Multiple speed automatic transmission

• US 7,670,249 B2
• Filed: 03/26/2007
• Issued: 03/02/2010
• Est. Priority Date: 03/26/2007
• Status: Active Grant

• Current Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Original Assignee: Ford Global Technologies, LLC (Ford Motor Company)
• Inventors: Thomas, Steven G., Goleski, Gregory D., Hoffman, Donald E.
• Primary Examiner(s): Le; David D
• Assistant Examiner(s): Holmes; Justin
• Application Number:
  US11/728,448
• Publication Number:
  US 20080242470A1
• Time in Patent Office: 1,072 Days
• Field of Search: 475/275, 475/278, 475/284, 475/288, 475/338, 475/341, 475/332, 475/276
• US Class Current: 475/276
• 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 2200/201 with three 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

A multi-speed automatic transmission includes an input, an output, a first gear unit drivable connected to the input and including a component rotating at the speed of the input and a first gear unit output, the first gear unit producing a gear ratio of a speed of the input and a speed of the first gear unit output, a planetary gear unit including a modified Simpson gearset, the gear unit being secured to first, second, third, fourth and fifth rotating members, the fifth member being secured to the output for rotation therewith, a first clutch being operable to connect the first rotating member and the first gear unit output, a second clutch being operable to connect the second rotating member and the first gear unit output, a third clutch being operable to connect the third rotating member and an element rotating at a speed of the input, a fourth clutch being operable to connect the fourth rotating member and said element rotating at the speed of the input, a first brake being operable to hold the fourth rotating member against rotation, and a second brake being operable to hold the third rotating member against rotation.

Claims

1. A multi-speed automatic transmission comprising:

an input;

an output;

a first gear unit drivable connected to the input and including a component rotating at the speed of the input and a first gear unit output, the first gear unit producing a gear ratio of a speed of the input and a speed of the first gear unit output, the gear ratio being greater than unity;

a second gear unit including first and second sun gears, a first ring gear, a first carrier, and first planet pinions supported on the first carrier and engaged with the first sun gear, second sun gear and first ring gear;

a third gear unit including a third sun gear secured to the second sun gear, a second ring gear secured to the output, a third ring gear secured to the first carrier, a second carrier, and second planet pinions supported on the second carrier and engaged with the third sun gear, the second ring gear and the third ring gear;

a first clutch being operable alternately to connect and disconnect the first gear unit output and the first ring gear;

a second clutch being operable alternately to connect and disconnect the first gear unit output to the second sun gear and third sun gear;

a third clutch being operable alternately to connect and disconnect the input and the second carrier;

a fourth clutch being operable alternately to connect and disconnect the input and the first sun gear;

a first brake being operable alternately to release and to hold the second sun gear and third sun gear against rotation; and

a second brake being operable alternately to release and to hold the second carrier against rotation.

2. The transmission of claim 1, wherein:

a low-reverse gear having a first reverse speed ratio is produced when the second clutch and second brake are engaged.

3. The transmission of claim 1, wherein:

a low-reverse gear having a second reverse speed ratio less than the first reverse speed ratio is produced when the fourth clutch and second brake are engaged.