Ford Motor Company Limited

Ford Global Technolgoies, LLC

Stanley L Pierce

Dennis W Person

Clinton F Justice

Polung Liang

Robert J Miller

Pramod Kumar Jain

Larry T Brown

Richard D Moan

Po-lung Liang

A kinematic arrangement of an automatic transmission includes three simple planetary gear units having certain elements fixed to other elements mutually, a one-way coupling for holding the ring gear of the first gear unit against rotation, brakes for holding the carrier of the third gear unit and the sun gears of the second and third gear units against rotation on the transmission housing, two friction clutches arranged in parallel between the input shaft and the sun gears of the second and third planetary gear units, a brake band for holding the ring gear of the third gear unit and carrier of the second gear unit against rotation, and a friction clutch for holding the sun gear of the first gear unit against rotation.

Multiple-speed automatic transmission for an automotive vehicle

A multiple-speed automatic transmission for automotive vehicles able to produce three underdrive speed ratios, a near direct ratio, and two overdrive ratios. A kinematic arrangement includes three simple planetary gear units (48, 50, 52). One of these produces an underdrive output drivably connected to components of the other gear units, two friction clutches (118, 122), three friction brakes (124, 126, 140), an overrunning coupling (82), a final drive gearset (94), a differential mechanism (102), a chain drive mechanism (30) for transmitting power from the turbine (16) of a torque converter (10) to the input shaft, which drives elements of the planetary gear units.

Multiple-speed automatic transmission for a motor vehicle

A multiple-speed automatic transmission for automotive vehicles able to produce three underdrive speed ratios, a near direct ratio, and two overdrive ratios. A kinematic arrangement includes three simple planetary gear units (48, 50, 52). One of these produces an underdrive output drivably connected to components of the other gear units, three friction clutches (118, 120, 122) to friction brakes (124, 126), an overrunning coupling (82), a final drive gearset (94), a differential mechanism (102), a chain drive mechanism (30) for transmitting power from the turbine (16) of a torque converter (10) to the input shaft, which drives elements of the planetary gear units.

Multiple-speed automatic transmission for motor vehicles

A multiple-speed transmission for use in an automotive vehicle driveline includes a torque converter, three simple planetary gear units, one-way clutches and brakes, friction clutches, and friction brakes. The engaged and disegaged state of the friction elements permit the transmission to produce several underdrive speed ratios, a direct drive ratio, and several overdrive ratios.

An automatic transmission for an automotive vehicle includes first and second simple planetary gear units, certain of whose elements are continually interconnected and certain others are releasably connected through operation of five friction elements, hydraulically-actuated clutches and brakes. The input shaft of the transmission drives elements of the planetary gear units through an underdrive gearset and an overdrive gearset. Various speed ratios result by either underdriving or overdriving a driven element of the planetary gear unit or both underdriving one element and overdriving another element.

Multiple speed automatic transmission for automotive vehicles

An automatic transaxle includes a torque converter, three planetary gear units, friction clutches and brakes, various overrunning couplings and a chain sprocket wheel integrally formed with the ring gear of one of the gear units. The sprocket wheel forms a torque transfer mechanism between the axis of the torque converter and a parallel axis, about which is located a differential mechanism, half shafts connected to side bevel gears of the differential, and final drive gearing located between the chain drive mechanism and the differential.

Multiple speed transaxle for automotive vehicles

A multiple speed transmission for use in an automotive vehicle driveline includes a torque converter and three simple planetary gear units, one-way clutches and brakes, friction clutches, and friction brakes. The engaged and disengaged state of the friction elements permit the transmission to produce several underdrive speed ratios, a direct drive ratio and several overdrive ratios. The transmission output shaft is geared to produce a direct drive connection to the spindle of an axle differential, which drives wheels fixed to the axle shafts.

Multiple speed synchronous automatic transmission for motor vehicles

A transaxle for use in an automotive vehicle driveline includes a torque converter and a compound planetary gear system having two simple planetary gear units adapted to provide four forward driving torque delivery paths, the highest speed ratio path being an overdrive, the axis of the torque converter being located on the crankshaft axis of the vehicle engine, and a torque output shaft being parallel to the torque converter and engine axis. Hydraulically actuated friction clutches and brakes and one-way couplings interconnect the input and output of the transmission to members of the planetary gearset and the transmission casing. A final drive planetary gearset, driven by the output of the planetary gear units, drives a differential mechanism connected to the axle shaft of the vehicle.

Nonsynchronous four-speed transaxle for automotive vehicles

A transaxle for use in an automotive vehicle driveline includes a torque converter and a compound planetary gear system having three simple planetary gear units adapted to provide five forward driving torque delivery paths, the two highest speed ratios being overdrive, the axis of the torque converter being located on the crankshaft axis of the vehicle engine, and a torque output shaft being parallel to the torque converter and engine axis. Hydraulically actuated friction clutches and brakes and one-way couplings interconnect the input and output of the transmission to members of the planetary gearing and the transmission casing. A final drive planetary gearset, driven by the output of the planetary gear units, drives a differential mechanism connected to the axle shaft of the vehicle.

Nonsynchronous five-speed transaxle for automotive vehicles

An automatic transmission having multiple planetary gear elements adapted to establish and disestablish plural torque delivery paths between a driving member and a driven member, and releasable couplings adapted to connect selected gear elements of the transmission to ground and to connect two of the elements together to effect nonsynchronous ratio changes in the transmission without the necessity of engaging and releasing in timed sequence friction clutches and friction brakes, whereby friction torque losses are reduced and ratio changes in the transmission have a high degree of smoothness.

Multiple-ratio automatic transmission with releasable hyperboloidal

A transaxle for an automotive vehicle driveline having an internal combustion engine, a hydrokinetic torque converter (10) mounted on the axis of the crankshaft of the engine, multiple ratio gearing (118, 160) mounted on an output shaft axis (86) located in parallel relationship with respect to the engine crankshaft axis, and a torque transfer drive (14,68,70,78,86) comprising a dual torque flow path between the turbine of the torque converter and the torque input elements of the gearing including clutch and brake structure (96,138,144,106,178,170) for effecting ratio changes in the gearing, the torque converter, the torque transfer gearing and the multiple ratio gearing being packaged in a common assembly with maximum space economy whereby the clutch and brake structure is adapted to select one torque flow path or the other through the transfer drive as well as to control the torque flow pattern through the multiple ratio gearing and whereby the N/V design parameter for the transaxle may be chosen to effect optimum driveline efficiencies for the engine and for the transaxle as well as the optimum gradeability for the vehicle.

Multiple ratio compact transaxle assembly for automotive vehicles

A transaxle assembly for use in a vehicle driveline comprising a hydrokinetic torque converter (12, 14, 16) located on an engine axis, planetary gearing (178, 180) located on a space parallel axis including means (242, 248, 250) for transferring the output torque of the planetary gearing to each of two axle shafts situated on an axis common to the axis of the planetary gearing and a multiple ratio torque transfer drive (52, 80, 90, 112, 114) between the turbine of the hydrokinetic torque converter and the torque input element of the planetary gearing, the transfer drive comprising a pair of differential diameter external tooth gears that are independently rotated and clutch means (96, 98) for selectively activating and deactivating each of two torque flow paths between the differential diameter gears whereby the speed-torque characteristics of the engine can be precisely matched with the ratio range available for the planetary gearing and the hydrokinetic torque converter to effect optimum powertrain performance, fuel economy and gradeability.

Automatic transaxle assembly for an automotive vehicle driveline

A hydrokinetic torque converter transaxle having a hydrokinetic torque converter, two simple planetary gear units and a clutch-and-brake system situated concentrically with respect to the axis of a vehicle engine wherein the torque output member of the planetary gear units is located in midposition between the planetary gear units and the hydrokinetic converter. A drive chain forms a torque transfer drive from the axis of the converter to a parallel axis coinciding with the axis of a geared differential, a pair of half shafts being connected to side gears of the differential for powering traction wheels wherein the clutch-and-brake system and the planetary gear units as well as the drive chain are integrated one with respect to the other to provide a minimum axial dimension with respect to the axis of the engine crankshaft thereby facilitating the packaging of the transaxle in a limited space within the vehicle. The torque flow path from the turbine of the converter through the gearing and from the gearing to the torque transfer drive chain is accomplished by strategically positioned torque transfer sleeve shafts surrounding the axis of the converter.

Four speed transaxle for automotive vehicles

An automatic transmission for an automotive vehicle that transmits torque from an engine crankshaft to an outlet shaft includes a first clutch whose engagement driveably connects the engine directly to the output shaft and a second clutch whose engagement connects the engine to a countershaft on which a gear wheel having multiple pinions is formed. The output shaft has multiple forward drive output gears and a reverse output gear journalled on its outer surface. The countershaft has a forward drive pinion in continuous meshing engagement with a forward drive output gear, which is selectively connected to the output shaft by a synchronizer or coupler. A reverse idler gear wheel is in continuous engagement with the forward drive output pinion and with a reverse drive output gear that is connected to the output shaft by the synchronizer. A second synchronizer or coupler driveably connects selected forward drive gears to the output shaft.

Countershaft automatic transmission

The hydraulic control circuit for an automatic transmission includes solenoid-operated clutch pressure valves which selectively connect line pressure to the selected clutch as the winding of the solenoids are energized and de-energized by an electronic control system. A solenoid feed valve and feedback valve operate to connect line pressure to the input port of the several clutch actuator valves, provided the clutch pressures are within certain limits. If these limits are exceeded, line pressure is disconnected from the actuator valves and is applied, instead, automatically and without respect to electronic control, to the clutches that produce a predetermined gear ratio. A coast control valve operates to regulate pressure to a servo that is pressurized at a lower level for low gear ratio operation and at a higher level for reverse drive operation. The coast control valve vents the servo if either of the clutches that produce the predetermined speed ratio are pressurized. A line pressure regulator and boost valve act in combination with an on-off valve whose state is determined by a solenoid. Minimum line pressure is established at a minimum value, determined by the pressure drops across two orifices whose sizes are predetermined, when the solenoid opens line pressure to a vent port. Maximum line pressure is determined by pressure forces developed on a boost valve when the line pressure regulator solenoid closes the boost line to the vent port.

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Northville, MI, United States of America

Stanley L Pierce