High-efficiency powertrain

• US 5,045,035 A
• Filed: 04/30/1990
• Issued: 09/03/1991
• Est. Priority Date: 01/19/1988
• Status: Expired due to Fees

• Current Assignee: David P. Ganoung
• Original Assignee: David P. Ganoung
• Inventors: Ganoung, David P.
• Primary Examiner(s): Wright, Dirk
• Application Number:
  US07/516,433
• Time in Patent Office: 491 Days
• Field of Search: 192/3.3, 192/3.31, 475/43, 475/49, 475/51, 475/65
• US Class Current: 475/42
• CPC Class Codes: F16H 2045/0268 the damper comprising a gearing
• CPC Class Codes: F16H 47/06 the fluid gearing being of the hydrokinetic type
• CPC Class Codes: F16H 61/0204 for gearshift control, e.g. control functions for performing shifting or generation of shift signal
• CPC Class Codes: F16H 61/143 using electric control means
• CPC Class Codes: Y10S 188/01 Panic braking

Abstract

A powertrain for passenger cars includes a high specific output engine coupled to an automatic transmission which is expanded from four to five forward speed ratios by a novel two-speed torque converter assembly within the transmission. Both of hydrodynamic action and an integral planetary gearset contribute to torque multiplication provided by the high-stall-speed torque converter when it is in its lower speed ratio, and engagement of a lockup clutch simultaneously deactivates both sources of torque multiplication to thereby establish a 100% efficient one-to-one speed ratio across the converter. Also included in the powertrain in a control system which secures high transmission efficiency early during vehicle acceleration by employing lockup of the torque converter as the first of the four upshifts for the five-speed transmission. Another control system utilizes a drive-by-wire type of engine throttle valve to implement an aggressive gearshift schedule and to limit engine intake air flow under stall conditions of the torque converter. These powertrain features exploit the fuel economy potential of modern high specific output engines and more effectively manage the characteristically peaky torque curve of such engines.

Claims

1. Power transmission apparatus for expanding the speed and torque ranges of the mechanical power produced by an internal combustion engine, the apparatus comprising:

a powershift geartrain having an upshift sequence which includes all forward speed ratios available in upshifting sequence for powershift operation of said powershift geartrain, at least three forward speed ratios being in said upshift sequence and said upshift sequence having an upshift which is executed first and with which a first numerical gear ratio gap is associated,

two-speed means which is coupled to deliver power from the engine to said powershift geartrain and which comprises (1) a hydrodynamic powerpath which delivers power from the engine to said powershift geartrain through a hydrodynamic device within said hydrodynamic powerpath and selected from fluid couplings and torque converters and (2) a lockup powerpath which delivers power from the engine to said powershift geartrain and in so doing bypasses said hydrodynamic device;

said hydrodynamic powerpath having associated therewith a low speed ratio measured between the engine and said powershift geartrain and calculated using an assumption of a one-to-one speed ratio across said hydrodynamic device, said lockup powerpath having a high speed ratio also measured between the engine and said powershift geartrain, said high speed ratio being in the upshift direction from said low speed ratio and a lockup ratio gap being that numerical ratio gap which separates said high and said low speed ratios,

and shift control means normally operative to initiate and proceed to completion of said upshift sequence in said powershift geartrain only when said lockup powerpath is being used to the exclusion of said hydrodynamic powerpath for delivering power from the engine to said powershift geartrain,

whereby hydrodynamic losses are eliminated early during acceleration of a load driven by the engine through the power transmission device.

2. The transmission apparatus of claim 1 wherein said lockup ratio gap of said two-speed means is narrower than said first ratio gap associated with said upshift executed first in said upshift sequence of said powershift geartrain,

whereby a comparatively narrow value for said lockup ratio gap (1) counteracts effective widening of said lockup ratio gap caused by slippage in said hydrodynamic device and (2) encourages earlier use of said lockup powerpath to thereby reduce hydrodynamic energy losses.

3. The transmission apparatus of claim 1 (a) wherein said hydrodynamic powerpath comprises said hydrodynamic device and planetary gearing connected in power transmitting series with said hydrodynamic device to thereby provide torque multiplication as power is being transmitted from the engine to said powershift geartrain;

said planetary gearing comprising (1) a torque reaction assembly which includes a sun gear, rotation of which is selectively arrested by brake means with which said sun gear comprises said reaction assembly, (2) a ring gear which receives torque delivered to said planetary gearing as power is being transmitted from the engine to said powershift geartrain and (3) a planet carrier assembly which delivers torque from said planetary gearing as power is being transmitted from the engine to said powershift geartrain and which has at least one planet gear in meshing engagement with gear teeth of said sun gear and with gear teeth of said ring gear, and (b) wherein said lockup powerpath includes a lockup clutch for selectively coupling the engine to said powershift geartrain to thereby simultaneously bypass engine power around said hydrodynamic device and around said planetary gearing,

whereby said planetary gearing contributes to compactness of the transmission apparatus.

4. The transmission apparatus of claim 3 wherein said hydrodynamic device is a torque converter which has an impeller, a turbine and a stator, said ring gear being coupled to receive engine power from said turbine,

whereby said torque converter provides greater torque multiplication at lower operating speed of the engine.

5. The transmission apparatus of claim 4 wherein said stator and said sun gear both use said brake means to transfer their reaction torques to a non-rotating element of the transmission apparatus,

whereby said brake means transmits reaction torque for both of said sun gear and said stator to thereby contribute to compactness and reduced cost of the transmission apparatus.

6. The transmission apparatus of claim 5 wherein said brake means comprises an overrunning type of device exemplified by sprag and roller clutches,

whereby said brake means automatically releases upon engagement of said lockup clutch.

7. The transmission apparatus of claim 3 wherein said brake means comprises an overrunning type of device exemplified by sprag and roller clutches,

whereby said brake means automatically releases upon engagement of said lockup clutch.

8. The transmission apparatus of claim 1 wherein said shift control means is further operative to momentarily adjust to a more closed position a throttle valve device interposed in a flow of combustion air consumed by the engine, said momentary closing of said engine throttle valve being employed by said shift control means to reduce torque loading of said powershift geartrain when operating speed of the engine is being abruptly reduced by powershifting of said geartrain in the upshift direction,

whereby energy dissipated by said powershift geartrain during upshifting is not abnormally high even though said hydrodynamic device is not available during upshifting to dissipate engine inertia energy.

9. The transmission apparatus of claim 8 wherein said engine throttle valve also regulates engine torque output in response to an accelerator pedal,

whereby an extra engine throttle valve is not required.

10. The power transmission apparatus of claim 3 wherein said ring gear is coupled to receive engine power from said hydrodynamic device and wherein said planet carrier assembly is employed to deliver said engine power to said powershift geartrain,

whereby said hydrodynamic device carries only engine torque rather than engine torque multiplied by said planetary gearing.

11. The power transmission apparatus of claim 7 wherein said hydrodynamic device is a fluid coupling,

whereby the added size and complexity of a hydrodynamic stator are avoided.

12. The transmission apparatus of claim 3 wherein said powershift geartrain comprises (1) an input shaft whose axis of rotation coincides with a common axis of rotation shared by said planetary gearing and said hydrodynamic device, (2) a layshaft whose axis of rotation is in parallel with but offset from said common axis of rotation, (3) at least two pairs of gears, each pair of which is utilized for disengageably coupling said input shaft to drive said layshaft in a common direction of rotation but through a different speed ratio, a first pair of said at least two pairs of gears providing a speed reduction ratio from said input shaft to said layshaft numerically greater than provided by any other of said at least two pairs of gears and (4) a first-gear range clutch for selectively coupling a power output gear of said first pair of gears to drive said layshaft, said power output gear being free to rotate at various speeds relative to said layshaft when said first-gear range clutch is disengaged and said first-gear range clutch comprising a friction clutch,

whereby said first pair of gears idles at reduced speeds and whereby said shift control means enables said lockup powerpath to thereby reduce layshaft torque before said first-gear range clutch is progressively released during a subsequent upshift, thus reducing the torque requirement for said first-gear range clutch during slipping of said first-gear range clutch.

13. Power transmission apparatus for expanding the speed and torque ranges of the mechanical power produced by an internal combustion engine, the apparatus comprising:

a hydrodynamic device selected from fluid couplings and torque converters, said hydrodynamic device having a power input element and a power output element,

planetary gearing comprising a sun gear, a ring gear and a planet carrier assembly having at least one planet gear in meshing engagement with teeth on said sun gear and with teeth on said ring gear, said ring gear being coupled to receive engine power from said output element of said hydrodynamic device and said planet carrier being adapted to deliver engine power from said planetary gearing; and

elements comprising said ring gear, said sun gear, said planet carrier assembly, said hydrodynamic input element and said hydrodynamic output element all sharing a common axis of rotation and all sharing space in a common rotating assembly,

brake means operative to automatically prevent rotation of said sun gear in a direction opposite to forward rotation of the engine, said brake means consisting of an overrunning type of device exemplified by sprag and roller clutches,

and a lockup clutch for selectively coupling said planet carrier assembly to said power input element of said hydrodynamic device to thereby bypass engine power around said hydrodynamic device,

whereby engagement of said lockup clutch upshifts the transmission apparatus and at the same time locks up said hydrodynamic device to thereby substantially eliminate hydrodynamic losses.

14. The transmission apparatus of claim 13 further comprising (1) a powershift geartrain which has at least two different forward speed ratios and which is coupled to receive engine power from said planet carrier assembly and (2) shift control means for executing gearshifts in said powershift geartrain and for controlling said lockup clutch, said shift control means being operative to (1) engage said lockup clutch to thereby simultaneously (a) lock up said device and (b) complete a first upshift for initiating a full sequence of upshifts for the transmission apparatus, and (2) execute upshifts in said powershift geartrain to complete said full upshift sequence, said full upshift sequence including all forward speed ratios available in upshifting sequence for powershift operation of said geartrain, and all upshifts in said full upshift sequence that are subsequent to said first upshift being directly preceded and directly followed by engagement of said lockup clutch,

whereby hydrodynamic losses are eliminated early during acceleration of a load driven by the engine through the transmission apparatus.

15. The transmission apparatus of claim 14 wherein said powershift geartrain has at least three different forward speed ratios and wherein said first upshift has associated therewith a first numerical gear ratio gap for said full upshift sequence, said first ratio gap being calculated using an assumption of a one-to-one speed ratio across said hydrodynamic device and said full upshift sequence having a second upshift which directly follows said first upshift and said second upshift having associated therewith a numerical gear ratio gap which is wider than said first gear ratio gap,

whereby a comparatively narrow value of said first ratio gap (1) counteracts effective widening of said first ratio gap caused by hydrodynamic slippage and (2) encourages earlier execution of said first upshift to thereby reduce hydrodynamic energy losses.

16. The transmission apparatus of claim 14 wherein said powershift geartrain comprises (1) an input shaft whose axis of rotation coincides with said common axis of rotation shared by said planetary gearing and said hydrodynamic device, (2) a layshaft whose axis of rotation is in parallel with but offset from said common axis of rotation, (3) at least two pairs of gears, each pair of which is utilized for disengageably coupling said input shaft to drive said layshaft in a common direction of rotation but through a different speed ratio, a first pair of said at least two pairs of gears providing a speed reduction ratio from said input shaft to said layshaft numerically greater than provided by any other of said at least two pairs of gears and (4) a first-gear range clutch for selectively coupling a power output gear of said first pair of gears to drive said layshaft, said power output gear being free to rotate at various speeds relative to said layshaft when said first-gear range clutch is disengaged and said first-gear range clutch comprising a friction clutch,

whereby said first pair of gears idles at reduced speeds and whereby said shift control means engages said lockup clutch to thereby reduce layshaft torque before said first-gear range clutch is progressively released during a subsequent upshift, thus reducing the torque requirement for said first-gear range clutch during slipping of said first-gear range clutch.

17. The transmission apparatus of claim 13 further comprising (1) a powershift geartrain coupled to receive engine power from said planet carrier assembly and (2) control means operative to control said lockup clutch and other control elements in the transmission apparatus to thereby automatically enable an upshift sequence having at least three upshifts of the transmission apparatus;

the transmission apparatus having a first-gear ratio which (a) is a speed reduction ratio calculated using an assumption of a one-to-one speed ratio across said hydrodynamic device and (b) has a value greater than that for any other speed reduction ratio in the transmission apparatus, said first-gear ratio being in said upshift sequence and being the only speed ratio in said upshift sequence which utilizes said planetary gearing to multiply torque,

whereby gear meshing action in said planetary gearing is eliminated early during acceleration of a load driven through the transmission apparatus while using said upshift sequence.

18. A two-speed hydrodynamic device for replacing a conventional single-speed torque converter or fluid coupling assembly in a multi-speed transmission to thereby provide at least one extra forward speed ratio for the transmission, the two-speed device comprising:

a hydrodynamic impeller for imparting energy to a fluid, said impeller being employed to receive input power delivered to the transmission,

a hydrodynamic turbine or runner for extracting said energy from said fluid,

planetary gearing comprising a sun gear, a ring gear and a planet carrier assembly having at least one planet gear in meshing engagement with teeth on said sun gear and with teeth on said ring gear, said ring gear being coupled to receive said input power from said hydrodynamic turbine or runner, said planet carrier being employed to deliver power from the two-speed device to remaining components of the transmission; and

said hydrodynamic impeller, said hydrodynamic turbine or runner, said sun gear, said ring gear and said planet carrier assembly all sharing a common axis of rotation and all sharing space in a common rotating assembly,

brake means for automatically engaging to prevent rotation of said sun gear in a direction opposite to forward rotation of said hydrodynamic turbine or runner, said brake means consisting of an overrunning type of device exemplified by roller and sprag clutches,

and a lockup clutch for selectively coupling said planet carrier assembly to said hydrodynamic impeller to thereby substantially eliminate hydrodynamic losses associated with said imparting and said extracting of energy from said fluid,

whereby engagement of said lockup clutch executes an upshift of the transmission and at the same time eliminates said hydrodynamic losses.

19. The two-speed device of claim 18 wherein said hydrodynamic impeller drives said hydrodynamic turbine or runner through a constant one-to-one torque ratio,

whereby the added size and complexity of a hydrodynamic stator are avoided.

20. The two-speed device of claim 18 further comprising control means for the transmission as it includes the two-speed device, said control means being operative to control said lockup clutch and other control elements in the transmission to thereby automatically enable an upshift sequence having at least three upshifts of the transmission as it includes the two-speed device;

the transmission as it includes the two-speed device having a first-gear ratio which (a) is a speed reduction ratio calculated using an assumption of a one-to-one speed ratio between said hydrodynamic impeller and said hydrodynamic turbine or runner and (b) has a value greater than that for any other speed reduction ratio in the transmission as it includes the two-speed device, said first-gear ratio being in said upshift sequence and being the only speed ratio in said upshift sequence which utilizes said planetary gearing of the two-speed device to multiply torque as power passes through the transmission,

whereby gear meshing action in said planetary gearing of the two-speed device is eliminated early during acceleration of a load driven through the transmission while using said upshift sequence.