Multiple-speed automatic transmission

• US 7,294,089 B2
• Filed: 08/15/2005
• Issued: 11/13/2007
• Est. Priority Date: 08/15/2005
• Status: Expired due to Fees

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Goleski, Gregory D., Hoffman, Donald E., Thomas, Steve G.
• Primary Examiner(s): Marmor; Charles A.
• Assistant Examiner(s): HOLMES, JUSTIN
• Application Number:
  US11/203,693
• Publication Number:
  US 20070037657A1
• Time in Patent Office: 820 Days
• Field of Search: 475/284, 475/288, 475/275, 475/196, 475/271, 475/296
• US Class Current: 475/296
• CPC Class Codes: F16H 2200/006 the gear ratios comprising eight forward speeds
• CPC Class Codes: F16H 2200/0086 the gear ratios comprising two reverse speeds
• CPC Class Codes: F16H 2200/2012 with four sets of orbital gears
• CPC Class Codes: F16H 2200/2046 with six engaging means
• CPC Class Codes: F16H 2200/2097 comprising an orbital gear set member permanently connected to the housing, e.g. a sun wheel permanently connected to the housing
• CPC Class Codes: F16H 3/663 with conveying rotary motion between axially spaced orbital gears, e.g. RAVIGNEAUX

Abstract

An automatic transmission includes a first power path producing a first ratio of a speed of the input and a speed of a first power path output; a second power path producing a second ratio of a speed of the input and a speed of the second power path output, the second ratio being is less than the first ratio; a double planetary gear unit including first, second, third and fourth members, the second member being secured to the output; a first clutch being operable to connect the first member to the input through the first power path; a second clutch being operable to connect the fourth member to the input through the first power path; a third clutch being operable to connect the third member carrier to the input through the second power path; a fourth clutch being operable to connect the fourth member to the input through the second power path; a first brake being operable to hold the fourth member against rotation; and a second brake being operable to hold the third member against rotation.

Claims

1. A multi-speed automatic transmission comprising:

an input;

an output;

a first power path producing a first ratio of a speed of the input and a speed of a first power path output;

a second power path producing a second ratio of a speed of the input and a speed of the second power path output, the second ratio being is less than the first ratio;

a double planetary gear unit secured to first, second, third and fourth members, the second member being secured to the output for rotation therewith, the double planetary gear unit further comprising of a second gear unit including a second sun gear secured to the fourth member, second ring gears, one of said second ring gears being secured to the output and second member, second planet pinions meshing with the second sun gear and the second ring gears, and a second carrier rotatably supporting the second planet pinions and secured to the third member;

a third gear unit including a third sun gear secured to the second sun gear and the fourth member, a third ring gear, and a third carrier rotatably supporting third planet pinions and secured to the other of the second ring gears;

a first clutch being operable to connect the first member to the input through the first power path;

a second clutch being operable to connect the fourth member to the input through the first power path;

a third clutch being operable to connect the third member to the input through the second power path;

a fourth clutch being operable to connect the fourth member to the input through the second power path; and

a first brake being operable to hold the fourth member against rotation; and

a second brake being operable to hold the third member against rotation.

2. The transmission of claim 1 further comprising:

a first gear unit including a sun gear secured against rotation, a ring gear, first planet pinions meshing with the ring gear, second planet pinions meshing with the sun gear and the first planet pinions, and a carrier rotatably supporting the first and second planet pinions and secured to the input, the output of the first power path being secured to the ring gear, an output of the second power path being secured to the carrier.

3. The transmission of claim 1 wherein the double planetary gear unit further comprises:

a first gear unit including a first sun gear secured to the fourth member, a first ring gear secured to the second member and the output, first planet pinions meshing with the first sun gear and the first ring gear, and a carrier rotatably supporting the first planet pinions thereon and secured to the third member; and

a second gear unit including a second sun gear secured to the first member, second planet pinions meshing with the second sun gear and first planet pinions and rotatably supported on the carrier.

4. The transmission of claim 1 wherein operation in a forward gear or a reverse gear is produced by concurrent engagement of two of the group consisting of the first clutch, the second clutch, the third clutch, the fourth clutch, the first brake and the second brake.

5. The transmission of claim 1 wherein engagement of the first clutch and the second brake and disengagement of the second clutch, the third clutch, the fourth clutch, and the first brake produce a first forward gear.

6. The transmission of claim 1 wherein engagement of the first clutch and the first brake and disengagement of the second clutch, the third clutch, the fourth clutch, and the second brake produce a second forward gear.

7. The transmission of claim 1 wherein engagement of the first clutch and the second clutch and disengagement of the third clutch, the fourth clutch, the first brake, and the second brake produce a third forward gear.

8. The transmission of claim 1 wherein engagement of the first clutch and the fourth clutch and disengagement of the second clutch, the third clutch, the first brake, and the second brake produce a fourth forward gear.

9. The transmission of claim 1 engagement of the first clutch and the third clutch and disengagement of the second clutch, the fourth clutch, the first brake, and the second brake produce a fifth forward gear.

10. The transmission of claim 1 wherein engagement of the third clutch and fourth clutch and disengagement of the first clutch, the second clutch, the first brake, and the second brake produce a sixth forward gear.

11. The transmission of claim 1 wherein engagement of the second clutch and the third clutch and disengagement of the first clutch, the fourth clutch, the first brake, and the second brake produce a seventh forward gear.

12. The transmission of claim 1 wherein engagement of the first brake and the third clutch and disengagement of the first clutch, the second clutch, the fourth clutch, and the second brake produce an eight forward gear.

13. The transmission of claim 1 wherein engagement of the second clutch and the second brake and disengagement of first clutch, the third clutch, the fourth clutch, and the first brake produce a low speed ratio reverse gear.

14. The transmission of claim 1 wherein engagement of the fourth clutch and the second brake and disengagement of first clutch, the second clutch, the third clutch, and the first brake produce a relatively higher speed ratio reverse gear.

15. The transmission of claim 1 further comprising:

a casing; and

a one-way clutch arranged in parallel with the second brake between the casing and the fourth member.