WO2005057048A1 - Transmission automatique et train d'engrenages ameliores - Google Patents

Transmission automatique et train d'engrenages ameliores Download PDF

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Publication number
WO2005057048A1
WO2005057048A1 PCT/US2004/040310 US2004040310W WO2005057048A1 WO 2005057048 A1 WO2005057048 A1 WO 2005057048A1 US 2004040310 W US2004040310 W US 2004040310W WO 2005057048 A1 WO2005057048 A1 WO 2005057048A1
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WO
WIPO (PCT)
Prior art keywords
transmission
automatic transmission
gear
pump
oil
Prior art date
Application number
PCT/US2004/040310
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English (en)
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WO2005057048A9 (fr
Original Assignee
Axiom Automotive Technologies, Inc.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Axiom Automotive Technologies, Inc. filed Critical Axiom Automotive Technologies, Inc.
Priority to MXPA06006335A priority Critical patent/MXPA06006335A/es
Priority to JP2006542735A priority patent/JP2007515605A/ja
Priority to CA002548253A priority patent/CA2548253A1/fr
Publication of WO2005057048A1 publication Critical patent/WO2005057048A1/fr
Publication of WO2005057048A9 publication Critical patent/WO2005057048A9/fr

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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
    • F16H57/00—General details of gearing
    • F16H57/08—General details of gearing of gearings with members 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
    • F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
    • F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
    • F16H3/62—Gearings having three or more central gears
    • F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
    • 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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/0434—Features relating to lubrication or cooling or heating relating to lubrication supply, e.g. pumps ; Pressure control
    • 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
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F16H57/048—Type of gearings to be lubricated, cooled or heated
    • F16H57/0482—Gearings with gears having orbital motion

Definitions

  • the present invention relates to automatic transmissions and gear trains.
  • the instant invention relates to an automatic transmission and gear train with improved resistance to deterioration with an increased effective life.
  • Motorized vehicles include a powertrain that is comprised of an engine, multi-speed transmission, and a differential or final drive.
  • the multi-speed transmission increases the overall operating range of the vehicle by permitting the engine to operate through its torque range a number of times.
  • the number of forward speed ratios that are available in the transmission determines the number of times the engine torque range can be repeated.
  • Early automatic transmissions had two speed ranges. This severely limited the overall speed range of the vehicle and therefore required a relatively large engine that could produce a wide speed and torque range. This resulted in increased engine wear and tear and reduced engine efficiency. As a result, manually-shifted transmissions that offered several speed ratios were the most popular for use in motor vehicles.
  • the automatic shifting (planetary gear) transmission increased in popularity. These transmissions improved the operating performance and fuel economy of the vehicle.
  • the increased number of speed ratios reduces the step size between ratios and therefore improves the shift quality of the transmission by making the ratio interchanges substantially imperceptible to the operator under normal vehicle acceleration.
  • the U.S. Postal Service (USPS) fleet has 160,000 Long Life Vehicles (LLV's) on the road with a service life of 25 or more years. These vehicles rely on the 180C and/or the 700R4 transmission. There has been a long felt need to design a total transmission system specifically for the vehicle driving conditions of this fleet that would provide durability, longevity and cost savings in the field. High vehicle down time due to inherent original transmission design problems have been plaguing this fleet for many years. During this time, the USPS has utilized local and regional rebuilders to supply replacement products to keep their fleet on the road at great cost.
  • the 700R4 transmission is a GM unit that has been in the marketplace for many years. This unit was not designed for the Postal LLV application and had to be modified to adapt to the vehicle. This kit included a driveshaft, shift linkage and torque converter. The lack of controlled testing and evaluation of the 700R4 transmission resulted high failure rates in the field. Thus, there is a clear need for a transmission that is an improvement over the 180C and 700R4 transmissions.
  • the 180C transmission has problems in five areas:
  • the conventional planetary gear system in the 180C transmission includes a sun gear and a ring gear with pinion gears engaged between the sun and ring gears.
  • the pinion gears are connected to and carried by a pinion carrier assembly.
  • the pinion carrier assembly includes a pinion carrier body and pinion shafts, the pinion shafts being fixed to the pinion carrier body.
  • the 180C utilizes a three-pinion arrangement of compound and plain gears (six gears total, three compound and three plain). As stated above, this transmission fails because of the nature of the application. The repeated shifts between first and second gear causes spalling of the pinion gears. The solution to the above described problems is to prevent this spalling.
  • the instant invention comprises a system that would substantially extend the life of the average 180C transmission. This newly rebuilt transmission is the 280PSTM transmission.
  • One embodiment of the instant invention contemplates a unique transmission gear train.
  • Another embodiment of the instant invention contemplates an eight gear compound planetary gear train with the accompanying front sun gear, rear sun gear and ring gear of the appropriate and unique size.
  • a further embodiment of the instant invention contemplates a complete transmission system that will perform at least about thirty three percent longer than current design or more.
  • Another embodiment of the instant invention contemplates a 4 compound pinion gear train.
  • An additional embodiment of the instant invention contemplates a complete transmission system having eight pinion gears, four of which are compound, four of which are single.
  • An additional embodiment of the instant invention contemplates a transmission which is at least about 3 decibels quieter than current transmissions.
  • Figure 1 illustrates a compound pinion gear
  • Figure 2 illustrates a long pinion pin.
  • Figure 3 illustrates a plain pinion gear
  • Figure 4 illustrates a short pinion pin.
  • Figure 5 illustrates an output shaft with flange.
  • Figure 6 illustrates a top shell
  • Figure 7 illustrates a lower shell
  • Figure 8 illustrates a front sun gear
  • Figure 9 illustrates a front sun gear hub.
  • Figure 10 illustrates front sun gear hub forging.
  • Figure 11 illustrates a sun gear and hub assembly.
  • Figure 12 illustrates a rear sun gear
  • Figure 13 illustrates an assembled rear sun gear.
  • Figure 14 illustrates a rear band drum.
  • Figure 15 illustrates a ring gear
  • Figure 16 illustrates a ring gear forging.
  • Figure 17 illustrates a lock plate
  • Figure 18 illustrates a small washer
  • Figure 19 illustrates a large washer.
  • Figure 20 illustrates a needle sleeve.
  • Figure 21 illustrates a plug.
  • Figure 22 illustrates a needle roller
  • Figure 23 illustrates an output flange casting.
  • Figure 24 illustrates an assembled body
  • Figure 25 illustrates a complete assembly
  • Figure 26 illustrates a complete planetary gear kit.
  • Figure 27 illustrates the 280 transmission pump.
  • Figure 28 illustrates the 280 bell housing geometry.
  • Figure 29 illustrates the 280 2/3 shift valve.
  • Figure 30 illustrates the 280PS flanged converter hub.
  • Figure 31 illustrates the specifications of the internal helical gear.
  • Figure 32 illustrates the specifications of the external helical gear.
  • Figure 33 illustrates a virtual gear mesh representation of the initial 15T to 26T design.
  • Figure 34 illustrates a virtual gear mesh representation of the revised 15T to 26T design.
  • Figure 35 illustrates a virtual gear mesh representation of the initial 15T to 20T design.
  • Figure 36 illustrates a virtual gear mesh representation of the revised 15T to 20T design.
  • Figure 37 illustrates a virtual gear mesh representation of the initial 34T to 20T design.
  • Figure 38 illustrates a virtual gear mesh representation of the revised 34T to 20T design.
  • Figure 39 illustrates a virtual gear mesh representation of the initial 20T to ring gear design.
  • Figure 40 illustrates a virtual gear mesh representation of the revised 20T to ring gear design.
  • Figure 41 illustrates the cycles of the automated test protocol.
  • Figure 42 illustrates a comparison of the durability of the 180c transmission and the 280PS transmission.
  • Figure 43 illustrates a comparison of the gear wear of the 180c transmission and the 280PS transmission.
  • the instant invention is directed to an eight gear compound planetary gear train with the accompanying front sun gear, rear sun gear and ring gear of the appropriate and unique size.
  • each pinion gear transfers its share of the torque.
  • each pinion would transfer thirty three percent of the torque generated at any one time.
  • a fourth pinion gear is added to the carrier the amount of torque transferred by each gear is reduced to twenty five percent.
  • the importance of this change reveals itself in the affective life of the four pinion gears collectively.
  • each gear must transfer you increase the number of times the gear can transfer the load.
  • the affective life of the gear train is increased by thirty three percent and the beginning of gear spalling is delayed by the same amount of time.
  • the outer pump gear moves out of alignment with the inner pump gear, (metal generated by the pump) 2.
  • the inner gear contacts the inner diameter of the pump crescent, (noise is created) 3.
  • the oil pressure developed by the pump is not consistent.
  • the amount of oil delivered to the transmission lube circuit and torque converter feed circuit is not consistent, (not enough oil to reliably cool and lubricate the gear train and not enough oil to cool and lubricate the torque converter under all conditions) 5.
  • the bushing bore center of the bell housing that aligns the torque converter and the transmission pump assembly is out of alignment. 6.
  • the aluminum two to three (2/3) shift valve sleeve wears resulting in erratic and unpredictable operation of the 2/3 shift valve.
  • the low band does not hold the rear band drum and sun-gear under all conditions.
  • the support of the outer gear is another problem.
  • the natural action of the two gears is to move away from one another in the area of the pressure port.
  • the outer gear has a tendency to move to the left and the inner gear moves to the right.
  • the outer and inner gears are constructed of powder metal and the pump housing is constructed of iron.
  • the outer diameter of the outer gear is in constant contact with the pump housing. Over time, the outer diameter of the outer pump gear begins to wear into the pump housing. This action creates metal particles in much the same manner as the pinion gears.
  • the pump used in the 280PSTM transmission system has a SAE 660 bronze sleeve inserted in the housing in the area of the outer gear. The bronze sleeve is machined to the proper clearance for the outer gear and forms a perfect wear surface that will assure long and sustained performance.
  • the tips of the inner pump gear teeth contact the leading edge of the inner diameter of the pump crescent as the bell housing bushing wears.
  • noise and small metal particles are generated.
  • the noise is unacceptable from an operational perspective and the metal that is generated as a result of the interference is detrimental to the longevity of the transmission.
  • Both of the above mentioned problems are eliminated by modifying the geometry of the inner pump crescent.
  • the pump of the transmission of the instant invention has the pump crescent inner diameter changed to remove both the noise and eliminates the creation of metal particles generated by the inner pump gear contacting the crescent inner diameter.
  • the new geometry of the inner crescent creates .060"clearance between the inner gear and the leading edge of the inner pump crescent (initial point of contact) and decreases to .000" in a consistent arc 60 to 65 degrees from the initial point of generation. In so doing the tips of the teeth of the inner gear can not contact the leading edge of the inner pump crescent yet by design will still contain the oil within the inner pump crescent which maintains all the previous oil pumping capacity that the pump was designed to create. This new design thus eliminates both the noise and the generation of metal particles, contributing to the overall longevity of the transmission. See Figure 27.
  • the oil pressure generated by the pump is regulated by the pressure regulator valve which is preloaded by the pressure regulator spring.
  • the combination of these two parts working in conjunction with the vacuum modulator (which senses engine load) and the transmission governor (which senses vehicle speed) creates the appropriate oil pressure required to hold all clutches from slipping and produce oil to lubricate and cool the total transmission during operation.
  • the USPS's unique application of this transmission requires the lubrication oil to be regulated in the first and second gear ranges, where it spends most of its operating life, in such a way as to supply oil to lubricate the gear train and prevent the deterioration of meshing components. It was observed during root cause analysis that lubrication oil pressures varied greatly in the transmission.
  • the cause was determined to be the pressure regulator spring creating significantly different preload pressures on the pressure regulating valve. This resulted in either a surplus of lubrication oil or a deficiency of lubrication oil.
  • the new design pressure regulator spring incorporated in the 280PSTM pump uniformly preloads the pressure regulator valve thus assuring correct and uniform oil pressure which maintains correct clutch pressure and lubrication oil flow.
  • a passage (equal to .040") was created between the pressure port of the pump, before regulation, and the lubrication circuit. In so doing, lubrication oil was assured under all conditions guaranteeing adequate lubrication and cooling to critical components and thus extending the life of the transmission. See Figure 27.
  • This new alignment design removes the accumulative misalignment that previously existed between the tolerance fits required between the converter hub and the inner pump gear, the tolerance fit required between the pump stator shaft spline and the torque converter stator sprag race, the tolerance fit required between the transmission input shaft spline and the torque converter turbine spline and the tolerance fit required between torque converter nose pilot and the engine crankshaft torque converter pilot hole .
  • This new design achieves operational alignment which reduces the wear on all affected components, thus reducing metal particle generation to the greatest extent possible and extending transmission life of the 280PSTM. See Figure 28.
  • Valve body (2/3 shift valve and sleeve combination)
  • the valve body will conceivably function indefinitely. However, when contamination occurs, some of the components will wear.
  • the point of wear is the 2/3- boost sleeve, which is made of aluminum.
  • the transmission of the instant invention has a new design boost sleeve installed in this position that is especially designed for this application.
  • the geometry of the boost sleeve has been changed to allow more oil to react to the shifting lands of the shift valve. In so doing the valve is more sensitive, and produces a more repeatable point of shift.
  • the material from which the boost sleeve was made is still aluminum but the alloy is changed to 5056 in order to increase wear resistance and reduce the binding affects that small particles of metal create on the inner shift valve.
  • valve sleeve The leading edges of the valve sleeve are very sharp by design and function as wipers to the valve spool in much the same way that any oil seal protects the inner parts of a mechanism form external dirt contamination.
  • This new 2/3 shift valve spool will extend the life of the transmission even after metal contamination begins by keeping the small abrasive metal particles from getting between the valve and spool thus maintaining proper valve function. See Figure 29.
  • the rear clutch band that holds the rear reaction sun-gear and band drum from turning would, under extreme conditions, allow the sun-gear and drum assembly to rotate when it should not. This condition contributes to premature band friction failure which adversely affects the operating life of the transmission.
  • a new low servo spring was designed.
  • the low servo spring is applied within the system in a release configuration thus assuring that when the rear band holding function is not utilized (third gear) the band is off and the band drum rotates freely.
  • the new design low servo spring tension is reduced. In order for the low band to be applied the force created by the oil pressure exerted against the low servo piston must overcome the spring pressure created to hold it off.
  • the amount of negative pressure created by the low servo spring By reducing the amount of negative pressure created by the low servo spring, the amount of force remaining to apply the band was increased resulting in more pressure applied to the low band friction material. In so doing, the holding capacity of the low band is increased eliminating the slippage of the rear band thus contributing to the extended life of the transmission.
  • the instant invention also contemplates the remanufacture of the torque converter of the 180C transmission.
  • the remanufacture of a torque converter involves the proper handling and restoration of five parts:
  • the primary pump 2. The stator assembly. 3. The turbine. 4. The clutch and damper assembly. 5. The cover.
  • the torque converter begins the remanufacturing process by being cut in half.
  • the closure weld that was applied when first manufactured must be removed by the use on a lathe and the pad plane and z-axis are held to within .002" TIR.
  • the replaceable parts, two thrust bearings and an o-ring seal, are removed and discarded. The parts then are washed and sent to their respective remanufacturing cells.
  • the primary pump is comprised of a series of half moon shaped internal fins that are attached to steel stamping of the same shape in a radial pattern.
  • An impeller hub is then welded in the center of the stamping that holds the fins.
  • the restoration of 280PSTM converter begins with the welding of the half moon fins to the impeller stamping and the removal of the old impeller hub.
  • the impeller hub removal process consists of removing the complete center of the primary pump to which the old impeller hub was welded. This extensive removal of material is required in order to replace the bearing and impeller hub support area with a newly designed one piece impeller hub and bearing support.
  • This new impeller hub and bearing support also moves the heat affected zone caused by the welding attachment process to a larger diameter eliminating the distortion of the bearing surface which is the result of contraction of the three alloys during the welding process.
  • the installation of a new flanged impeller hub increases the strength of the main bearing thrust area between the primary pump and the stator and reduces the bearing surface's tendency to distort during operation due to the lateral load exerted on the hub by the inner pump gear. At the same time the added flange strength prevents the impeller hub from being forced off center by the force of the same inner pump gear. (See illustration 18)
  • the primary pump is then machined to restore all datum plains. The primary pump is then washed a second time and is ready for assembly.
  • the stator assembly is made up of the aluminum housing which contains the fins that redirect the oil form the turbine to the primary pump and a one way roller clutch.
  • the bearing cap is removed from the primary pump side of the stator and the one way roller clutch is inspected. If any contamination is detected the entire assembly is rebuilt. This involves the removal of the inner race, the rollers, and the discard of internal springs.
  • the inner race is tumbled to remove all traces of the old roller signature and the clutch is reassembled with new springs and new or good rollers.
  • the bearing cap is then inspected for wear and discarded is wear is detected.
  • the new or good used cap is replaced and the stator is moved to the assembly area.
  • the turbine is built in much the same way as the primary pump.
  • the points of wear are the input shaft spline and the thrust surface.
  • the turbine spline is inspected and if more than 10% wear is detected the turbine is discarded or if needed, the old spline hub is removed and a new spline hub is welded in the center of the turbine.
  • the C shaped thrust washer is inspected and if worn discarded. After final inspection the turbine is moved to the assembly area.
  • the clutch and damper assembly is made up of a formed steel plate to which the friction ring is bonded and a series of springs attached and arranged in a circle about the turbine spline hub.
  • the points of failure are broken springs, worn or contaminated friction ring, and worn seal surface. If springs are broken the damper assembly is discarded, if seal surface is damaged the surface is restored, if the friction ring is worn it is cutoff and new friction ring is bonded to the damper assembly. After a final inspection the clutch and damper assembly is moved to the assembly area.
  • the cover is a single piece. This piece contains five critical areas. The first is the pilot diameter. This pilot must measure .825"+/-. 002". If the pilot is out of specification the pilot is welded and a new diameter is cut to specification. All of the pad surfaces are reconditioned as well as the threads contained in each pad. The friction surface is then restored by machining .010" off the surface to produce a good friction surface. After final inspection the cover is moved to the assembly area. The assembly process proceeds as follows, new bearings are installed on either side of the stator and the stator installed on the primary pump. A new o-ring is installed on the turbine and the turbine is installed on the stator. The reconditioned clutch and damper assembly is assembled on the turbine hub and the cover is installed on the turbine. The converter then proceeds to the closure welder where a new closure weld is installed.
  • the converter run-out and end play is checked and the finished converter is balanced to 10 grams or less.
  • the run-out is checked by placing the impeller hub in a six-jaw chuck and extending the pilot vertically. An indicator reading is taken form the extended pilot. The total indicator reading can not exceed .010" or the converter is rejected.
  • the result is a transmission that will function in service at least thirty percent longer than the current state of the art transmission, the 180C. All of the observed areas of failure have been addressed in this system.
  • the strength of planetary gear train has been increased and thus the effective life extended.
  • the pump has had a S AE 660 bronze sleeve installed to eliminate the outer pump gear wearing against the pump housing.
  • the pump inner crescent has been changed to eliminate inner gear interference thus removing noise and any possibility of metal generation.
  • the pressure regulation system has been corrected and the lubrication circuit changed to allow for full time lubrication of the converter and gear train.
  • the bell housing has been changed to allow for in service alignment thus eliminating wear on all associated parts.
  • the rear servo spring has been changed to afford greater rear band holding capacity.
  • the converter has been remanufactured to the highest standards that exist within the art today.
  • the valve body has been remanufactured to remove all wear from previous life and has been restored to exceed OEM standards.
  • the friction material on the rear band and the intermediate clutch has been changed to eliminate the affects of increased heat, and finally the oil that is recommended is by far the accepted standard within the industry for extending the life of any transmission.
  • N the speed of SI when the carrier is held rigidly.
  • T c the torque of the output carrier
  • the components of the transmission were evaluated to determine how to further improve performance in the following areas:
  • the needle bearing sizing and spacing was evaluated and compared to the needle bearing sizing and spacing used on the 20 tooth pinion gear.
  • the bearing for the 20 tooth pinion is capable of carrying approximately 2.42 times the load of the 15 tooth pinion, because there are 23 needles as compared to 19 on the 15 tooth pinion, and there is a double bearing arrangement.
  • the load carrying capacity can be conservatively estimated as being directly proportional to the number of needle rollers.
  • the new design consists of a bearing pin of diameter 11.170 +/- 0.005 mm, 21 needle rollers (instead of 19), and an inner bore on the 15 tooth gear of 15.180 +/- 0.005 mm.
  • the maximum gap is now .130 mm.
  • the load carrying capacity by conservative estimates will increase by 10.5%.
  • the benchmarked design washers do not allow for transmission fluid to flush through the needle bearing pack. With improved flushing, overheating problems in the bearing will be reduced and a low friction coefficient maintained.
  • the steel and phosphor bronze washer inner diameters have been increased to 12.55 +.07 / - 0 mm.
  • the material and heat-treating choices were reviewed for the bearing pin to determine if a more wear resistant pin can be produced.
  • the current material is SAE 52100 Quench and Tempered to 60-64 HRC. A change in the allowable surface roughness from 0.4a to 0.2a to delay the wear of these components is advantageous.
  • FIG. 19-20 The new gear geometry is detailed in Figures 19-20.
  • Figures 21-28 illustrate the initial and revised mesh conditions in each stage.
  • Tables 2-4 show the initial and final I and J factors and the % improvement achieved. In each case, improvements to pitting resistance, and bending strength have been achieved by changing the designs to full fillet radii from sha ⁇ fillet radii, and by optimizing tooth proportions to provide more load sharing.
  • pinion-bearing pin wear causes loss of alignment of the gear meshes. This will eventually lead to premature pitting, wear and breakage of gear teeth, which further contaminates the transmission oil in the system. In addition, positioning and size control of the planets will improve load sharing and further reduce wear.
  • Gear hub breakage has been of concern.
  • the hub material is currently 4140, quenched and tempered.
  • the material has been changed to 8620, then normalized and carburised to improve this condition.
  • the transmission of the instant invention must be used as a total replacement of the previous design.
  • the individual dimensions of the critical parts that being the front sun gear and hub assembly, the planetary carrier and pinion gears, the rear sun gear and band drum, and the ring gear are not compatible with any other critical part of the previous design.
  • These parts will however fit in any current market application (180C transmission) when installed as a complete assembly. Examples of which would be an Opal Olympia, the GEO Tracker, Chevette, and Postal delivery vehicles.
  • the proper installation of these parts in a 180C transmission requires only an ordinary level of skill in the art of transmission rebuilding.
  • the disclosed planetary gear train is compound in nature.
  • the transmission is composed of eight pinion gears, four of which are compound, and four that are plain, all eight gears are assembled into one carrier utilizing a forward and a rear sun gear, a ring gear, a band drum and a one way roller clutch.
  • the four plain pinion gears mesh with the four compound gears and the forward sun gear and one way roller clutch.
  • the four compound pinion gears also mesh with the four plain pinion gears, the front sun gear, the ring gear and the rear sun gear.
  • a 2.8 reduction is achieved by applying the rear band and driving the planetary assembly by the front sun gear through the one way roller clutch.
  • Compound pinion gear ( Figure 1) A. number if teeth 20 B. module 1.5 C. pressure angle 18 D. helix angle 18.16 E. pitch diameter 30.0 F. major diameter 33.58 G. minor diameter 28.64 H. pitch diameter 22.50 I. pin diameter 3.0 J. material SAE 8620
  • Front sun gear ( Figure 8) A. Number of teeth 26 B. Module 1.5 C. Pressure angle 18 D. Helix angle 18.16 E. Major diameter 44.60 F. Minor diameter 38.00 G. Material SAE 8620
  • Rear sun gear (Figure 12) A. Number of teeth 34 B. Module 1.5 C. Pressure angle 18 D. Helix angle 18.16 E. Hand Left F. Major diameter 57.42 E. Minor diameter 50.65 G. Material SAE 8620
  • Rear band drum (Figure 14) A. Number of teeth 34 B. Module 1.5 C. Pressure angle 18 D. Helix angle 18.15 E. Major diameter 51.25 F. Minor diameter 55.34 G. Material FC250
  • Ring gear (Figure 15) Internal gear specifications A. Number of teeth 74 ' B. Diametrical pitch 17 C. Pressure angle 18 D. Helix angle 18.16 E. Hand left F. Material SAE 1045
  • the unique angle of the gear pitch, the number and diameter of the pinion gears, the size of the front and rear sun gear and the ring gear allow for the transmission of no less than thirty three percent more torque.
  • This unique design and combination of parts is the first of its kind.
  • Current design of the 180C transmission gear train inco ⁇ orates six pinion gears. Three of which are compound and three that are single.
  • the 280PSTM transmission inco ⁇ orates eight pinion gears, four of which are compound, and four are single.
  • the addition of one more pinion gears in the gear train reduces the amount of torque that each gear must transfer by one third. Thus, increasing the torque bearing capacity of the gear train by 33%.
  • the 180C automatic transmission was tested and compared to an automatic transmission in accordance with instant invention, the 280PSTM transmission.
  • the testing protocol was designed to reproduce 180C field failures, create a worn or failed gear train, provide indicators of wear / failure, provide fluid sample, analyze pressure, temperature, noise, and vibration.
  • the test protocol accelerated years of field wear into the test period
  • a computer algorithm was designed to automate the test.
  • the program ran 11 cycles / hour, each consisting of four shifts in first and second gear. This produced high torque and RPM and created high fluid temperatures
  • each transmission ran for up to 1500 cycles. Fluid samples were taken every 30 cycles and evaluated. Speeds, loads, temperatures and pressures were recorded during every cycle
  • the 280PSTM operated normally through 1472 cycles, or three times the life of the 180C unit, which failed catastrophically at 497 cycles. At the time of its failure, the 180C unit had 75% more iron in the fluid (indicative of gear wear) and 375% more lead in the fluid (indicative of bearing wear) than the 280PSTM. While the invention has been described with an emphasis on particular embodiments thereof, those skilled in the art may make various modifications to the described embodiments of the invention without departing from the scope of the invention.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
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  • Structure Of Transmissions (AREA)
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Abstract

L'invention concerne des transmissions automatiques et des trains d'engrenages. L'invention concerne en particulier un train d'engrenage de transmission automatique à résistance améliorée à la détérioration, et dont la durée efficace de vie est augmentée. Le train d'engrenages de l'invention comprend huit engrenages à pignons assemblés en un support utilisant un planétaire avant et un planétaire arrière, une couronne, un tambour à bande et une roue libre à rouleaux.
PCT/US2004/040310 2003-12-05 2004-12-03 Transmission automatique et train d'engrenages ameliores WO2005057048A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
MXPA06006335A MXPA06006335A (es) 2003-12-05 2004-12-03 Transmision automatica y tren de engranes, mejorados.
JP2006542735A JP2007515605A (ja) 2003-12-05 2004-12-03 改善された自動変速機及び歯車列
CA002548253A CA2548253A1 (fr) 2003-12-05 2004-12-03 Transmission automatique et train d'engrenages ameliores

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CN102628491A (zh) * 2011-02-01 2012-08-08 株式会社理光 行星齿轮单元和包括行星齿轮单元的图像形成装置
DE102018111726A1 (de) 2018-05-16 2019-06-19 Schaeffler Technologies AG & Co. KG Planetenträger mit Versteifungssicken; sowie Planetengetriebe
RU203414U1 (ru) * 2021-01-30 2021-04-05 Гребенюк Иван Сафронович Планетарный кривошипно-шатунный механизм с зубчатыми колесами внутреннего зацепления

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Publication number Priority date Publication date Assignee Title
US7856906B2 (en) 2007-05-31 2010-12-28 Honeywell International Inc. Gear assemlby including a wear component for use with metal housings
CN102628491A (zh) * 2011-02-01 2012-08-08 株式会社理光 行星齿轮单元和包括行星齿轮单元的图像形成装置
CN102628491B (zh) * 2011-02-01 2014-07-30 株式会社理光 行星齿轮单元和包括行星齿轮单元的图像形成装置
DE102018111726A1 (de) 2018-05-16 2019-06-19 Schaeffler Technologies AG & Co. KG Planetenträger mit Versteifungssicken; sowie Planetengetriebe
RU203414U1 (ru) * 2021-01-30 2021-04-05 Гребенюк Иван Сафронович Планетарный кривошипно-шатунный механизм с зубчатыми колесами внутреннего зацепления

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MXPA06006335A (es) 2007-04-16
MXPA06006336A (es) 2007-04-16
JP2007515605A (ja) 2007-06-14
WO2005057049A1 (fr) 2005-06-23
CA2548253A1 (fr) 2005-06-23
JP2007513304A (ja) 2007-05-24
WO2005057049A8 (fr) 2005-10-20
WO2005057048A9 (fr) 2006-04-06

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