Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
115~982
This invention relates to transmissions and, more
specifically, to transmissions which are powershifted and
synchronized.
This is a division of copending Canadian Patent A~pli-
cation Serial No. 340,580, filed November 26, 1979.
This application is relat~l to copending Canadian ~pplications
Serial Numbers 340,581, filed November 26, 1979; 340,582,
filed November 26, 1979; 340,583, filed November 26, 1979;
and 340,5~5, filed ~ovember 26, 1979. All of these applications
are assigned to the assignee of this application.
It i.s known in the art to selectively enc~age and disen-
gage positive or ~aw type clutches to shift a transmission
from one speed ratio to another. Positive clutches are pre-
ferred in transmissions since they are compact and inexpensive
:relative to friction clutches and a~e extremely reliable if
they are synchronously engaged. Most of these transmissions
are manually shiftedcmd employ a manually operated friction
eluteh for d:iseonneeting the trallsmissioll input sha:Et Lrom a
prime mover when shiEting from OllC' ratio to anot}ler. ",uch dis-
conneetincl by the frieti.on elutc~ll })as the d.isadvalltac,le of inter-
upting the driving conrlecL:i.on betwoen the prinle mover and the
load conrle(-ted to t,he t~l-al-lsmission out:.l)ut sllat-. I~urther, whcn
sueh transmissions are used in relati.vely hcavy vell:i.el,es, the
vehi,ele op~rator must per:Eorm a double clutchincl manipulation
of the friction clutch when shifting from one ratio to ano-ther.
When double elutehing, the operator must momentarily disengage
the frietion eluteh to relieve torque on the positive eluteh
.' to be disengaged, then momentarily reengage the frietion
, ~
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cg/~jb
., ~L15~
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clutch to synchronize the positive clutch to be engaged,
asld then momentarily disengage the friction clutch prior
to ensagement of the positive clutch to minimize shock
loading. Further, when the friction clutch is momentarily
~eengaged, the vehicle operator must either increase or
decrease the prime mover speed to bring the positive clutch
to synchronism. If the operator is unskilled or if the
vehicle is moving slowly and/ox if the vehicle is on a steep
grade, it is not uncommon for a shift to be missed or for
the positive clutches to be abused due to asynchronous
engagement.
Many attempts have been made to adapt the above
type of transmissions to automatic or semiautomatic
controls to negate the above problems. One such attempt,
as disclosed in U.S. Patent 3,589,4g3, proposes positive
clutches for engaging the several speed ratios, a first
friction clutch for connecting the several speed ratio
gears to a prime mover, a second friction clutch for
connecting the transmission output sha~t directly to the
prime mover and synchronizing the positive clutches
during upshifting, and a semiautomatic control system for
controlling the sequential operation of the friction and
positive clutches when a shift control lever is rnoved from
one ratio position to another. When the lever is moved
in an upshift sense, thc control automatically provides
power upshifting and synchroni~ing by momentarily or
partially disengaging the first ~riction clutch and by
momentarily or par-tially engaging the sccond friction clutch.
When the lever is moved in a downshift sense, the control
automatically provides a partial power downshifting by
manipulating engagement and disengagement of the friction
clutches, but synchronizing must be provided by engine
speed manipulation. During both upshifting and downshiftir.g,
the clutch teeth of the positive clutch to be engaged are
moved into abutment with each other prior to synchronism
therebetween, thereby exposing the positive clutches to
asynchronous engagement.
:
98Z
According to the present invention there is provided
a powershift transmission which has a housing, input drive
means, an output drive shaft, and at least one countershaft
mounted for rotation in the housing, the countershaft being in
constant driving relation with the input drive means. Low
and intermediate speed ratio means are provided, each ratio
means including a gear pair in constant mesh, one gear of each
pair being permanently fixed to one of the shafts and the other
gear of each pair being rotatably mounted on the other shaft.
A jaw clutch means is operative when engaged to connect the
rotatably mounted intermediate speed ratio gear to the other
~ shaft. A first friction clu-tch is operative when engaged to
connect the rotatably mounted low speed ratio qear to the other
shaft independent of the intermediate speed ratio gear pair
and the jaw clutch. A second friction clutch is operative when
engaged to interconnect the input drive me~ans ~Ji th the output
shaft for providing a high speed ratlo independent of the other
speed ratio means and the otl-er clutches.
~ccordinq to a spc~cific cml)odiment o~ the invention
there is provi(led a trallsmission which ;nclnclcs an input shaft
and an output shaf-t alld at lcast one co~ crs~aft and ratio
change means operative to provide at least lcw, intermediate,
and high speed ratio chall~es betwec?n the input and output
shafts via the countershaft; the ratio chanc3e means inc]udes
a low and an intermediate speed ratio gear mounted for rotation
about one of the shafts, first and second jaw clutch members
operative when engaged to couple the intermediate gear to the
one shaft and to provide the intermediate speed ratio, a first
friction clutch fully engageable to couple the low gear to the
one shaft and to provide the low speed ratio
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cg/~
~5~3Z
and momentarily engageable during downshifting into the inter-
mediate speed ratio to synchronize the jaw clutch members,
and a second friction clutch fully engageable to couple the
input shaft directly to the output shaft to provide the high
speed ratio and momentarily engageable during upshifting into
the intermediate speed ratio to synchroni~e the jaw clutch
members.
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cg/sb
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--4--
BRIEF DESCRIPTION OF_THE DRAWINGS
The transmission of the instant invention is shown
in the accompanying drawings in which:
FIGURE 1 i5 a partially sectioned view of
the transmission, looking along line 1-1 of FIGURE 2;
FIGURE 2 is an end view of the rear housing
member of the transmission;
FIGURE 3 is a partially sectioned view of a
torque converter shown in FIGURE l;
FIGURE 4 is a fully sectioned view of a portion
of the transmission ratio gearing, clutches, and an actuator-,
FIGURES 4A and 4B are detailed views of a
portion of a blocker-clutch in FIGURE 4;
FIGURE 5 is a fully sectioned view of another
portion of the transmission ratio gearing, clutches, and
an actuator; and
FIGURE 6 is an alternative embodiment of the
transmission torque converter and input shaft.
DETAILED DESCRIP'rION OF THE DRAWINGS
__ _ ~ _ ___
Looking now at FIGURES 1 and 2 and in particular
FIGURE 1, therein is shown a powershift transmission 10,
partially sectioned along line 1-1 of FIGURE 2. The
transmission is intended for use in a land vehicle but is
not limited to such use. The transmission is preferably
automatically shited by an unshown control system which
forms no part of the instant invention. The transmission
includes a housing assembly 12, a fluid coupling or torque
converter assembly 14 which may be directly driven by an
unshown internal combustion engine, an input shaft 16,
an output shaft assembly 18 including an output shaft 20,
at least one countershaft assembly 22 including countershaft
members 24 and 26 splined together at 27, a friction clutch
assembly 2 8, a blocker-clutch assembly 30, an actuator
assembly 32, and a reverse gear assem~ly 34 including an
idler shaft 36.
1~5~182
--5--
In describing transmission 10, its leftward portion,
as shown in FIGURE 1, will be referred to as the front and
its rightward portion will be referred to as the rear.
Ilousing assembly 12 includes a front housing member
38, having a bell housing portion 38a integrally formed
therewith, a rear housing member 40, and an intermediate
plate member 42. Members 38, 40, and 42 are secured together
via a plurality of bolts 43. A flange portion 38b of bell
housing 38a provides means for securing the transmission
to the rear of an unshown engine. The front housing member
carries bearings 44 and 46 for rotatably supporting input
shaft 16 and countershaft 24. The rear housing member
carries bearings 48, 50, and 52 for rotatably supportiny
output shaft 20, countershaft 26, and idler shaft 36.
Looking at both FIGURES 1 and 2, the true position of
countershaft 26, idler sh~ft 36, and actuator assembly 30,
relative to output shaft 20, may be gleaned from the
position of bosses 40a and 40b which carry bearings 50 and
52 and from a boss 40c which defines a portion of a
cylinder housing 54 of the actuator assembly 32. Inter-
mediate plate 42 includes a through bore 42a for the
passage of output shaft 20 and through bores 42b and 42c
which carry bearings 56 and 58 for rotatably supporting
countershaft 26 and idler shaEt 36. Rear housing me~er
40 further includes a power takeoff pad 40d and a flange
40e for the attachmellt o~ an oil pan 60, shown only in
FIGURE 2.
Looking now at FIGURES 1 and 3 and in particular
FIGURE 3, torque converter assembly 14 includes an impeller
62 driven by a shroud 64, a turbine 65 hydraulically
driven by the impeller and in turn drivingly fixed to
input shaft 16 at 66, and a runner or stator 68 which
becomes grounded to housing member 38 via a one-way
roller clutch 70 carried by a sleeve 72 fixed to the
housing member. The rear side of shroud 64 is fixed to
~5~9~32
--6--
a sleeve 74 which rotatably supports the rear of the shroud
and drives a pump 76. Pump 76 may be a well known crescent
gear pump for pressurizing the torque converter, for
lubricating the transmission, and for providing pressurized
fluid to engage friction clutches and actuators in the
transmission.
Looking now at FIGURES 1 and 4 and in particular
FIGURE 4, input shaft 16 is integrally formed with an input
gear 16a which is in constant mesh with a countershaft gear
78, an annular flange 16b for connecting the input shaft
to friction clutch assembly 28, and a recess 16c carrying
a bearing 80 for rotatably supporting the front end of
output shaft 20. Friction clutch assembly 28 includes
a clutch mechanism 82 for connecting the input shaft
directly to the output shaft and a clutch mechanism 84
for connecting a low or first speed ratio gear 86,
driven by the countershaft, to the output shaft.
Clutch mechanism 82 includes a housing member 88
splined to shaft 20, a set of friction disks 90 slideably
splined to internal splines 88a defined by member 88,
a set of friction disks 92 slideably splined to external
splines 16d defined by annular flange 16b, a piston 94
for squeezing the dis~s together in response to pressurized
fluid being introduced into a chamber 96 de~ined by
; 25 housing member 88 and piston 94, and a set of return
springs 98 for r~tracting the piston. ~lousing member 8
is axially retained by a shoulder 20a de~ined by a step
in shaft 20 and a snap ring 100 which also r~tains a
radially extending flange 192 having springs 98 reacting
thereagainst. Pressurized oil for actuating clutch 82
is introduced into chamber 96 via a passage 104 in
housing 88, passages 106, 108, and 110 in shaft 20, and
passages 112 and 114 in intermediate plate 42 and in an
annular rim portion 42d which extends the axial interface
of bore 42a with shaft 20. Passage 114 is connected to
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--7~
an unshown control system which is selectively operative
to provide the pressurized oil. Passages 108 and 114 are
sealed at their for~Yard and rearward ends, respectively,
by interference fit balls 116 and 118. Passages 109 and
106 are sealed at their respective interface with member
88 and bore 42a via pairs of seals 105 and 107. Oil for
lubricating bearing 80 and the disks of clutch 82 flows
through a passage 120 in intermediate plate 42, passages
122, 124, and 126 in shaft 20, and a plurality of
` 10 passages 128 in flange 16b. Passage 124 is sealed at its
forward end by an interference fit ball 127.
Clutch mechanism 84 includes a housing member 130
rotatably supported on shaft 20 via a bearing 132, a
set of friction disks 134 slideably splined to internal
splines 130a defined by member 130, a set of disks 136
slideably splined to external splines 88b defined by
housing member 88, a piston 138 for squeezing the disks
together in response to pressurized oil being introduced
into a cha~ber 140 defined by housing member 130 and
piston 138, a set of return springs 142 for retracting the
piston, and a hub portion 130b defined by housing member
130. Low ratio gear 86 is splined to hub portion 130b and
axially retained thereon by a snap ring 141. Housing
member 130 is axially retained ~or rotation relative to
housing member 88 and rim portion 42d via thrust bearings
144 and 146. Sprillgs 142 react against a radially exterldincJ
flange 148 secured to member 130 via a snap ring 150.
Pressurir~ed oil for actuating clutch 84 is introduced
into chamber 140 via passages 152 and 154 in hub portion
130b and passages lS6 and 158 in rim portion 42d and
intermediate plate 42. Passage 156 is sealed at its
interface with hub portion 130b via a pair of seals 160.
Passage 158 is sealed at its rear~Yard end by an inter-
ference fit ball 162. Oil for lubricating bearings 132,
144, and 146 and the disks of clutch mechanism 84 flows
'' , ~15~g8~
through passages 124, 164, and 166. Passage 158 is
connected to the unshown control system which is selectively
operative to provide the pressurized oil.
Looking now in the area of blocker-clutch mechanism
30, therein are three gears, a reverse speed ratio
gear 168 splined to shaft 20 and retained against forward
movement by a shoulder 20b and first and second inter-
mediate speed ratio gears 170 and 172 supported for rotation
on shaft 20 by sleeve bearings 174 and 176. Gears 170
and 172 each include an axially extending sleeve portion
or jaw clutch member 170a and 172a which each have
external jaw clutch splines 170b and 172b. Gears 170 and
172 are axially spaced apart by a sleeve 178 splined
on its I.D. to shaft 20 and retained against axial movement
by a shoulder 20c and a snap ring 180. Gears 170 and
172 are ~xially retained on their forward and rearward
sides, respectively, by thrust bearings 182 and 184.
Blocker-clutch mechanism 30 includes the jaw
clutch members 170a and 172a, a jaw clutch member or means
186 having internal jaw clutch splines 186a slideably
splined to external splines on sleeve 178, a radially
extending flange portion 186b integrally formed wi-th
member 186, three circumferentially positioned pins 188
(one of which is shown) extending parallel to the axis
of shaft 20 and through holes 186c in flange portion 18Gb,
two friction cone-clutch members 190 and 192 rigidly
secured tocJether by pins 188, two friction cc~ne-clutch
members 170c and 194 engageable with friction members 190
and 192 and each fixed for rotation with its respective
gear, and three circumferentially positioned split pins
196(one of which is shown) alternately spaced between
pins 188 and extending parallel to the shaft 20 and through
chamfered holes 186d in flange portion 186b.
Looking momentarily at both PIGURES 4 and 4A, each
split pin includes a pair of semicylindrical halves 198
~L~S~82
_9_
and 200 having a major diameter less than the I.~. of
holes 186d when squeezed together, semiannular grooves 198a
and 200a with ch~nfered ends, and a leaf spring 202 for
biasing the annular grooves apart to engage the groove
ch~nfers with the hole chamfers. Halves 198 and 200
abut at their ends against end walls l90a and 192a of
blind bores in friction members 190 and 192.
Looking momentarily at both FIGURES 4 and 4B,
each hole 186c extends parallel to the axis of shaft 20
and includes oppositely facing square shoulders 186e and
186f positioned normal to the axis of shaft 20. Each
pin 188 includes a major diameter 188a less than the
I.D. of its respective hole 186c and a groove or reduced
diameter portion 188b defining oppositely facing blocking
shoulders 188c and 188d which are parallel to square
shoulders 186e and 186f.
When blocker-clutch mechanism 30 is in the
disengaged or neutral position, as shown, gears 170
and 172 are free to rotate relative to shaft 20. When it
is desired to couple either gear to the shaft, actuator
assembly 32 applies an actuating or engaging force to flange
portion 186b to effect movement of jaw clutch member :l86
toward the jaw clutch members 170a or 172a. If the engaging
force is to the left, initial movement of the flange
portion is transmitted through split pins 196 via leaf
spring 202 and the chamfered sho~lders to e~ffcct resilient
engagement of friction members 190 and 170a. This
resilient engagement (provided gcar 170 and shaft 20 are
rotating asynchronously) causes the reduced diame-ter
portion 188b of pins 188 to move to one side of holes 186c,
whereby square shoulders 186e engage blocking shoulders
188c to block engagement of jaw clutch member 186 with
jaw clutch member 170a until gear 170 crosses synchronism
with shaft 20. Since shoulders 186e and 188c are normal
to the axis of shaft 20 and the direction of movement of
~5~9B2
--10--
jaw clutch member 186~ the shoulders provide a positive
or infinite block which is independent of the forces on
the shoulders and the frictional torque between friction
clutch members 190 and 170c, ther~by preventing asynchronous
engagement of the jaw clutch members should the design
frictional torque between the friction members be slow
in developing due to oil on the friction surfaces or
should the design frictional torque fade due to a change
in the coefficient friction of the surfaces.
Actuator assembly 32 includes a hydraulic actuator
204 and a spring box 206. Actuator 204 includes the
cylinder housing 54 defined by rear housing member 40,
cylindrical bore portions 208a, 208b, 208c, and 208d de-
fined by a stepped bore 208 having shoulders 208e, 208f,
and 208g, an end wall 210 abutting shoulder 208e and
retained thereagainst by à snap ring 212, a piston rod 214
disposed in bore 208 for sliding movement parallel to
the axis of shaft 20 and radially spaced therefrom, a
piston 215 integrally formed with the piston rod for
sliding rnovement in bore portion 208c, a piston 216
disposed for sliding movement within bore portion 208b
and on piston rod 21~, and a sleeve or stop member 217
slideably supported by piston rod 214 and interposed
between the pistons. Piston rod 214 includes an end
portion 214a slideably disposed in bore portion 208d for
support purposes and an cnd portion 214b cxtcn~l;ng through
end wall 210. Pistons 215 and 216 divide hore portions
208b and 208c into three fluid chambers. The mutually
facing sides 215a and 216a oE the pistons in part define
a first fluid chamber 218 and the distal sides 215b and
216b of the pistons in part define second and third fluid
chambers 220 and 222. Passages 224, 226, and 228 provide
means for porting oil to and from the fluid chambers via
the unshown control system. Conventional seals prevent oil
leakage of the cylinder and by the pistons. The seals
1 3LS~8Z
.
may be Quad-X Brand Seals obtainable fro~ Minnesota Rubber
Company.
Spring box 206 includes a sleeve 230 concentric to
end portion 214b of the piston rod 214, annular bearing
rings 232 and 234 slideably supporting the sleeve on
the end portion, snap rings ~36, 238, 240 and 242 defin-
ing stop means, a pre-loaded coil spring 244 interposed
between the bearing rings and ~iasing the rings apart
- and into engagement with the stop means defined by the
snap rings, and a shift fork 230a integrally formed with
the sleeve. Shift fork 230a extends outward around the
periphery of flange portion 186b and connects the flange
portion to the sleeve in a conventional manner, as may
be seen in FIGURE 1. searing rings 232 and 234 are spaced
apart as far as practicable to minimize shift fork cocking
forces between the sleeve and end portion. Further,
each ring includes concentric sleeve portions, such as
sleeves 232a and 232b, which define an annular recess
for receiving the spring ends and for increasing -the outer
and inner circumferential bearing surface of the rings,
thereby lowering the surface forces on the bearings to
reduce wear.
Looking now at FIGURES 1 and 5 and in particular
FIGURE 5, countershaft assembly 22 incl-lcles the counter-
shaft mem~ers 24 and 26, the gear 78 fixed for rotationwith shaft 24 and in conskant mcsh with ;n~ut cJear 16a,
the splined connection 27 connccL-iny shaft 24 to shaft
26, gears 246, 248, and 250 fixed for rotation with
shaft 26 and in constant mesh with gears 86, 170, and
172, respectively, and a power take-off gear 252 also
fixed for rotation with shaft 26.
Reverse gear assembly 34 includes the idler shaft
36, a gear 254 supported for rotation about shaft 36 via
a sleeve ~earing 256 and in constant mesh with gear 248,
a gear 258 fixed for rotation with shaft 36 and in constant
3 15~8:~
-12-
mesh with the reverse speed ratio gear 168 when shaft 36
is in its true position as described in connection with
housing assembly 12 and FIGUP~ 2, a positive clutch
assembly 260 for coupling gear 254 with shaft 36, and a
hydraulic actuator 262 for selectlvely moving the clutch
into and out of engagement.
Positive clutch 260 includes a set of jaw clutch
teeth 254a defined by gear 25~, a jaw clutch member 264
slideably splined to shaft 36, a set of jaw clutch
teeth 264a defined by member 264 and engageable with
teeth 254a, and an annular groove 264b which receives
a shift fork 266.
~ ydraulic actuator 262 includes a piston 268a
formed with or fixed to a rod 268 and disposed in a
cylinder defined by rear housing member 40, an end
plate 269 for closing the cylinder, and the shift fork 2~6
fixed to rod 268. Hydraulic sealing of the piston and
cylinder is provided by seals in a conventional manner.
Passages 270 and 272 provide means for porting oil to
and from the actuator via the unshown control system.
OPERATION
In reviewing the operation, it wlll be assumed that
transmission 10 is installed in a land vehicle having an
internal combustion engine coupled di~ectly to shroud 64
of the torque converter, and that a shift control system
will automatically effcct shifting t:o l:hc dcsired speed
ratios in the proper sequence. Such control systems are
well known and are often made responsive to parameters
such as engine load and vehicle speed. It will also be
assumed that the shift control system includes a shift
contro] selector which is selectively placed in a neutral
position to disengage the transmission, in a drive
position to effect forward movement of the vehicle, and
in a reverse position to effect reverse movement of the
~15~32
vehicle. However, the shift control selector could have
four forward drive positions corresponding to the four
forward speed ratios of the transmission- in which case,
the shift control system could be made operative to engage
only the ratio corresponding to the selector position or
sequentially upshift and downshift between the low speed
ratio and the highest ratio corresponding to the position
of the selector. The shift control systems referred to
~erein are by way of example only and do not form part
of the invention herein nor are they purported to be
preferred forms of shift control systems.
In the following operational description, friction
clutch 82 and 84 will be referred to as being either fully
engaged or momentarily engaged. When fully engaged, the
clutch locks-up. When momentarily engaged, the clutch
slips. To implement the slipping, the control system
pressure for engaging the clutch may be reduced and/or
supplied for such a short period that full engagement or
lock-up is not reached.
With the shift control lever in neutral and the
engine running, input shaft 16 is driven by torque
converter assembly 14; countershafts 24 and 26 are driven
at a speed proportional to tlle speed of input shaft 16
via gears 16a and 78; ratio gears 86, 170, and 72 are
driven at speeds proportional to their respective counter-
shaft gears 246, 248 and 250; and the co~trol system
ports pressuri~ed oil to cllambers 220 and 222 of hydraulic
actuator 204 to position rod 214 in the nc~ltral position
as shown in the drawings. Further, output shaft 20 is
completely disconnected from input shaft 16 and counter-
shafts 24 and 26 since friction clutches 82 and 84,
blocker-clutch assembly 30, and positive clu~ch 260 are
all di5engaged.
Assume now that a vehicle operator places the shift
control lever in the drive position and wishes to accelerate
~ IL5~
-14-
the vehicle in a forward direction to a speed which will
cause the control system to sequentially power upshift
through each of the four ~orward drive ratios of the
transmission. When the shift lever is placed in drive,
the control system fully engages friction clutch 84 by
porting pressurized oil to chamber 140 thereby squeezing
friction disks 134 and 136 together and connecting gear
86 to output shaft 20 via housings 130 and 88 of clutches
84 and 82, respectively.
When the sensed parameters indicate upshifting
from the low speed ratio, the control system will operate
to effect a power upshift from the low speed ratio provided
by gear 86 to the first intermediate speed ratio provided
by gear 170. To wit, the control system simultaneously
ports chamber 140 to return to disconnect gear 86 from
shaft 20, ports pressurized oil to chamber 96 to momentarily
engage clutch 82 and connect input shaft 16 directly to
output shaft 20 for bringing gear 170 toward synchronism
with shaft 20, and continues to port pressurized oil to
charnber 222 of hydraulic actuator 204 while porting chamber
220 of the actuator to return to move rod 214 leftward.
The rate of oil pressure buildup and release in chambers .
96 and 140, respectively, is controlled to c~fect a smooth
transition of driving torque from clutch mechanism 84 to
clutch mechanism 82. While the driving torque through clutch
mechanisms 82 and 84 is incrcas.i.ng and ~ccrea.sing,
respectively, the pressuri~.cd oil in chamber 222 acts
on distal side 215b of piston 21.5 and IIIOVC5 piston 215,
rod 214, spacer 217, and piston 216 leftward toward contact
with end wall 210 by piston 216. Initial moveinent of rod
214 is transmitted to f].ange portion 186b of blocker-clutch
assembly 30 via coil spring 244 of spring box 206. This
initial movement resiliently moves friction clutch member
190 into enyagement with friction clutch member 170a via
leaf springs 202 and the chamfered shoulders of split
;
~1 5~982
-15-
pins 196. During normal operating conditions, friction
clutch members 190 and 170a will engage before clutch
mechanism 82 can bring shaft 20 into synchronism with
gear 170. ~ence, the reduced diameter portion of pins 188
will move to one side of holes 186c and shoulders 186e
and 188c will engage and block engagement of jaw clutch
member 186 with jaw clutch member 170a. The blocking
action of shoulders 186e and 188c arrests further movement
of shift fork 230a and sleeve 230. However, piston rod
214 continues to move leftward until piston 216 contacts
end wall 210, thereby compressing coil spring 244 of
spring box 206 and resiliently loading square shoulders
186e against blocking shoulders 188c. The blocking action
of shoulders 186e and 188c continues until clutch 82 causes
gear 170 to cross synchronism with shaft 20. As synchronism
is crossed, pins 188 move into axial aligr~ent with holes
186c, thereby allowing the compressed force of spring 244
to quickly move or snap sleeve 230, shift fork 230a, and
flange portion 186b leftward and carry jaw clutch member 186
into engagement with jaw clutch member 170a. While the
jaw clutch members are engaging, the control system effects
an unrestricted porting of chamber 96 to return to quickly
disengage clutch mechanism 82. The si~nal to effect a
timely portinc3 of chamber 96 t:o return may be provided
by an unshown position indicator which senses the leftward
movernent of either sleeve 230, fork 230a, flan~e 186b,
or jaw clutch member 186. Position indicators of this
type are well known in the art.
The blocker-clutch and spring box arran~emen-t
enhances the transmission control and operation in sevexal
ways. For example, since the force for shifting jaw clutch
member 186 is resiliently stored in coil spring 244 of
the spring box, control system timing for porting fluid
to actuator 2a4 need not be as precise as it would need
be if the actuator were moving the jaw clutch member
~S~8;2
-16-
directly. Since the force for shifting the jaw clutch
member is resiliently stored in the coil spring, the
pressure of the oil ported to the actuator need not be
precisely controlled. Further, since only sleeve 230
and shift fork 230a move to engage the jaw clutch member
when synchronism is reached, the mass of the moving parts
is reduced, whereby the jaw clutch member is moved faster
with a given force and whereby impulse forces are main-
tained relatively low.
When the sensed parameters indicate upshifting from
the first intermediate speed ratio, the control system
will operate to effect a power upshift from the first
intermediate speed ratio provided by gear 170 to the
second intermediate speed ratio provided by gear 172.
To effect the power shift out of the first intermediate
speed ratio, torque on the splines of jaw cluich members
170a and 186 must be relieved. When the engine is driving
the vehicle wheels, the torque (hereinafter called
"driving torque") is relieved by momentarily engaging
friction clutch 82. However, when the wheels are driving
the engine, the torque (hereinafter called "coast mode
torque") is merely increased by momentarily actuating
friction clutch 82. To relieve the coast mode torque,
the control system may be proc3r~lmmed to always momentarily
engage friction clutch 84 prior to momentary en~3ac3ement
of friction clu-tch 82 or to only momclltarily c~?nc3ac3e friction
clutch 84 prior to momelltary enc3a-Jelllent of friction clutch
82 whell the engine power control is less than a predetermined
amount, e.g., a 20 percent power position. To effect the
shift, the control system simultaneously ports chamber 222
of actuator 240 to return, ports pressurized oil to chamber
218 to apply a rightward force on flange portion 186b
via spring 244 of the spring box, momentarily ports
pressurized oil to chanber 140 of friction clutch 84 to
3S relieve coast mode torque, and then momentarily ports
115~3Z
-17-
pressurized oil to chamber 96 of friction clutch 82 while
porting chamber 140 to return. Momentary engagement of
clutch 82 relieves any driving torque and allows disengage-
ment of jaw clutch member 186 from jaw clutch member 170a
and then brings the speed of gear 172 down to synchronism
with output shaft 20. While clutches 82 and 84 are re-
lieving the torque on ~he splines of the jaw clutch members,
the pressurized oil in chamber continues to act on mutually
facing side 215a of piston 215, thereby moving rod 214
rightward until piston 215 contacts shoulder 208g. The
initial rightward movement of rod 214 compresses coil
spring 244 and applies a shifting force which snaps jaw
clutch member rightward out of engagement with jaw clutch
170a in response to clutches 82 and 84 relieving the torque
on the splines. As flange portion 186b moves rightward,
it passes through neutral and the chamfered shoulders of
split pins 196 engage the chamfered shoulders of holes
186d, thereby effecting a resilient engagement of friction
clutch member 192 with friction clutch member 194 via
the force of spring 202.
; During normal operating conditions, friction clutch
members 192 and 194 will engage before clutch mechanism
82 can bring shaft 20 into synchronism with gear 172.
Hence, the reduced diameter portion of pins 188 will
move to one side of holcs 186c ~nd shoulclers 186f and 188d
will engage and block enga~elnent of jaw clutch melllber 186
with jaw clutch member 172a. The blockiny ac~ion of
shoulders 186f and 188d arrests further rightward movement
of shiEt fork 230a and sleeve 230. }lowever, piston rod
214 is free to continue its riyhtward movement until piston
215 contacts shoulder 208g, thereby compressing coil
spring 244 of spring box 206 and resiliently loading square
shoulders 186f against blocking shoulders 188d. The
blocking action of shoulders 186f and 188d continues until
clutch 82 brings gear 172 across synchronism with shaft 20.
LS~g~Z
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As synchronism is crossed, pins 188 move into axial align-
ment with holes 186c, thereby allowing the compressed
force of spring 244 to quickly snap jaw clutch member 186
into engagement with jaw clutch member 172a. While the
jaw clutch members are engaging, the control system effects
an unrestricted porting of chamber 96 to return to quickly
disengage clutch mechanism 82. The signal to effect a
timely porting of chamber 96 to return may be provided
by the unshown position indicator previously mentioned.
When the sensed parameters indicate upshifting
from the second intermediate speed ratio~ the control
system will operate to effect a power upshift from the
second intermediate speed ratio provided by gear 172 to
the high or direct drive ratio provided by connecting
input shaft 16 directly to output shaft 20 via clutch
mechanism 82. To wit, the control system simultaneously
ports pressuri~ed oil to chambers 220 and 222 of actuator
204, ports chamber 218 of the actuator to return, momen-
tarily ports pressurized oil to chamber 140 to relieve
coast mode torque, and then ports pressurized oil to
chamber 96 to fully engage clutch mechanism 82 and relieve
any driving torque while porting chamber 140 to return.
While clutches 82 and 84 are relieving the torque on the
splines of jaw clutch members 186 and 172a, the pressurized
oil in chambers 220 and 222 acts on the distal sides of
pistons 216 and 215 and moves 216 riyhtward to its neutral
position against the stop defined by shoul(ler 208f and Inoves
piston 215 leftward to its neutral position acJainst the
stop defined hy sleeve 217. Further left~ard movernent
of piston 215 and rod 214 is arrested since the area of
distal side 216b of piston 216 is greater than the area
of distal side 215b of piston 215. The initial leftward
movement of rod 214 begins to compress coil spring 244 of
spring box 206 and thereby applies an increasing shifting
force to flange 186b for snapping jaw clutch memher 186
~5~32
-19
leftward out of engagement with jaw clutch member 172a
when the torque on the splines of jaw clutch members 186
and 172a is relieved by clutches 82 and 84.
Assuming now that the sensed parameters indicate
downshifting from the high speed ratio, the control will
operate to effect a power downshift from the high speed
ratio provided by friction clutch 82 to the second
intermediate speed ratio provided by gear 172. To wit,
the control system simultaneously ports chamber 96 of
clutch 82 to returnf ports pressurized oil to chamber 140
of clutch 86 to momentarily connect output shaft 20 to
the countershaft via the low speed ratio gear to bring
gear 172 up toward synchronism with output shaft 20,
ports pressurized oil to chamber 218 of hydraulic actuator
204, and ports chamber 222 of the actuator to return.
As described with respect to upshifting, the rate of
oil flow to and from chambers 140 and 96, respectively,
is controlled to effect a smooth transition of driving
torque from clutch mechanism 82 to clutch mechanism 84.
While the driving torque through clutch mechanisms 84
and 82 is increasing and decreasing, respectively, the
pressurized oil in chamber 218 acts on mutually facing
side 215a of piston 215 and moves piston 215 and rod 214
rightward toward contact with shouldex 208g. Initial
movement of rod 214 is transmitted to flancJe portion 186b
of blocker-clutch assembly 30 via coil spring 24~ of
spring box 206. This initial movement resiliently moves
friction clutch mcmber 192 into engagement with friction
clutch member 194 via leaf spring 202 and the chamfered
shoulders of split pins 196. During normal operating
conditions, friction clutch membexs 192 and 194 will engage
before clutch mechanism 84 can bring gear 172 up to
synchronism with shaft 20. Hence, the reduced diameter
portion of pins 188 will move to one side of holes 186c
and shoulders 186f and 188d will engage and block engagement
~S~32
-20~
of jaw cluteh member 186 with jaw cluteh member 172a.
The blocking action of shoulders 186f and 188d arrests
~urther movement of shift fork 230a and sleeve 230.
However, piston rod 214 continues to move rightward
until piston 215 contacts shoulder 208g, thereby com-
pressing coil spring 244 of spring box 206 and resiliently
loading square shoulders 186f against bloeking shoulders
188d. The blocking action of shoulders 186f ana 188d
continues until clutch 84 causes gear 172 to cross
synchronism with shaft 20. As synchronism is crossed,
pins 188 move into axial alignment with holes 186e,
thereby allowing the compressed force of spring 244 to
quickly snap jaw clutch member 186 leftward into engage-
ment with jaw clutch member 172a. While the jaw clutch
members are engaging, the eontrol system ef~ects an
unrestricted porting of chamber 140 to return to quickly
disengage eluteh mechanism 84. The signal to effect
the timely porting oE chamber 140 to return may be
provided by the unshown position indicator previously
mentioned during the upshifting deseription.
When the sensed parameters indicate downshifting
from the second inter:mediate speed ratio, the eontrol
system will operate to effect a power downshift from the
seeond intennedia-te speed ratio provided by cjear 172 to
the first inte;rmediate speed ratio provicled by c3ear 170.
As in upshifting, driving and coast mode torque on the
splines must be relievc~d. 'rO ef~ect the shift and
relieve the torque, the control system continues to
port pressurized oil to chamber 220 of actuator 204, ports
chamber 222 of the actuator to return, momentarily ports
pressurized oil to chamber 96 to relieve driving torque
on the splines of jaw elutch members 186 and 172a, and
then momentarily ports pressurized oil to chamber 140 of
friction clutch 84 (while porting ehamber 96 to xeturn)
to relieve any coast mode torque and to bring the speed
3L15~9~Z
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of gear 170 up to synchronism with output shaft 20 after
jaw clutch member 186 disengages from jaw clutch member
172a. Further operation to complete the shift is
analogous to the operation previously described.
When the sensed parameters indicate downshifting
from the first intermediate speed ratio, the control
system will operate to effect a power downshift from the
first intermediate speed ratio provided by gear 170 to
the low speed ratio provided by fully engaging friction
clutch 84. To effect the shift and relieve the torque
on the splines of jaw clutch member 186 and 170a, the
control system ports pressurized oil to chamber 222 of
actuator 204, ports chamber 220 to return, momentarily
ports pressurized oil to chamber 96 to relieve driving
torque on the splines, and then ports pressurized oil to
chamber 140 to fully engage friction clutch 84 (while
porting char~er 96 to return) to relieve any coast mode
torque. Further operation to complete the shift is
analogous to the operation previously described.
DESCRIPTION _F FIGURE 6
Looking now at FIGURE 6, therein is shown an alter-
native embodiment of the transmission torque converter
and input shaft which provides tlle transmission with an
automati.c torque converter bypass when the transmission is
in the direct or the fou1th spced clrive ratio. In describ-
ing the embo~ n-ent of l;~VRE 6, clemenls therein which arc
ident:ical to el(!ments in FIGUR~S 1-5 will have the same
reference nllmc?rals but sufEixed with a prilne. The alter-
native elllbodiment includes a torque converter assembly 300
disposed in bell housing portion 38a', a sleeve shaft or
torque converter driven shaft 302 rotatably supported in
front housing member 38' by bearing 44', and a bypass
shaft 304 rotatably supported within sleeve shaft 302.
The torque converter assembly 300 includes an
impeller 306 driven by a shroud 308, a turbine 310
Z
22
hydraulically driven by the impeller and in turn drivingly
ixed to sleeve shaft 302 at 312, and a runner o~ stator
314 which becomes grounded to housing member 38' via a
one-way roller clutch 316 carried by a sleeve 318 fixed
to the housing member. The rear side of shroud 308 is
fixed to a sleeve 320 which rotatably supports the rear
of the shroud and drives a pump 322. Pump 322 may be a
well known crescent gear pump for pressurizing the torque
converter, for lubricating the transmission, and for
`- 10 providing pressurized oil to engage friction clutches and
actuators in the transmission. The front side of shroud
308 includes a cup-shaped portion 308a having internal
splines 308b.
Torque converter driven shaft 302 is integrally
formed with a gear 302a analogous to ~ear 16a and in
constant mesh with countershaEt gear 78', whereby counter-
shaft assembly is driven by the tor~ue converter as in
FIGURES 1-5. Bypass shaft 304 is drivingly connected to
shroud 308 via splines 308b and is integrally formed with
an annular flange portion 304a having external splines 30~b
analogous to splines 16d for driving the friction disks
of the dlrect drive clutch mech~ ism~ an~ a r~cess 304c
carrying bearing 80' for rotatably supporting the front
end of the output shaEt, not shown in FIGURE 6. ITence,
engagement of clutch mechanism 82' automatically bypasses
the torque convcI-~er wit-h its inherent inefficiency and
negates t:he need for a separ,lt:c torq~e converter bypass
clutch which wonld add to the si~.e and weicjht arId coInpJexity
of the transmission and its control system.
The preferred ernbocliments of the invention have
been disclosed for illust:rative purposes. Many variations
and modifications of the preferred embodiment are believed
to be within the spirit of the invention. For example,
the blocker-clutch assembly 30 may be replaced with blocker-
35 clutch assemblies such as disclosed in U.S. Patents Re 29,601;
3,910,131; and 3,983,979. Also, the power downshift arran~e-
ment may be dispensed with in favor of driver manipulation of
engine speed to relieve torque on the splines of the jaw
clutch members and provide synchronism therebetween. The
following claims are intended to cover the inventive portions
of the preferred embodiment and variations and modifications
within the spirit of the invention.
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