USRE24619E

USRE24619E - Planetary transmission for self-propelled vehicle

Info

Publication number: USRE24619E
Authority: US
Publication date: 1959-03-10

Description

March 10, 1959 H. w. SIMPSON PLANETARY TRANSMISSION FOR SELFPROPELLED VEHICLE Original Fil ed Dec.- 15, 1951 Wwm m w INVENTOR.

PLANETARY TRANSMISSION FOR SELF-PROPELLED VEHICLE Original Filed Dec. 15, 1951 2 Shuts-Sheet 2 1N VEN TOR;

United States Patent PLANETARY TRANSMISSION FOR 'SELF-PROPELLED VEHICLE Howard W. Simpson, Dearborn, Mich.,

third to General Motors Corporation, a corporation of Delaware Original No. 2,749,777, dated June 12, 1956, Serial No.

261,820, December 15, 1951. Applicationfor reissu January 2, 1958, Serial No. 706,885

22 Claims. (Cl. 74761) Matter enclosed. in heavy brackets appears in the original patent but forms no part of this reissue specification; matter printed in italics indicates the additions assignor of one- Detroit, Mich.,

made by reissue.

This invention relates to a three speed and reverse planetary transmission with hydraulic controls and coupled to a hydrodynamic device of either the fluid coupling or torque converter type.

Planetary transmissions are usually costly and cornplicated and have other unfavorable characteristics such as gear noise, large power losses and overheating.

sets, two clutches, and two brakes and a third brake as an optional feature. One gear set is clutched to the vinput to obtain low speed and the other gear set is clutched tothe input to obtain second speed, while both sets of gears are coupled to the input to operate in dilferential relationship to obtain reverse speed and both clutches are engaged to obtain high or direct drive.

In reverse the same clutch is used as in low speed but a difl'erent reaction member is braked. In low and second speeds the same brake is applied and holds a reaction member of both gear sets stationary.

To facilitate smooth pick up shifts between second and third speeds and vice versa, a one way oroverrunning clutch is introduced between the reaction member and a brake. This permits the brake to remain engaged in direct drive and thus functions automatically tocput the transmission into second speed the instant the high speed clutch is released when down shifting and to. hold the transmission in second until the high speed clutch is engaged when up shifting.

One embodiment of my invention shows a fluid torque converter between the source of power and the planetary unit, the converter transmitting the full input torque 'to the gears in all speeds. An alternative embodiment shown has a fluid coupling which transmits the entire input torque in low and reversespeeds but none in second speed. In direct drive the coupling is subjected to only a fraction of the input torque. This reduces fluid slippage loss but retains the smoothness of a fluid drive. The gear trains shown have both gearsets alike with respect to the number of teeth and a wide range of ratios is obtainable by varying the number of teeth.

' An object of my invention is to obtain a simple and .eflicient planetary with low tooth engagement speeds and loads, and low relative speeds of adjacent clutch members.

Re. 24,619 Reissued Mar. 10, 1959 ice Another object is to obtain maximum planetary action in forward reduction speeds to reduce power loss.

Another object is to provide a simple planetary in which the brake loads are readily supported directly on the transmission housing without use of a partition or mid-support structure.

Another object is to reduce power loss in direct drive by partial lock up of the hydrodynamic device. 7

Another object is to provide a transmission in which smoothshifts from one forward speed to another are obtained while under continuous power.

These and other objects will become apparent from the following description together with accompanying simplified drawings which are partial elevations in section of several embodiments of my invention each employing two axially aligned planetary sets.

Fig. 1 shows a fluid torque converter combined with the planetary gears.

Fig. 2 shows a fluid coupling combined with the planetary gears in such a way that it can be wholly or partially locked up.

A DESCRIPTION FIG. 1

In Fig. 1 engine shaft 1 drives pump 2 of torque converter 3. Turbine 4 is splined to input shaft 5 which is integral with housing of clutch D1. Reactor 6 is journaled on hub 8 of housing member 9. Onefwa y clutch 7 isbiased between hub 8 and reactor 6 to permit only forward rotation of reactor 7. Clutch D1 includes housing 10, piston 19, discs 17 and 18 and pressure plate 21. Clutch C1 consists of housing 58 journaled on hub 59 of housing member 9,- piston 14, discs 11 and 12 and pressure plate 13 which is attached to ring gear 22.

Brake band 15 can be appliedto the outside of housing 58 to hold ring gear 22 stationary and is actuated by hydraulic means not shown. Clutch C1 is driven by disc 12 splined to hub 16 of housing 10. Clutch D1 dri yes drum 20 and intermediate shaft 46 to which it is splined. Intermediate shaft '46 is piloted in input shaft 5 and output shaft 33. L

Gear set 'A1 consists of ring gear 22, sun gear 26 and several planet gears 24, one of which is shown journaled on pin supported in carrier 23. Flange 55 is attached tocarrier 23 which in turn is connected to carrier 31 by tongue 56 in groove 57. Carrier 31 is attachedtobutput shaft 33 by pins 29, one of which is'shown supporting planet gear 28 which is one of several meshing with sun gear and ring gear 27 of gear set B1. Sun gear 26 is integral with ring gear 27 which is attached to brake drum 34 whichhas its hub 39 journaled in housing member 40. Brake drum 37 is also journaled in hub 39 and free wheeler 38 is biased between hub 39 and-brake drum 37 to permit only forward rotation of hub 39 when brake band 36 only is applied.

.Brake bands 35 and 36 can be applied to brake drums 34 and 37 respectively by hydraulic means not shown. Parking brake detent 53 has teeth 54 which are engageable with teeth on the "outside diameter of flange Oil pump 49 includes housing 61, gear 52 driven from hub 51 of pump 2. Gear 52 meshes with gear 50. Pump 49 supplies oil under pressure for operating the transmission when output shaft33 isstationary and pump 42 supplies oil under pressure when output shaft 33. is rotating. Pump 42 includes gears and 44 the latter being driven from output shaft 33 by key 45, and pump housing 43. Oil under pressure for clutch C1 enters through suitable ducts and grooves including duct 48. Oil for clutch D1 enters through passage 47 and suitable ducts and grooves. Housing members.9,- 40 and 41 support the structure and'forms a suitable oil inclosure. f

3 OPERATION FIG. 1

In neutral all clutches andbrake bands are released and the gears may idle slowly "under the influence of clutch :drag. r

In low.speed, clutch D-1 and-gbrake :band 35 sateengaged. :Sun gear'SO is driven=by=clutch' D-1, ringsgear 27 is" the reaction member. and-output :shaft 33 is driven forward'at"reduced-speed.

In second speed, brake band 36 isengaged, clutch Dlis released and clutch Olengaged which drives ring gear 22 forward at :input shaft speed. Sun :gear 26 is-the reaction member of 'the gear *train and carrier" 23 --and output shaft "-33 are-driven forward at a i speed intermediate to low and high speed. ffhe vehicle can now-free wheel but 'this-cani-be stopped byengagi-ng brake band *35. A smooth pick ,up shift 'fromwsecondto hi-gh speed and vice -versa' is -obtained' -becausealthough brake band 36 remains engaged, free wheeler 38 can -re1ease-the secnd'speed-reaction member as soon' as -high speed{is--engaged.

@In high :speed clutches 61 and "D1 are engaged and brake band 35 is released but brake band 36 remains engage'cland holds the transmission in second speed untildirecbdrive is engaged 'at whichtime-freexwheelerfiB releases snn gear 26 automatically.

In reverse clutch.. D1 andb fakehand 15 are engaged. Both sets of gears are then working with ring gear 22 asthe. reactionv member ,and output shaft 3.3 rotates backwardat-redu e speed.

"In the .following ,geanrati ac att. rand -,.s are. symbols .fonring gear 2 2 and sun gear .26. respectivelyandyk and Saresymbols for. rinssear. .2 ..and.sun;s .ar';3

I-ZHdJgearnratiQJJ? Rev. gear shift .DESCRIPTIQNFIG. '2

70 of clutch housing '11. which is. associated with; pis.ton ;75,

discs 72.and.73.an ,pr.e.ss.ur p1at '14 .andmmpris cl tch C2- -..(3lutc.11.-DZ. GO IIP SG ZhOHS QE ,;:pis.ton:.'82 I d s s 3.0 and :81 and pressur .;.pla.te .83, an drive 85 which .i sp ined to .i.ntermedia shaf 5. 6- 7: is-integral.with.ringsear 'llan qisx a tac d t flan 7-7.which is iournaledon inputsh ftfil .Gear.-= e .--A2 consi ts ofiflns se .7. .,;s nsear:83:an plane gears :87, :on of which is shownioumaled on, pin 88jfixed in canierfll), andflangelll Qarrier'90. is.1connected to .carrier9.3-;by tongue 9 6 andwgf0OVei+197fifld .flange 119 has teeth .siatyits outer. diameter .whichzqareg engageable with1teeth1118inparkinglockidetent 117. .Gear set B2 includes ring gear 9,5,;;sum'gear=9.4.and planetgears 52.1,;one. ,of-which issshown journaledaonzpini92. Carriers 9.0sand 93,-.are, attachejdtmoutput shaft98.

Glutch. C2 :connects theainput ."shaft- 169; torring .gear. 79 and clutch TDZzconnects -.theiinput;..shaft 69;" to intermediate .1 Shaft 38.6 ;.W.hi ch is .,.integralw.with,-.sun gear 9.4, :and. is piloted -in-input shaft 69 and output :shaft 38. rake 'bandafifiqissengageahleswith 7.810 holdring gearzfl .stgflqnm'y for;reverseidrivezandsbrake vbands10.0:an'd '101 wengage. drums #99 and 1102;- respectively, .to: hold ri g-gear 95 and sun gear 89 both stationary. When brak e' band {10,1 onlyais engagedifreeayheeler' l04:permits onlyforward; rotation of vdru1,n="99,ring-gear- 95=and sumgear-"SQ. Input ppump 112 :comprises; gears *1-113and' 114 and are nriverrbvkeyialls.

sfilutclrfflz: iswengagediby prcssure'through-duct 76 and clutch D2 is sengaged 1. by- .press.ure through {duct 116. Housing member .105:supports=hubi 103 of brake drum-=99 OPERATION FIG. 2

In neutral all clutches and brakes are released and the gears andintermediate-shaft=86 may ldlG SlOWlY if the net forward drag-torque at=the clutches C2 and D2 exceeds thefrictional torque. of the .gear teeth. Inlowspeed, clutch Dz and'b fikehand -1;00;are engaged. Sun-gear 94 is driven forward and ring;gear.95 is-- the reactor'and carrier 93 and output shaft 98 are driven forward atreduced speed.

In second gearbralge hand 101 and clutch C2 are-engaged and clutch D2'is released which drives ring gear 79 at input speed. Sun gear 89EI'S. the reactor and carrier 90 and output shaft 98 are driven forward at areduced peed- ;Fre vwhee pgo th vehi s p vent d by n- ,sasin b ake" hand-.10

In high speed brake band 101 remains engaged-put brake band 100 is released and clutches C2 and D2 are engaged. As soon as the clutches are engaged sufiiciently ,to drive gear .set B2 and brake drum --99 forward, free wh le lfld e ase ..I.n 1 Yerse:c Q G and bra -hand-M e R ne gear 79 is the reactorandsnnagearfl t; the i nput member. Ibi dr t a ca ri r .1% and- 3nd utp s f 8 hackward- 3 .Tlte foll in hartsh w th r o con ol m m s sanse ti h safious sp d .Fig. 1 Fig.2

Clutches :Brakes Clutches iHavingmowdescribed. and illustrated one form of my invention,a.I:wish it to be understood that my invention is ;.;not tosbe; limited to: the specific 'fo rm orarrangement of partszhereinrdescribed "and: shown or-specifically covered by 'theifollowing claims. For instance, although'l refer-v to theplanetaryigearsets as first and second 1 gear .sets,w.th,eir, positions can be interchanged so as to have the .sqcond gear set-adjacent to: the input-shaftinstead; of the first. .-gear.set. "Such astructure would function-the; same as those shown-and described.

iI claim:

ll. 'In awariablespeed transmissioncomprising power input and-output.- shafts, 'first and second planetary gear 'sets,-=each-set comprising a ring gear, asun gear,a planet .gear. can'ier.=and at least-one planet gear, the sun gear of the'first set'being' connected tothering gear'of'the sec ond set,:'iboth.-planet carriers-being connected to the output shaft,==a firstclutch means for connecting the input shaft to a member of the first gear-set, a-secondclutch means for connecting the input shaft to a-member of the second ;.-gear set whereby, When both clutch -means are engaged, a direct drive is obtainedin the transmission;]

In-a variable speed transmission comprising power input and output shaftsgfirst and second planetary gear scts, ,=each--set comprising-a ring-gear, asun geanaplanet -gear-- ,carrier and at leastonplanet gear meshing with saidwingnnd sumgears; the sun-gear ofthe first set being permanently-connected to the ring gear of the second set, both planet-carriers being connec tedtothe output shaft, firstclutch-meansconnecting said input shaft-to the ring gear of theifirst gear set, I second clutch means connecting said input-shaft= to the 7 sun ;gear; of the second gear .set wherebnawhenr-both '-l' 'clutches] clutch means are. -;engaged, a direct drive is 'obtain'ed through the transmission.

3. The combination set forth in claim [1] 2 and brake means for holding the ring gear of the first gear set whereby when the brake and said second clutch means are engaged a reverse reduction ration is obtained in the transmission.

4. The combination described in claim [1] 2 and brake means for holding the ring gear of the second gear set and the sun gear of the first gearset whereby when said second clutch means and the brake means are engaged, a low speed reduction is obtained and whereby when first clutch means and said brake means are engaged, a second speed reduction is obtained, and brake means for holding the ring gear of the first gear set whereby when said second clutch means and last mentioned brake means are engaged a reverse reduction is obtained in the transmission.

5. In a variable speed transmission comprising power input and output shafts, first and second planetary gear sets, each set comprising a ring gear, a sun gear, a planet gear carrier and at least one planet gear meshing with said ring and sun gears, the sun gear of the first set being permanently connected to the ring gear of the second set, both planet carriers being connected to the output shaft, first clutch means connecting the ring gear of the first gear set to the input shaft, second clutch means connecting the sun gear of the second gear set to the input shaft, brake means, and a one-way clutch connecting said brake means to the ring gear of the second gear set and the sun gear of the first gear set whereby, when the first clutch means and the brake means are engaged the sun gear of the first gear set is held against backward rotation and a second speed reduction is obtained, and when the second clutch means and the brake means are engaged the ring gear of the second gear set is held against backward rotation and a low speed is obtained in the transmission.

6. The combination described in claim 5 whereby when all of the said clutch means are engaged and said brake means is released, a direct drive is obtained in the transmission.

7. In a variable speed power transmitting system between an engine shaft and an output shaft, first and second planetary gear sets each having a ring gear, a sun gear, and a cage carrying at least one planet gear meshing with said rmg and sun gears, the sun gear of one planetary set and the ring gear of the other set being permanently connected together, an element of each planetary set being connected to the output shaft, a pair of selectively engageable clutches for effecting first and second forward reduction speed drives, a first clutch of said pair of clutches for transmitting torque from the engine shaft to the sun gear of said other [the second] gear set and a brake for holding the first mentioned connected elements, whereby when the clutch and brake are engaged a low or first speed ratio is obtained at the output shaft, and the second clutch of said pair of clutches for transmitting torque from the engine shaft to the ring gear of said one [the first] gear set, whereby when the brake and the last mentioned clutch are engaged an intermediate or second speed ratio is obtained at the output shaft, and whereby when both of said clutches are engaged and the brake is released, a direct drive through the transmitting system is Obtained.

8. In a variable speed power transmitting system between an engine shaft and an output shaft, first and sec- -ond planetary gear sets each having a ring gear, a

and a planet gear cage carrying at least one planet gear meshing with said ring and sun-gears, the sun gear of the first planetary set being permanently connected to the ring gear of the second set, both planet sun gear,

gear cages being connected to the output shaft, a pair of selectively engageable clutches for effecting first and second forward reduction speed drives a first clutch of said pair of clutches for transmitting torque from the engine shaft to the sun gear of the second planetary set and a brake for holding said connected sun gear and ring gear whereby, when the clutch and brake are engaged, a low or first speed ratio at the output shaft is obtained, and the second clutch of said pair of clutches for transmitting torque from the engine shaft to the ring gear of the first planetary set whereby, when the brake and the last mentioned clutch are engaged, an intermediate or second speed ratio is obtained at the output shaft, and whereby, when both of said clutches are engaged and the brake is released, a direct drive through the transmitting system is obtained. 9. The combination set forth in claim 7 and a hydrodynamic vaned wheel device between the engine shaft and said planetary gear sets. v I 10. The combination set forth in claim 7 and a hydrodynamic device connecting the engine shaft to the first mentioned clutch. 11. The combination set forth in claim 8 and a hydrodynamic device connecting the engine shaft to the first mentioned clutch.

12. The combination set forth in claim 7 and a brake for holding the ring gear ofthe first set whereby, when the last mentioned brake and the first mentioned clutch are engaged, a reverse speed ratio is obtained.

13. The combination set forth in claim 8 and a brake for holding the ring gear of the first set whereby, when the last mentioned brake and the first mentioned clutch are engaged, a reverse speed ratio is obtained.

14. In a multi-speed drive, a power shaft, a load shaft, first and second planetary gear sets, each set comprising sun, ring and planet gears and a planet gear carrier, said planet gears meshing with said sun and ring gears, a driving connection between [an element of each] the ring gear of the second gear set and sun gear of the first gear set, a driving connection between the load shaft and the carrier of each gear set, a clutch between the power shaft and the ring gear of the first set, a clutch between the power shaft and the sun gear of the second set, a brake for holding the first named connected elements, and a brake for holding the ring gear of the first gear set.

15. The combination set forth in claim 14 and a brake drum, a one-way clutch between said first named connected elements and said brake drum, and a brake band for holding last named brake drum.

16. A variable speed transmission comprising first and second planetary gear sets, each set comprising a ring gear, a sun gear, a planet gear carrier, and planet gears meshing with said sun and ring gears, anoutput shaft, a driving connection between both carriers and said output shaft, a first selectively engageable reaction brake and a one-way clutch adapted to hold both the sun gear of the first set and ring gear of the second set against backward rotation and to permit forward rotation thereof, an input torque shaft connected to the sun gear of the second set for transmitting input torque thereto, means connected to the ring gear of the first set for transmit ting input torque thereto, a rearward driving connection between the ring gear of the second set and sun gear of the first set, and a second selectively engageable reaction brake to hold the ring gear of the first set, whereby when said first brake is engaged and said second brake is released free wheeling low and intermediate speed forward reduction drive of the carriers and output shaft may be established through the sun gear of the second set and ring gear of the first set respectively, with the other ring and sun gears serving as reaction members, and whereby when said second brake is engaged and said first brake is released a reverse reduction drive of the carriers and output shaft may be established through the sun, planet and ring gears of the second set and the sun and planet gears of the first set with the ring gear of the first set serving as a reaction member.

17. The combination set forth in claim 16 and a third selectively engageable brake adapted to hold the ring gear