Eaton Corporation

Other

Alan C Stine

Joseph D Reynolds

David L Wadas

Michael J Huggins

Timothy J Morscheck

John R Vandervoort

Timothy G Newman

Douglas A Hughes

Alan R Davis

James Lester Oliver

Mark A Hirsch

David Owen Thompson

Paul J Mason

Karen L Marx

Gerard F Smith

Brian P Coe

Douglas C Hughes

Terry F Terwilliger

A dual mode continuously variable transmission for use with motor vehicles includes a transmission input shaft, a transmission output shaft, and a variator disposed between the transmission input shaft and the transmission output shaft. A mixer gear set is operably disposed between the transmission input shaft and the variator output shaft. A clutching element is operably disposed between the input shaft the mixer gear set. The variator is configured to continuously vary a ratio of input torque to output torque between the variator shafts responsive to commands from an electronic control unit. The variator input shaft is drivingly connected to the input shaft and the variator output shaft is drivingly connected to the output shaft. The clutching element selectively connects and disconnects the input shaft and the mixer gear set to operate the transmission in a power splitting mode of operation and a variator only mode of operation. An electronic control unit incorporates logic rules by which the clutching element maintains the transmission in a variator-only mode of operation in a first vehicle speed range, and maintains the transmission in a power splitting mode of operation in a second vehicle speed range greater than the first vehicle speed range.

Continuously variable dual mode transmission

A controller-assisted, manually shifted transmission system ( ) utilizes a shift inhibit mechanism ( ) to inhibit out-of-synchronous shifts and unintended disengagement of ratios. An intent to shift (ITS) and target ratio (GR ) are determined from a shift lever position sensor ( ) and a force sensor ( ).

System/method for synchronized shifting of a manually shifted transmission

A mechanical transmission (14) having a plurality of ratios (first-twelfth) and an automated system (10) utilizing same, has an upper group of ratios (seventh-twelfth) having a relatively small average ratio step (13%) compared to the average ratio steps (30%-40%) of comparable transmissions. This allows high-speed operation (35-70 mph) at or very nearing desired engine speed (112), emulating the characteristics of a CVT.

Mechanical transmission with reduced ratio steps in upper transmission

A robust control (10) for a pressurized-fluid-operated, three-position shift actuator piston assembly (12). The system requires only a single controlled source of pressurized fluid (44) to provide movement to and retention in a selected one of three axially displaced positions (D, N, OD). A solenoid-controlled valve (42) is controlled by pulse width modulation. Current applied to the solenoid coil is controlled (46), voltage (V) applied to the solenoid coil is sensed and used as a control parameter and/or a relatively light detent (48, 50) biases the assembly to a neutral (N) position to provide a robust control.

Robust control for three-position transmission shift actuator assembly

A control for controlling splitter clutch (88) engagement for compound shifts in a controller (48) assisted manually shifted splitter-type vehicular transmission system (10). The controller has logic rule for sensing an attempted compound shift of the splitter-type transmission (16) and will retain the splitter clutch in a disengaged condition (N) until engagement of a main transmission section (16A) ratio from main transmission section neutral is sensed.

Jaw clutch engagement control for assisted, manually shifted,

A compound transmission arranged for conversion between a first configuration without overdrive ratios and a second configuration for which multiple, additional overdrive ratios are provided disables engagement/disengagement of a splitter gear in the first configuration while allowing selective engagement of the splitter gear in the second configuration. The transmission includes an auxiliary transmission section having a splitter gear, a splitter/range gear, and a range gear. A range clutch is provided for selectively connecting either the splitter/range gear or the range gear to the output shaft, and a splitter clutch is provided for selectively connecting either the splitter gear or the splitter/range gear to the output shaft. A range control and splitter control are provided for positioning the range clutch and the splitter clutch, respectively. Without requiring significant disassembly and reassembly of the auxiliary transmission section, the splitter control may be converted from a first configuration in which engagement of the splitter clutch with the splitter gear is disabled, to a second configuration in which engagement of the splitter clutch with the splitter gear is enabled thereby providing multiple, additional overdrive ratios.

Splitter lockout system arranged for conversion between first and second

A control module assembly (200) for mounting as a unit to the housing (116) of a compound transmission (110). The module assembly includes a module housing (202) defining electric (207) and fluid (208) connectors and having an interior containing a position sensor (218) interacting with a transmission shift shaft (188), cavities (212 and 214) defining auxiliary section actuator piston cylinders (204B and 206B), solenoid control valves, a printed circuit board, and various interior electric and fluid conduits.

Control module

A housing (116) for a compound transmission (110) comprising two major pieces is provided. An elongated, generally cup-shaped gear housing piece (190) includes a base portion (194) defining the housing rearward end wall (116B) and a tubular portion (196) extending to a flanged opening (198). A generally cup-shaped clutch housing piece (192) includes a flanged base portion (200) for engaging the flanged opening and defining the transmission forward end wall (116A) and a forwardly flared portion (218) for mounting to the vehicle engine and enclosing the vehicle master clutch.

Two-piece housing for compound transmission

An improved transmission (10) having enhanced torque capacity gearings for only the upper ratios (15th, 16th) and a powertrain system (100) utilizing same are provided. The powertrain system includes a torque-controlled engine (E) and a controller (208), preferably defined by the engine controller (EC), for limiting transmission input torque in the lower ratios.

Torque control for powertrain and change-gear transmission utilized in

A transmission cooling system (10) for a vehicle equipped with an engine (12) having a pressurized liquid cooling system (50). The transmission cooling system includes an oil-to-water-type heat exchanger (40) located in the transmission lubricant sump (36) and fluidly connected in series to the engine cooling system.

Transmission cooling system

A high-capacity compound transmission (200/400) of lighter weight and/or shorter axial length than comparable prior art transmissions is provided. In one embodiment, the compound transmission of the present invention utilizes main and auxiliary section countershafts (324, 362) which are coaxial and define a countershaft assembly supported solely by bearings in the transmission housing (214) forward and rearward end walls (214A, 214B) and by intermediate bearing means (324B) carried by a partial intermediate housing wall (214C) axially aligned with the axial travel space (380) of a mainshaft clutch (64). The mainshaft (346) is supported solely at the forward and rearward ends thereof on or by the rearward end of the input shaft (16) and forward end of the output shaft (358).

Reduced-length, high-capacity compound transmission

A high-capacity compound transmission (200) of lighter weight and/or shorter axial length than comparable prior art transmissions is provided. The compound transmission of the present invention utilizes main and auxiliary section countershafts (324, 362) which are coaxial and define a countershaft assembly supported solely by bearings in the transmission housing (214) forward and rearward end walls (214A, 214B) and by a single bearing carried by a minimal intermediate housing wall (214C). The mainshaft (346) is supported solely by tapered surfaces at the forward and rearward ends thereof, which abut complimentary tapered surfaces on or carried by the rearward end of the input shaft (16) and forward end of the output shaft (358). The auxiliary countershafts (362) may be generally tubular (362D) to allow for rear mounting of main section-driven PTO devices.

High-capacity compound transmission

A compound transmission comprising a main section and an auxiliary section is disclosed. The auxiliary section includes an auxiliary drive gear rotatably mounted on an input shaft, and a reduction set including a splitter gear and a deep reduction gear rotatably mounted on an output shaft. Each of the auxiliary section gears is engaged with a corresponding auxiliary countershaft gear. A first clutch rotatable with the input shaft couples either the auxiliary drive gear or the splitter gear to the input shaft. A second clutch rotatable with the output shaft couples either the splitter gear or the deep reduction gear to the output shaft. One of the four main section forward gears may be clutched in from either of two sides to give a ten forward speed compound transmission which uses a standard 5-speed shift pattern.

Compound transmission having deep reduction auxiliary section gear

A compound transmission is disclosed comprising a main section connected in series with a splitter type auxiliary section. A splitter clutch collar is fixed for rotation with a mainshaft and is axially movable therealong. In one embodiment, a blocking mechanism includes a pair of spaced apart rings having pins extending therebetween and through certain openings in a radially extending flange of the splitter clutch collar. Each of the pins has a shoulder cooperating with the associated flange opening for blocking engagement of the splitter clutch collar with either the mainshaft gear or a splitter gear when the splitter clutch collar and the gear to be engaged are not rotating at substantially the same speed. In a second embodiment, the blocking mechanism includes a pair of spaced apart rings having a plurality of legs extending therebetween and through certain of the openings in the flange. Each of the legs has a shoulder that cooperates with the associated flange opening to block engagement of the splitter clutch collar with either the mainshaft gear or the splitter gear until synchronous is achieved. In a third embodiment, the blocking mechanism includes a pair of spaced apart baulk rings. Each baulk ring has a set of chamfered teeth facing one of two sets of chamfered teeth of the splitter clutch collar. The opposed sets of chamfered teeth cooperate to block engagement of the splitter clutch collar with either the mainshaft gear or the splitter gear until synchronous is achieved.

Blocking mechanism for splitter type auxiliary transmission section

A compound transmission comprising a main section and an auxiliary section is disclosed. The auxiliary section includes an auxiliary drive gear rotationally fixed to a mainshaft, an intermediate shaft having a reduction gear rotatably mounted thereon, and an output shaft having a splitter gear rotatably mounted thereon. Each of the auxiliary section gears is engaged with a corresponding auxiliary countershaft gear. A range clutch rotatable with the intermediate shaft selectively clutches the auxiliary drive gear or the reduction gear to the intermediate shaft, and a splitter clutch rotatable with the output shaft selectively clutches the intermediate shaft or the splitter gear to the output shaft. One of the four main section forward gears may be clutched in from either of two sides to give a nine forward speed compound transmission which uses a standard 5-speed shift pattern.

Growing community of inventors

Kalamazoo, MI, United States of America

Alan C Stine