Borgwarner Inc.

Borg-warner Automotive Gmbh

Richard L Smirl

Mark J Fogelberg

John Saxon Ivey

Herbert N Underwood

Julius A Clauss

Scott R Anderson

Gary A Woollard

Marcelo C Algrain

Richard W Roberts, Deceased

A control system for controlling hydraulic pressure in a dual pass continuously variable transmission includes a pump to provide primary and secondary hydraulic pressures for regulating the pulley ratio and belt tension. A minicomputer regulates the primary and secondary pressures, and a transition mechanism alternates the paths of the primary and secondary pressures between first and second pulleys of the transmission so that the primary pressure is fed to the drive pulley and the secondary pressure is fed to the driven pulley.

Electro-hydraulic control system for a dual-pass continuously variable

A dual range infinitely variable transmission utilizes a continuously variable speed mechanism in conjunction with a fixed ratio speed mechanism to provide two power paths from the input to the rotatable output. A jaw clutch is utilized to switch between the high range and low range of the transmission. A reaction type clutch is utilized to provide a positive neutral for the transmission.

Dual range infinitely variable transmission

A center differential offering a full-time two axle dirve system. The center differential includes a planetary gear set defining a first drive path which provides an effective torque split ration to the front axle of the vehichle which is several percent less than the minimum dynamic weight ratio on the front axle assembly. The center differential further includes a bidirectional clutch mechanism defining a second drive path for connecting the driving input to the front drive axle assembly with a drive ratio several percent more than the rear axle ratio. The effective torque split and drive ratios are selected as a function of vehicle weight distributionand tire data for a specific vehicle so as to effect a controlled transfer of torque between the first and second drive paths and before the affected axle assembly reaches its traction limit in any mode of operation.

Method and apparatus for controlling wheel slip in a full-time four

A dual-pass CVT has input and output shafts, first and second intermediate shafts, and a variator engaging the intermediate shafts. A first gear drive includes a first one-way clutch engaging the input shaft with the first intermediate shaft and allowing the first intermediate shaft to overrun. A second gear drive includes a jaw clutch for engaging the input shaft with the second intermediate shaft, and also includes a second one-way clutch engaging the second intermediate shaft with the input shaft and allowing the input shaft to overrun. A third gear drive includes another jaw clutch for engaging the first intermediate shaft with the output shaft, and also includes a third one-way clutch engaging the output shaft with the first intermediate shaft and allowing the first intermediate shaft to overrun. A fourth gear drive includes a fourth one-way clutch engaging the second intermediate shaft with the output shaft and allowing the output shaft to overrun.

Dual-pass continuously variable transmission

A tension-type belt/pulley system provides an improved concept for retaining the bands of the drive belt within the pulley cones while increasing the maximum operating pitch radius of the belt for a given pulley radius, thereby increasing the ratio range of the system. The pulley flanges are chamfered at their outer ends to provide smooth re-entry of the bands into the cones in the event the bands drift laterally during a half revolution of the belt.

Tension-type belt/pulley system for a continuously variable transmission

The present invention deals with a variable pulley transmission assembly operable between a prime mover and a driven means. The assembly includes input and output pulleys each with a movable sheave, where the pulleys are connected by a flexible belt, a fluid-actuated and fluid cooled starting clutch, a forward-reverse-neutral gear arrangement and a differential drive system connected to the driver means. The system also includes a control system to control the fluid actuated clutch and the movable sheaves. The clutch includes a deeply grooved pattern to provide adequate cooling with low pressure oil before its return to sump. This assembly provides a slippable clutch that acts analogously to a fuse under certain conditions to avoid excess loads to the belt means and also to provide lower operating pressure limits on the movable sheave maintaining belt tension. The clutch further provides a low end lugging limit slip to thereby avoid 'torsionals' being transmitted past the clutch. The invention likewise provides a continuously variable pulley (CVT) transmission that has a ratio range of 5.4 to 1.

Variable pulley transmission

A three-phase accessory drive system associated with the engine of a vehicle and providing a high ratio drive phase from vehicle engine idle to a first predetermined engine speed, a substantially constant speed drive phase above the first predetermined engine speed to a second predetermined engine speed and a low ratio drive phase above the second predetermined engine speed. The accessory drive speed is also temperature compensated. The drive system comprises the combination of a planetary gear set, a friction brake, a friction clutch and a hydraulic system operatively associated with the brake.

Automotive accessory drive

A power transmission adapted to be connected between a prime mover and a driven means which comprises a variable pulley drive comprising drive and driven pulleys connected by a belt, each having at least one flange axially movable with respect to the other. The pulleys continuously rotate when the prime mover is operational. The output of the prime mover is directly connected to the pulley drive. The prime mover may be an automobile engine, the driven means may include the wheels of an automobile. A speed-responsive friction starting device with means to shift between neutral, forward and reverse is connected between the driven pulley and the driven means. Shifting of a dry, i.e, non-lubricated, belt on the pulleys when the speed ratio is changing is enhanced because of the continuous driving of the pulleys. Also, because the direction of the rotation of the pulleys is always the same, shifting between forward and reverse is enhanced, this being true for any type of belt. The drive ratio between the pulleys is controlled by a hydraulic control arrangement which is both engine speed and torque responsive and the drive to the vehicle wheels may be through a synchronizer or a planetary gear arrangement to a differential.

A variable pulley transmission especially adaptable for use in a passenger vehicle which comprises driver and driven pulleys connected by a flexible belt, the spacing between the pulleys and thus the drive ratio being controlled by a hydraulic control arrangement which is both engine speed and torque responsive.

A planetary transmission mechanism comprising two simple planetary gear sets driven by the engine of a vehicle by an input clutch or torque converter and having four friction engaging devices and a one-way engaging device to establish four forward driving ratios and reverse through the transmission. A center output gear is mounted between the input clutch or torque converter and the planetary gear sets. The pair of friction engaging devices comprising clutches associated with the planetary gear set are mounted immediately adjacent the gear input elements which they connect.

Planetary transmission

A drive system for driving accessories associated with the engine of a vehicle and controlled by the speed of the engine crankshaft, constructed such that the rpm of each accessory is substantially constant over at least the major portion of the normal vehicle operating range regardless of increase in the rpm of the engine and its crankshaft. The drive is so constructed that the input rpm to each accessory increases at substantially the same rate as the rpm of the crankshaft to a first, predetermined speed; then the input to each accessory is substantially constant thereafter regardless of increasing engine speed to a second predetermined crankshaft speed. This second predetermined speed preferably corresponds essentially to the established national speed limit.

Drive system

An automotive transmission having a planetary gear set with friction clutches and brakes controlling the gear sets to obtain four forward speed ratios and a single reverse speed ratio. The transmission includes an output gear mounted between the planetary gear set and the main input clutch to the gear set while another input clutch is provided on the other side of the planetary gear set from the output gear.

Automotive transmission

An improved rate controlling fulcrum surface for use with a Belleville spring having a cone height of the unslotted spring portion of about 1.7 to about 2.3 times the spring thickness. The fulcrum has a convex surface on which one face of the spring moves as a load is applied to the spring. The fulcrum is ring shaped and has a relatively wide convex face, the movement of the face of said spring on said fulcrum acting to modify the inherent rate variation in the Belleville spring to provide a greatly extended range of a substantially constant spring load or maintain a substantially linear rate of spring deflection during use.

Growing community of inventors

Arlington Heights, IL, United States of America

Richard L Smirl