Borgwarner Inc.

R Keith Martin

John M Kremer

Melissa Mei Koenig

Calahan B Campton

Brian K Stefina

Christopher E Blair

Xinqian Xiang

Larry A Pritchard

Joel M Maguire

Mark Buchanan

Keith D Van Maanen

Jeffrey J Waterstredt

William Vukovich

Christopher Spangler

Paul Thomas McCrary

Thomas J Foster

Graham M Annear

John F Guzdek

Matthew A Rahaim

William J Zdeblick

A transmission system includes a transmission housing and a countershaft having no less than two gears, with the gears defining a plurality of gear ratios. The transmission system also includes a module housing, a first output shaft rotatably coupled to the countershaft, and a second output shaft rotatably coupled to the countershaft. The transmission system further includes a first clutch configured to selectively rotatably couple the first output shaft to the countershaft. The transmission system also includes a second clutch configured to selectively rotatably couple the second output shaft to the countershaft. The transmission system further includes an electric machine configured to deliver rotational power to at least one of the first and second output shafts to deliver rotational power to the countershaft. The countershaft is rotatably coupled to either of the first and second output shafts for all of the gear ratios.

Transmission system for use in a vehicle

A method of operating a shifting system for a vehicle transmission includes engaging a clutch to operatively couple one of first and second gear ratios to an input member, and moving a disconnect from a first disconnect position where a disconnectable component is disengaged from the disconnect, to a second disconnect position where the disconnectable component is engaged with the disconnect to operatively couple the other of the first and second gear ratios to the input member through a shifting assembly. Engaging the clutch and moving the disconnect are performed such that the clutch is operatively coupled to one of the first and second gear ratios at the same time that the shifting assembly is operatively coupled to the other one of the first and second gear ratios, thus preventing torque from being transmitted through either the first and second gear ratios of the vehicle transmission to park the vehicle.

Method of operating a shifting system for a vehicle transmission

A shifting system includes an input member, a disconnect, an output member, and a shifting assembly to selectively rotationally couple the input member and the output member. The shifting assembly includes an input hub having a disconnectable component engageable with the disconnect and a clutch engagement component extending radially away from an axis. A plurality of clutch plates is coupled to the clutch engagement component and is moveable between engaged and disengaged positions. A biasing member is coupled to the clutch plates to bias the clutch plates toward the engaged position, and an apply plate is coupled to the biasing member. The apply plate is moveable between a first plate position where the clutch plates are in the engaged position, and a second plate position where the clutch plates are in the disengaged position. A clutch plate carrier is coupled to the clutch plates and to the output member.

Shifting system including a shifting assembly and method of operating the same

A shifting system for a vehicle transmission includes an input member and a selectable one-way clutch rotatably coupled to the input member. The selectable one-way clutch is moveable between first, second, and third clutch positions. The shifting system also includes a disconnect coupled to the input member and moveable between first and second disconnect positions, and an output member selectively rotatable with the input member. The shifting system further includes a shifting assembly for selectively rotatably coupling the input and output members. The shifting assembly includes an input hub coupled to the input member, having a disconnectable component engageable with the disconnect, and having a clutch engagement component. Clutch plates are coupled to the clutch engagement component and are moveable between engaged and disengaged positions. A clutch plate carrier is coupled to the clutch plates and output member to transmit torque from the clutch engagement component to the output member.

Shifting system for vehicle transmission and method of operating the same

An automatic transmission multi-mode clutch module () may include either two concentric (B,A) or two axially (B,A) spaced sets of pawls (B,B,A,A) nested between a pair of inner () and outer races (). A first set of pawls (B,B) is secured to the outer race (), and may be selectively released from a normally spring-biased default engagement with the inner race () by an actuator cam ring () rotatable between two angular limits. A second set of pawls (A,A) is secured to the inner race (), and is released from a normally spring-biased default engagement with the outer race () whenever the inner race () reaches a threshold rotational speed, at which centrifugal forces acting on the inner set of pawls (A,A) overcome the default spring bias to disengage the pawls (A,A) from the outer race (). In either the concentric or the axial arrangement, the two sets of pawls (B,B,A,A) are configured to secure two clutch module races () together in either locked, one-way, or unlocked operating modes.

Centrifugally disengaging multi-mode clutch module

A latching solenoid assembly is provided which includes a solenoid actuator. A housing is also provided which has an axial passage. An intermediate piston is moved by the solenoid actuator. A reaction member is also placed within the housing axial passage spring biased by a transfer spring from the intermediate piston. The housing has a latching port allowing pressure to latch the intermediate piston in position to set the force which is transmitted to the reaction member.

Latching solenoid regulator valve

A vehicle dual clutch transmission is provided which includes a first clutch housing driven along a first axis extending generally aligned with the output axis of an engine. A second clutch housing is provided which is chain driven from the first clutch housing and extends along a second generally parallel axis. First and second input shafts are respectively driven by the first and second clutches. An output shaft or shafts is provided that is driven by the input shafts and has selective meshed torsional force transferring gear contact therewith. A differential input gear is driven by the output shaft(s).

DCT transmission utilizing a two axis chain

A bi-directional overrunning clutch assembly employed in connection with a reduced capacity low friction clutch to provide low and reverse gears in a transmission. The clutch assembly including an inner race, an outer race, and engagement members supported therebetween. The inner race is operatively coupled to the transmission casing and the outer race is operatively coupled to the ring gear of the gear set as well as the inner race of the friction clutch assembly. The clutch assembly further includes at least one actuating cam. The actuating cam operates to actuate the engagement members to provide four separate modes of operation between the inner and outer races of the clutch assembly. More specifically, the cam is operable to (1) disengage the engagement members to provide freewheeling between the inner and outer races in both rotational directions; (2) to actuate engagement members so that torque is translated in one rotational direction but to allow freewheeling in the opposite rotational direction; (3) to actuate the engagement members so that torque is translated in a direction opposite to that in mode (2) above, but allow freewheeling in the rotational direction opposite to that in which torque is translated in this mode; and (4) to actuate the engagement members so that the inner and outer races are locked relative to each other and torque is translated in both rotational directions.

Bi-directional four-mode clutch for providing low and reverse gear ratios in a transmission

A bi-directional overrunning clutch assembly including an inner race, an outer race, and engagement members supported therebetween. The clutch assembly further includes at least one actuating cam. The actuating cam operates to actuate the engagement members to provide four separate modes of operation between the inner and outer races of the clutch assembly. More specifically, the cam is operable to (1) disengage the engagement members to provide freewheeling between the inner and outer races in both rotational directions; (2) to actuate the engagement members so that torque is translated in one rotational direction but to allow freewheeling in the opposite rotational direction; (3) to actuate the engagement members so that torque is translated in a direction opposite to that in mode (2) above, but allow freewheeling in the rotational direction opposite to that in which torque is translated in this mode; and (4) to actuate the engagement members so that the inner and outer races are locked relative to each other and torque is translated in both rotational directions. In addition, a transmission assembly employing the bi-directional clutch assembly to provide low and revised gears is also disclosed.

Bi-directional four-mode clutch

Pursuant to the control strategy of the present invention, torque load may be shared between the low/reverse friction clutch and a one-way clutch to effect low and reverse gear ratios in a transmission. This may be accomplished by engaging the friction clutch during vehicle launch and keeping it engaged until the peak torque has passed. Once the peak torque has been passed, the load capacity of the friction clutch can be reduced to zero. In this operational mode, the one-way clutch is acting to support the remaining drive torque. Thus, with only the one-way clutch carrying a load at the time of the up-shift from first to second gear, a non-synchronous shift can be affected. In this way, the control strategy acts to share the torque load between the low/reverse brake and the low one-way clutch, thereby allowing a reduced capacity, lower spin-loss one-way clutch design.

Control strategy for load sharing between a friction clutch and one-way clutch to effect low and reverse gear ratios in a transmission

A synchronizer assembly for a vehicle transmission, where the synchronizer assembly is electrically actuated during a shift. The assembly includes a sleeve having an inner surface and an outer surface. A rotor is rotatably mounted to the outer surface of the sleeve and a shift collar is axially mounted to the inner surface of the sleeve. The rotor is threadably coupled to the shift collar so that when the rotor rotates, the shift collar moves in an axial direction relative to the sleeve. An armature coil is electrically coupled to the rotor to cause it to rotate. Keys are rigidly secured to the shift collar to maintain the orientation of the shift collar while it moves. The shift collar locks a shift gear to the transmission output shaft during a shift.

Electrically actuated synchronizer for a vehicle transmission

A friction device includes drive and driven members rotatable about a common axis and defining a housing therebetween in which a piston assembly is supported and an expandable chamber is defined. A clutch pack is interposed between the drive and driven members and has separation plates interleaved with friction plates. The piston assembly is adapted to move among disengaged, pre-staged, and engaged positions wherein the friction plates are disposed in non-contacting, proximate contacting, and contacting relationship, respectively, with the separation plates. In the engaged position, the piston assembly is disposed forcing such contacting relationship to actuate the clutch pack to connect the drive and driven members. The clutch pack further has a separation device disposed between adjacent friction plates and adapted to bias the adjacent friction plates in opposite directions to facilitate non-contacting rotation of the adjacent friction plates when torque translation between the drive and driven members is interrupted.

Multi-disk friction device having low-drag characteristics

A friction device includes piston assembly is responsive to the pressure of fluid in an expandable chamber to move between disengaged and engaged positions thereby actuating a clutch pack to connect and disconnect drive and driven members. The piston assembly includes a main body having an outer ring annularly disposed about the main body. The outer ring includes at least one orifice extending therethrough. The outer ring is movable between a first position wherein the orifice is closed and the drive and driven members are disconnected and a second position where the orifice is open to allow the flow of pressurized fluid through the orifice and from the outer diameter of the clutch pack between the adjacent plates and disks to the inner diameter of the clutch pack to cool same when the drive and driven members are connected.

Multi-disk friction device having forced lubrication on demand

A friction device includes a clutch pack operable to connect and disconnect drive and driven members for transferring and interrupting torque therebetween. A piston is supported in the clutch housing and defines a first expandable chamber. The piston is responsive to the pressure of fluid in the expandable chamber to move between disengaged and engaged positions thereby actuating the clutch pack. An outer ring is slidably supported within the housing to form a second expandable chamber. The outer ring includes at least one orifice extending therethrough. The piston closes the orifice in the outer ring when the drive and driven members are disconnected and has a second position where the orifice is open. A second source of lubricant pressure separate from the piston actuating fluid flows into the second expandable chamber thence through the orifice and from the outer diameter of the clutch pack between the adjacent plates and disks to the inner diameter of the clutch pack for cooling the pack.

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Marlette, MI, United States of America

R Keith Martin