CA2383035C - Multi-directional coupling in a torque converter with a planetary gearset - Google Patents
Multi-directional coupling in a torque converter with a planetary gearset Download PDFInfo
- Publication number
- CA2383035C CA2383035C CA 2383035 CA2383035A CA2383035C CA 2383035 C CA2383035 C CA 2383035C CA 2383035 CA2383035 CA 2383035 CA 2383035 A CA2383035 A CA 2383035A CA 2383035 C CA2383035 C CA 2383035C
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- Canada
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- coupling
- ring
- hub
- actuation
- cage
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Abstract
A multi-directional coupling positioned between the sun gear of a planetary gearset and the transmission reaction shaft inside a torque converter in which a planetary gearset is installed provides actively controlled torque multiplication. The coupling is operable in any one of four mode dependent on transmission select position and hydraulic fluid to either: 1) lock in both the clockwise and counterclockwise direction, 2) allow free rotation in both the clockwise and counterclockwise direction, 3) lock in the clockwise direction and free in the counterclockwise direction, or 4) free in the clockwise direction and lock in the counterclockwise direction.
Description
MULTI-DIRECTIONAL COUPLING IN A TORQUE CONVERTER WITH A
PLANETARY GEARSET
BACKGROUND OF THE INVENTION
1. Field of Invention The subject invention relates to a multi-directional coupling for a torque converter.
More particularly, the subject invention relates to a multi-directional coupling for a torque converter with a planetary gearset for producing torque multiplication from an engine output shaft to a transmission input shaft.
PLANETARY GEARSET
BACKGROUND OF THE INVENTION
1. Field of Invention The subject invention relates to a multi-directional coupling for a torque converter.
More particularly, the subject invention relates to a multi-directional coupling for a torque converter with a planetary gearset for producing torque multiplication from an engine output shaft to a transmission input shaft.
2. Description of the Related Art A torque converter with a planetary gearset inside can introduce or provide an additional torque multiplication feature from an engine output shaft to a transmission input shaft. An example of such a torque converter is disclosed in applicant's United States Patent No. 5,466,195 to Nogle et al. The torque converter include three one-way clutches.
The first clutch is mounted between the torque converter stator and a stationary transmission reaction shaft to prevent it from running against engine rotational direction.
The second clutch is attached between the sun gear of the planetary gearset and the reaction shaft to make it only run in the engine rotational direction. The third clutch, which can overrun against the engine rotational direction, is attached between the input and output members of the torque converter for vehicle coast engine braking.
One disadvantage of the current torque converter design is that three one-way clutches have to be used in order to achieve the function and performance requirements.
Another disadvantages is that the vehicle coast engine braking is accomplished by a rigid connection through a one-way clutch between the engine and the transmission which may stall the engine under some operation conditions.
Still another disadvantage is that the one-way clutches are somewhat uncontrollable.
That is, the timing of their shifting cannot be actively adjusted to achieve the smooth shifting of the transmission.
SUMMARY OF THE INVENTION
The present invention overcomes these and other disadvantages by providing replacing the second and third one-way clutches with a multi-directional coupling inside the torque converter which can be actively controlled.
The torque for vehicle coast engine braking is transmitted through the coupling between an impeller and a turbine, and then through a planetary gearset inside the torque converter. The rigid connection between the engine and transmission during coast engine braking is thereby eliminated by the coupling.
Further, the multi-directional coupling can be actively controlled and shifted to achieve smooth transmission shifting. Cost remains low and the overall packaging space of the torque converter can still be fit inside the existing space in from of a transmission housing.
BRIEF DESCRIPTION OF THE DRAWINGS
Other advantages of the present invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein:
Figure 1 is a sectional view of a multi-directional coupling inside of a torque converter with a planetary gearset according to one aspect of the subject invention;
Figure 2 is an exploded perspective view of the coupling;
Figure 3 is a side view of the coupling showing the cage pins, rollers, coupling ring and part of the coupling hub;
Figure 4 is a fragmentary side view of the coupling shown in locked in both the clockwise and counterclockwise direction; and Figure 5 is fragmentary side view of the coupling shown locked in the counterclockwise direction and free in the clockwise direction.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring to Figures 1-3, a multi-directional coupling installed inside a torque converter with a planetary gearset is generally shown at 100. The coupling 100 includes a coupling hub 9 splined to a stationary reaction shaft 27. The outside diameter (O.D.) of its outer circular membrane serves as a hub for a stator one-way clutch ring 24 and clutch roller 25. The roller ramp profile of the coupling 100 is machined on the inner circular membrane of the coupling hub 9. Coupling rollers 8 are located between the ramp and the inside diameter (I.D.) of the outer membrane of the coupling hub 9 and outside diameter of a coupling ring 6. A flanged bearing 7 is installed between the insicle diameter of the outer membrane of the coupling hub 8 and the outside diameter of the coupling ring 6. The coupling ring 6 is connected through a spline to a sun gear 23 of the planetary gearset.
The coupling 100 further includes an actuation cage subassembly having a cage side plate 3, a plurality of long cage pins 4 and short cage pins 5 extending axially from the plate 3 and a cage actuation plate 10. The long and short cage pins 4 and 5 alternate every other pin about the circumference of the plate 3. However, it should be appreciated that any arrangement of the pins, long or short, may be desired.
A cage wave spring 2 is installed between the cage side plate 3 and a side surface of the sun gear 23 for providing a drag torque to the cage side plate 3. A
coupling hub plate 1 is also provided and has two functions. Namely, the coupling hub plate 1 functions as a spacer between a pinion gear 21 and the coupling hub 9, coupling ring 8 and the side surface of the sun gear 23. It is also used to stiffen the left-hand side of the outer membrane of the coupling hub 9.
A piston housing 15 is mounted on the reaction shaft 27 via a spline and is used to accommodate a hydraulic actuation system for the coupling mode shifting. A
separated control flow path 26 is used to supply hydraulic flow into the piston housing 15 to drive a piston 14 moving against a piston wave spring 13. The wave spring 13 will push the piston 14 back to a default position under the condition of no hydraulic power. An actuation ring 12 with two cam areas 12A is used to drive the cage actuation plate 10 through the actuation springs 11. The application of the actuation springs 11 will limit the maximum actuation torque on the coupling cage. The piston pins 14A on the piston 14 are used to drive the actuation ring 12 in the cam areas 12A and to change the axial direction movement of the piston 14 into a rotational direction movement of the actuation ring 12.
Finally, a thrust washer 16 is installed between the piston housing 15 and a side wall of the torque converter housing.
The coupling may operate in one of four modes. First, the coupling may be locked in both the clockwise and counterclockwise directions defined as the default mode.
Second, the coupling may be locked in the clockwise direction and free in the counterclockwise direction. Third, the coupling may be free in the clockwise direction and locked in the counterclockwise direction. And finally, the coupling may be free in both the clockwise and counterclockwise directions.
Referring to Figure 4, when hydraulic fluid is not supplied to the piston housing 15 through the control flow path 26, the piston wave spring 13 pushes the piston 14 to its default position. The piston pin 14A will stay clear to the actuation ring 12.
The actuation ring 12, and subsequently, the cage can freely rotate. The coupling is thus locked in both directions.
Referring to Figure 5, when hydraulic fluid is supplied to the piston housing 15, a hydraulic force will overcome the force of the piston wave spring 13 and push the piston 14 forward. The piston pin 14A will act on the actuation ring cam area 12A and rotate the cage in the counterclockwise direction until the rollers 8 touch the roller ramp surface of the coupling hub 9. The coupling is then locked in the counterclockwise direction and free in the clockwise direction.
With the multi-directional coupling 100 mounted between the sun gear 23 of the planetary gearset and the reaction shaf127 inside the torque converter, the coupling 100 will operate as follows dependent on the position of the transmission selection. If the transmission is in PARK, NEUTRAL OR REVERSE, no hydraulic fluid is supplied to the piston housing 15 and the clutch is locked in both directions in the default mode. The sun gear 23 is grounded to give the planetary gearset a designed gear ratio. The engine torque is transmitted to the output shaft 28 through a front cover 30, impeller 18, turbine 20, annulus gear 22, and pinion gear 21.
If the transmission is in the DRIVE 1 S` GEAR, DRIVE 2"d GEAR, MANUAL LOW, or MANUAL SECOND, again no hydraulic fluid is supplied to the piston housing 15 and the clutch is locked in the default mode. The planetary gear ratio remains the same. That is, the engine drive torque is transmitted to the output shafft 28 through the front cover 20, impeller 18, turbine 20, annular gear 22, and pinion gear 21. The engine braking torque is transmitted opposite to the above torque flow path and there is no danger to stall the vehicle engine due to the reason of rigid connection of a one-way clutch.
If the transmission is in the DRIVE 3d or Drive 4`' GEAR with the torque converter lockup clutch not being applied, the coupling 100 is in the default mode. More specifically, during the transition of the lockup clutch 17 being applied, the hydraulic fluid is pumped into the piston housing 15 and the coupling 100 is then shifted to the non-default mode.
The sun gear 23 can run freely in the clockwise direction and, therefore, the speeds of the two members of the lockup clutch 17 can be brought together and engaged.
Finally, if the transmission is in the DRIVE 3`d or DRIVE 4`h GEAR with the torque converter lockup clutch being applied, the coupling is in the non-default mode. The sun gear 3 can run freely in the clockwise direction. This will ensure that the system is not over constrained when the lockup clutch 17 is locked together. The engine drive torque and engine brake torque is then transmitted to the output shaft 28 through the lockup clutch 17.
During the transition of transmission down-shifting when the lockup clutch 17 needs to be disengaged, the hydraulic fluid will be cut off and the coupling 100 is changed backed to the default mode to lock the coupling both the clockwise and counterclockwise directions.
The invention has been described in an illustrative manner, and it is to be understood that the terminology, which has been used, is intended to be in the nature of words of description rather than of limitation.
Many modifications and variations of the present invention are possible in light of the above teachings. It is, therefore, to be understood that within the scope of the appended claims, the invention may be practised other than as specifically described.
The first clutch is mounted between the torque converter stator and a stationary transmission reaction shaft to prevent it from running against engine rotational direction.
The second clutch is attached between the sun gear of the planetary gearset and the reaction shaft to make it only run in the engine rotational direction. The third clutch, which can overrun against the engine rotational direction, is attached between the input and output members of the torque converter for vehicle coast engine braking.
One disadvantage of the current torque converter design is that three one-way clutches have to be used in order to achieve the function and performance requirements.
Another disadvantages is that the vehicle coast engine braking is accomplished by a rigid connection through a one-way clutch between the engine and the transmission which may stall the engine under some operation conditions.
Still another disadvantage is that the one-way clutches are somewhat uncontrollable.
That is, the timing of their shifting cannot be actively adjusted to achieve the smooth shifting of the transmission.
SUMMARY OF THE INVENTION
The present invention overcomes these and other disadvantages by providing replacing the second and third one-way clutches with a multi-directional coupling inside the torque converter which can be actively controlled.
The torque for vehicle coast engine braking is transmitted through the coupling between an impeller and a turbine, and then through a planetary gearset inside the torque converter. The rigid connection between the engine and transmission during coast engine braking is thereby eliminated by the coupling.
Further, the multi-directional coupling can be actively controlled and shifted to achieve smooth transmission shifting. Cost remains low and the overall packaging space of the torque converter can still be fit inside the existing space in from of a transmission housing.
BRIEF DESCRIPTION OF THE DRAWINGS
Other advantages of the present invention will be readily appreciated as the same becomes better understood by reference to the following detailed description when considered in connection with the accompanying drawings wherein:
Figure 1 is a sectional view of a multi-directional coupling inside of a torque converter with a planetary gearset according to one aspect of the subject invention;
Figure 2 is an exploded perspective view of the coupling;
Figure 3 is a side view of the coupling showing the cage pins, rollers, coupling ring and part of the coupling hub;
Figure 4 is a fragmentary side view of the coupling shown in locked in both the clockwise and counterclockwise direction; and Figure 5 is fragmentary side view of the coupling shown locked in the counterclockwise direction and free in the clockwise direction.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT
Referring to Figures 1-3, a multi-directional coupling installed inside a torque converter with a planetary gearset is generally shown at 100. The coupling 100 includes a coupling hub 9 splined to a stationary reaction shaft 27. The outside diameter (O.D.) of its outer circular membrane serves as a hub for a stator one-way clutch ring 24 and clutch roller 25. The roller ramp profile of the coupling 100 is machined on the inner circular membrane of the coupling hub 9. Coupling rollers 8 are located between the ramp and the inside diameter (I.D.) of the outer membrane of the coupling hub 9 and outside diameter of a coupling ring 6. A flanged bearing 7 is installed between the insicle diameter of the outer membrane of the coupling hub 8 and the outside diameter of the coupling ring 6. The coupling ring 6 is connected through a spline to a sun gear 23 of the planetary gearset.
The coupling 100 further includes an actuation cage subassembly having a cage side plate 3, a plurality of long cage pins 4 and short cage pins 5 extending axially from the plate 3 and a cage actuation plate 10. The long and short cage pins 4 and 5 alternate every other pin about the circumference of the plate 3. However, it should be appreciated that any arrangement of the pins, long or short, may be desired.
A cage wave spring 2 is installed between the cage side plate 3 and a side surface of the sun gear 23 for providing a drag torque to the cage side plate 3. A
coupling hub plate 1 is also provided and has two functions. Namely, the coupling hub plate 1 functions as a spacer between a pinion gear 21 and the coupling hub 9, coupling ring 8 and the side surface of the sun gear 23. It is also used to stiffen the left-hand side of the outer membrane of the coupling hub 9.
A piston housing 15 is mounted on the reaction shaft 27 via a spline and is used to accommodate a hydraulic actuation system for the coupling mode shifting. A
separated control flow path 26 is used to supply hydraulic flow into the piston housing 15 to drive a piston 14 moving against a piston wave spring 13. The wave spring 13 will push the piston 14 back to a default position under the condition of no hydraulic power. An actuation ring 12 with two cam areas 12A is used to drive the cage actuation plate 10 through the actuation springs 11. The application of the actuation springs 11 will limit the maximum actuation torque on the coupling cage. The piston pins 14A on the piston 14 are used to drive the actuation ring 12 in the cam areas 12A and to change the axial direction movement of the piston 14 into a rotational direction movement of the actuation ring 12.
Finally, a thrust washer 16 is installed between the piston housing 15 and a side wall of the torque converter housing.
The coupling may operate in one of four modes. First, the coupling may be locked in both the clockwise and counterclockwise directions defined as the default mode.
Second, the coupling may be locked in the clockwise direction and free in the counterclockwise direction. Third, the coupling may be free in the clockwise direction and locked in the counterclockwise direction. And finally, the coupling may be free in both the clockwise and counterclockwise directions.
Referring to Figure 4, when hydraulic fluid is not supplied to the piston housing 15 through the control flow path 26, the piston wave spring 13 pushes the piston 14 to its default position. The piston pin 14A will stay clear to the actuation ring 12.
The actuation ring 12, and subsequently, the cage can freely rotate. The coupling is thus locked in both directions.
Referring to Figure 5, when hydraulic fluid is supplied to the piston housing 15, a hydraulic force will overcome the force of the piston wave spring 13 and push the piston 14 forward. The piston pin 14A will act on the actuation ring cam area 12A and rotate the cage in the counterclockwise direction until the rollers 8 touch the roller ramp surface of the coupling hub 9. The coupling is then locked in the counterclockwise direction and free in the clockwise direction.
With the multi-directional coupling 100 mounted between the sun gear 23 of the planetary gearset and the reaction shaf127 inside the torque converter, the coupling 100 will operate as follows dependent on the position of the transmission selection. If the transmission is in PARK, NEUTRAL OR REVERSE, no hydraulic fluid is supplied to the piston housing 15 and the clutch is locked in both directions in the default mode. The sun gear 23 is grounded to give the planetary gearset a designed gear ratio. The engine torque is transmitted to the output shaft 28 through a front cover 30, impeller 18, turbine 20, annulus gear 22, and pinion gear 21.
If the transmission is in the DRIVE 1 S` GEAR, DRIVE 2"d GEAR, MANUAL LOW, or MANUAL SECOND, again no hydraulic fluid is supplied to the piston housing 15 and the clutch is locked in the default mode. The planetary gear ratio remains the same. That is, the engine drive torque is transmitted to the output shafft 28 through the front cover 20, impeller 18, turbine 20, annular gear 22, and pinion gear 21. The engine braking torque is transmitted opposite to the above torque flow path and there is no danger to stall the vehicle engine due to the reason of rigid connection of a one-way clutch.
If the transmission is in the DRIVE 3d or Drive 4`' GEAR with the torque converter lockup clutch not being applied, the coupling 100 is in the default mode. More specifically, during the transition of the lockup clutch 17 being applied, the hydraulic fluid is pumped into the piston housing 15 and the coupling 100 is then shifted to the non-default mode.
The sun gear 23 can run freely in the clockwise direction and, therefore, the speeds of the two members of the lockup clutch 17 can be brought together and engaged.
Finally, if the transmission is in the DRIVE 3`d or DRIVE 4`h GEAR with the torque converter lockup clutch being applied, the coupling is in the non-default mode. The sun gear 3 can run freely in the clockwise direction. This will ensure that the system is not over constrained when the lockup clutch 17 is locked together. The engine drive torque and engine brake torque is then transmitted to the output shaft 28 through the lockup clutch 17.
During the transition of transmission down-shifting when the lockup clutch 17 needs to be disengaged, the hydraulic fluid will be cut off and the coupling 100 is changed backed to the default mode to lock the coupling both the clockwise and counterclockwise directions.
The invention has been described in an illustrative manner, and it is to be understood that the terminology, which has been used, is intended to be in the nature of words of description rather than of limitation.
Many modifications and variations of the present invention are possible in light of the above teachings. It is, therefore, to be understood that within the scope of the appended claims, the invention may be practised other than as specifically described.
Claims
1. A multi-directional coupling for use in a hydraulic torque converter comprising:
a coupling hub having an inner ring and an outer ring defining a channel;
a coupling ring seated in said coupling hub between said inner ring and said outer ring and splined to said outer ring;
an actuation cage operatively coupled between said coupling hub and said coupling ring for controlling relative rotation therebetween; said actuation cage including a plurality of rollers seated between said inner ring of said hub and said coupling ring, a cage plate supporting a plurality of outwardly projecting pins seated between said inner ring of said hub and said coupling ring with at least one of said pins positioned between adjacent rollers and a cage actuation ring for rotating said rollers between said inner ring and said coupling ring;
a piston housing for closing said channel between said inner and outer ring of said hub; and a piston seated between said piston housing and said actuation ring for axially moving between a default position spaced from said actuation ring to allow free rotation of said actuation cage within said coupling hub and a non-default position engaged with said actuation ring to force said rollers to rotate in said channel and interlock said coupling ring and said coupling hub.
a coupling hub having an inner ring and an outer ring defining a channel;
a coupling ring seated in said coupling hub between said inner ring and said outer ring and splined to said outer ring;
an actuation cage operatively coupled between said coupling hub and said coupling ring for controlling relative rotation therebetween; said actuation cage including a plurality of rollers seated between said inner ring of said hub and said coupling ring, a cage plate supporting a plurality of outwardly projecting pins seated between said inner ring of said hub and said coupling ring with at least one of said pins positioned between adjacent rollers and a cage actuation ring for rotating said rollers between said inner ring and said coupling ring;
a piston housing for closing said channel between said inner and outer ring of said hub; and a piston seated between said piston housing and said actuation ring for axially moving between a default position spaced from said actuation ring to allow free rotation of said actuation cage within said coupling hub and a non-default position engaged with said actuation ring to force said rollers to rotate in said channel and interlock said coupling ring and said coupling hub.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US28721101P | 2001-04-26 | 2001-04-26 | |
| US60/287,211 | 2001-04-26 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CA2383035A1 CA2383035A1 (en) | 2002-10-26 |
| CA2383035C true CA2383035C (en) | 2010-03-09 |
Family
ID=23101915
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2383035 Expired - Fee Related CA2383035C (en) | 2001-04-26 | 2002-04-23 | Multi-directional coupling in a torque converter with a planetary gearset |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2383035C (en) |
-
2002
- 2002-04-23 CA CA 2383035 patent/CA2383035C/en not_active Expired - Fee Related
Also Published As
| Publication number | Publication date |
|---|---|
| CA2383035A1 (en) | 2002-10-26 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| EEER | Examination request | ||
| MKLA | Lapsed |
Effective date: 20200831 |