06 | Drift O Cock Corp | Cylinder cock |
US6378557B2 (en) * | 2000-03-30 | 2002-04-30 | Denso Corporation | Pressure regulation valve |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP2060816A3 (en) * | 2007-11-17 | 2013-06-19 | ZF Friedrichshafen AG | Hydraulic clutch actuation |
Also Published As
Publication number | Publication date |
---|---|
DE102004017502B4 (en) | 2013-12-24 |
DE102004017502A1 (en) | 2004-11-11 |
US6796330B1 (en) | 2004-09-28 |
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