Layshaft automatic transmission having power-on shifting

• US 6,886,424 B2
• Filed: 06/25/2003
• Issued: 05/03/2005
• Est. Priority Date: 06/25/2003
• Status: Expired due to Fees

• Current Assignee: Ford Motor Company
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Baldwin, Reid Alan, Janson, David Allen
• Primary Examiner(s): PANG, ROGER L
• Application Number:
  US10/603,855
• Publication Number:
  US 20040261555A1
• Time in Patent Office: 678 Days
• Field of Search: 743/40, 743/31, 743/25, 743/29, 743/39
• US Class Current: 74/329
• CPC Class Codes: F16H 2003/007 with two flow paths, one being directly connected to the input, the other being connected to the input though a clutch
• CPC Class Codes: F16H 2061/0425 Bridging torque interruption
• CPC Class Codes: F16H 2061/0429 by torque supply with a clutch in parallel torque path
• CPC Class Codes: F16H 2200/0047 the gear ratios comprising five forward speeds
• CPC Class Codes: F16H 3/006 power being selectively transmitted by either one of the parallel flow paths
• CPC Class Codes: F16H 3/093 with two or more countershafts
• CPC Class Codes: F16H 61/682 with interruption of drive
• CPC Class Codes: Y10T 74/19223 Disconnectable counter shaft
• CPC Class Codes: Y10T 74/19233 Plurality of counter shafts

Abstract

A power transmission for a motor vehicle includes an input, a first layshaft, a second layshaft; a first power path for transmitting power between the input and first layshaft, and producing a first ratio of a speed of the first layshaft and a corresponding speed of the input, a second power path for transmitting power between the input and second layshaft, and producing a second ratio of the speed of the second layshaft and corresponding speed of the input; and a clutch for releasably connecting the input and first power path.

Claims

1. A multiple speed power transmission, particularly for motor vehicles, comprising:

an input;

a first layshaft driveably connectable through a first power to the input, and supporting a first pinion thereon;

a clutch for alternately connecting and disconnecting the input and first layshaft;

a first coupler for releasably coupling the first pinion and first layshaft;

a second layshaft driveably connected through a second power path and a one-way drive connection to the input, supporting a second pinion thereon;

a second coupler for selectively releasably coupling the second pinion and second layshaft; and

an output shaft supporting a gear thereon, said gear being in meshing engagement with the first pinion and second pinion.

2. The transmission of claim 1, wherein the first coupler and second coupler are synchronizers.

3. The transmission of claim 1, wherein the first coupler is a member of a group consisting of synchronizers and dog clutches.

4. The transmission of claim 1, wherein the second coupler is a member of a group consisting of synchronizers and dog clutches.

5. The transmission of claim 1, wherein each of the first coupler and second coupler is a member of a group consisting of synchronizers and dog clutches.

6. The transmission of claim 1, wherein the one-way drive connection is a member of the group consisting of a one-way clutch, a sprag one-way clutch, a roller- one-way clutch, and a mechanical diode.

7. The transmission of claim 1, wherein the clutch is a friction clutch.

8. The transmission of claim 1, wherein:

the first layshaft is driveably connected to the input through the first power path comprising a clutched input, a third pinion supported on the clutched input, and a third gear supported on the first layshaft in meshing engagement with said third pinion; and

the second layshaft is driveably connected to the input through the second power path comprising a fourth pinion supported on the input, and a fourth gear supported on the second layshaft in meshing engagement with said fourth pinion.

9. The transmission of claim 1, wherein:

the first layshaft is driveably connected to the input through a first power path comprising a third pinion supported on a clutched input, and a third gear supported on the first layshaft in meshing engagement with said third pinion; and

the second layshaft is driveably connected to the input through a second power path comprising a fourth pinion supported on the input, a fourth gear supported on the second layshaft in meshing engagement with said fourth pinion.

10. The transmission of claim 8, wherein the first power path produces a first speed ratio, and the second power path produces a second speed ratio that is less than the first speed ratio.

11. The transmission of claim 9, wherein the first power path produces a first speed ratio, and the second power path produces a second speed ratio that is less than the first speed ratio.

12. The transmission of claim 8, wherein the first power path produces a first ratio of the rotational speeds of the first layshaft and input, and the second power path produces a second ratio of the rotational speeds of the second layshaft and input that is less than the first speed ratio.

13. The transmission of claim 9, wherein the first power path produces a first ratio of the rotational speeds of the first layshaft and input, and the second power path produces a second ratio of the rotational speeds of the second layshaft and input that is less than the first ratio.

14. A multiple speed ratio power transmission, particularly for motor vehicles, comprising:

an input;

a first layshaft driveably connectable through a first power path to the input, supporting a first pinion and a first set of pinions thereon;

a clutch for alternately connecting and disconnecting the input and first layshaft;

a first coupler having a selectable coupling member supported for movement on the first coupler, the first coupler releasably coupling a pinion of the first pinion set and said first layshaft in response to movement of the coupling member;

a second layshaft driveably connected through a second power path and a one-way drive connection to the input, supporting a second pinion and a second set of pinions thereon;

a second coupler having a selectable second coupling member supported for movement on the second coupler, the second coupler releasably coupling a pinion of the second pinion set and said second layshaft in response to movement of the second coupling member; and

an output supporting a gear thereon, said gear being in meshing engagement with the first pinion and second pinion, and further supporting a set of gears thereon, each gear of said set of gears being in meshing engagement with a pinion of the first pinion set and a pinion of the second pinion set.

15. The transmission of claim 14, wherein the input is adapted for connection to a power source, and the output is adapted for connection to a load.

16. The transmission of claim 14, wherein:

the first layshaft is driveably connected to the input through a first power path comprising an input shaft, a third pinion supported on the input shaft, and a third gear supported on the first layshaft in meshing engagement with said third pinion; and

the second layshaft is driveably connected to the input by a second power path comprising a fourth pinion supported on the input, and a fourth gear supported on the second layshaft in meshing engagement with said fourth pinion.

17. The transmission of claim 14, wherein:

the first layshaft is driveably connected to the input through a first power path comprising a third pinion supported on the input, and a third gear supported on the first layshaft in meshing engagement with said third pinion; and

the second layshaft is driveably connected to the input through a second power path comprising a fourth pinion supported on the input, a fourth gear supported on the second layshaft in meshing engagement with said fourth pinion.

18. The transmission of claim 16, wherein the first power path produces a first speed ratio, and the second power path produces a second speed ratio that is less than the first speed ratio.

19. The transmission of claim 17, wherein the first power path produces a first speed ratio, and the second power path produces a second speed ratio that is less than the first speed ratio.

20. The transmission of claim 16, wherein the first power path produces a first ratio of the rotational speeds of the first layshaft and input shaft, and the second power path produces a second ratio of the rotational speeds of the second layshaft and input that is less than the first speed ratio.

21. The transmission of claim 17, wherein the first power path produces a first ratio of the rotational speeds of the first layshaft and input, and the second power path produces a second ratio of the rotational speeds of the second layshaft and input that is less than the first speed ratio.

22. The transmission of claim 14, further comprising:

primary pinion-gear pairs, the pinions of said primary pairs being supported on, and spaced mutually along the first layshaft, the gears of said primary pairs being in engagement with the pinions of said primary pairs, supported on, and spaced mutually along the output; and

primary couplers connected to the first layshaft, each primary coupler having a selectable coupling member supported for movement on the corresponding primary coupler, for releasably coupling a pinion of the primary pinion-gear pairs and said first layshaft in response to movement of said coupling member.

23. The transmission of claim 22, further comprising:

secondary pinions supported on, and spaced mutually along the second layshaft, each secondary pinion being engaged with a gear of a primary pinion-gear pair; and

secondary couplers connected to the second layshaft, each secondary coupler having a selectable coupling member supported for movement on a corresponding secondary coupler for releasably coupling a secondary pinion and said second layshaft in response to movement of said coupling member.

24. The transmission of claim 22, further comprising:

a reverse pinion supported on the first layshaft;

a reverse gear supported on the output; and

a reverse idler engaged with the reverse pinion and reverse gear, and wherein a primary coupler driveably connects the reverse pinion and the first layshaft.