Abstract:
An automatic transmission for automobiles, trucks, buses and other appliances comprising some kinds of railway transmissions; agricultural and harvester equipments; motor lifters and elevators and other particular appliances, having an internal combustion engine and driving wheels; traction wheels or sprocket wheels depending on the appliance, which includes: a mechanic torque converter connected with an engine output, for variable converting the torque from the engine and transmitting the mechanically converted torque, in accordance with the vehicle driving conditions to the driving wheels, traction wheels or sprocket wheels, and a fluid torque converter for modifying both converters gear ratio and transmitting together with the mechanic torque converter a torque to a common converters output and from it to the driving wheels; traction wheels or sprocket wheels depending on the appliance, and a reverse drive mechanism connected with both converters output for reversibly transmitting the converted torque to the driving wheels; traction wheels or sprocket wheels depending on the appliance.

Description:
This application claims benefit of Provisional No. 60/160,747 filed Oct. 21, 1999. 
    
    
     BACKGROUND OF THE INVENTION 
     Classification Definition 
     This invention relates generally to automatic transmissions for automobiles, trucks, buses and other appliances, and more particularly to an automatic transmission combined with an internal combustion engine for vehicles. 
     1. An automatic transmission usually comprises: a fluid torque converter connected to an internal combustion engine for transmitting torque from the engine to the driving wheels. The torque generated by the engine is transmitted in various gear ratios to the driving wheels in cooperation with said fluid converter and a gear mechanism. However an automobile provided with a hydraulic transmission is said to be less powerful, especially at “standing time” if compared with a vehicle provided with a manual transmission. This is explained because the efficiency range of the engine is restricted when using a fluid torque converter. 
     FIG. 3 shows the engine torque curve and a fluid torque converter efficiency range on a coordinate system where: Ne (engine rpm) is a function of Te (engine torque) wherein lines X and Y indicates the fluid torque converter efficiency range and line Z indicates the available maximum engine torque curve, according with its capacity. Avoiding the use of the fluid torque converter said engine torque is available in a uniform way below curve Z. However when using it in combination with a fluid torque converter the available range is limited to within the area enclosed by the lines X, Y and curve Z. The point “A” represents the “stall point” and it means that this is the maximum engine rpm in which the fluid torque converter output is still motionless. From this condition the time of “standing start” to a quarter mile is measured. The fact that an automobile having a hydraulic transmission has a longer “standing start” time that one having a manual transmission is based on the following reasoning: in FIG. 3 at “stall point” “A” the horse power is only 40 HP, although the engine is designed to provide more than 100 HP. It may be possible for a driver to manually bring the “stall point” up to the point “C” where the horse power is 65 HP if the vehicle is provided with a manual transmission. It is also possible to use a more efficient fluid torque converter so as to rise the “stall point”. However in this case fuel efficiency will be decreased due to non-matching of the engine and the fluid torque converter capacities. 
     According to the present invention, a mechanic torque converter is provided interconnecting: an engine output; the driving wheels input; and a fluid torque converter, combined in such a way that at “starting time” when applying a brake band on the second planetary system ring gear of said mechanic torque converter, a torque is transmitted 100% in a mechanic way to the driving wheels, for an excellent mechanic efficiency and at this point the highest gear ratio is attainable due to the fact that a significant resistance is found at the driving wheels and a reaction takes place at the fluid torque converter which is transmitted to the mechanic torque converter for producing a change in the mechanic gear ratio. When vehicle starts moving the resistance becomes less at the driving wheels then, less resistance is found at the turbine at the fluid torque converter and a change in gear ratio takes place in both converters then, a smaller gear ratio is attainable according with the vehicle driving conditions. It is also possible to vary the efficiency range of the fluid torque converter itself because of the interaction of the mechanic torque converter thus, it may be possible to have the performance of the mechanic transmission, especially noticeable at “starting time” or when a significant resistance is found at the driving wheels, combined with a hydraulic transmission performance of equivalent gear ratio applied at the same time to a common converters output, without steps where no sensors, multi-disc clutches, “hydraulic brains” or complex hydraulic circuits are involved, for less components and a lower production cost. 
     1. An automatic transmission usually has a gear mechanism comprising two planetary gear systems. 
     According to the present invention both planetary gear systems used herein are exactly of the same geometrical dimensions then, taken into account that when a greater amount of parts of the same manufacture are made, the less the production cost and, if devices; machines as well as operative workers intervening in the process are the same one, the more the simplified production process. 
     2. An automatic transmission usually is never connected with the vehicle brake system. 
     According to the present invention, the vehicle brake system is connected with the first brake band servo in order to stop turbine T rotation for shifting purposes, but as brake drum FIGS. 1,  2 , and  4  is also interconnected with the driving wheels then, when vehicle&#39;s brake is applied, said brake drum and driving wheels are braked at the same time. 
     BRIEF SUMMARY OF THE INVENTION 
     It is therefore an object of the present invention to provide an improved automatic transmission for automobiles, trucks, buses and other appliances. 
     It is another object of the invention to provide an improved automatic transmission for automobiles, trucks, buses and other appliances by improving its performance as well as structure qualities, making use of a required design and appropriated materials for a practical use, especially if the vehicles are not light in weight. 
     It is also an object of the invention to provide an improved automatic transmission for automobiles, trucks, buses and other appliances by improving and simplifying the production process and improving the production cost. 
     It is an additional object of the invention to provide an improved automatic transmission for automobiles, trucks and other appliances by improving vehicle&#39;s brake performance. 
    
    
     BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING 
     Various other objects, features and attendant advantages of the present invention will be more fully appreciated as the same becomes better understood from the following detailed description when considered connection with the accompanying drawing in which reference characters designate like or corresponding parts through the several views and herein: 
     FIG. 1 illustrates the first embodiment of the automatic transmission of present invention. 
     FIG. 2 illustrates the second embodiment of the automatic transmission of present invention. 
     FIG. 3 is a graph showing an engine torque curve and torque converter efficiency range. 
     FIG. 4 shows in greater detail the assembly of the second embodiment. 
     FIG. 5 is a graph showing the torque route. 
     FIG. 6 illustrates the hydraulic circuit of the embodiments. 
     FIG. 7 shows in greater detail the first brake band assembly. 
     FIG. 8 shows in greater detail the second brake band assembly. 
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
     In accordance with the first embodiment as shown in FIG. 1, engine torque is transmitted by means of shaft  1  to the ring gear  2 , but as sun gear  19  is stopped in one way running direction because of the one-way clutch  9  attached to said sun gear  19  shaft end, then it is possible that planetary gears  3  may turn over sun gear  19  with a multiplied gear ratio provided by the first planetary gear system and transferring the converted torque to: 
     a) sun gear  6  (at the second planetary system) and to: 
     b) pump P (at the fluid torque converter) 
     At low engine rpm, two things may happen: 
     1. In FIG. 1, when sun gear  6  is running but brake band  12  at the second planetary gear system is not applied, the ring gear  10  runs freely itself in opposite direction related to engine rotation, meanwhile planetary gears  7  connected with shafts  21  and  18  as well as with the driving wheels remain motionless, then no torque is transmitted in a mechanic way to said driving wheels. 
     It is also said that converted torque from planetary gears  3  is also transferred to pump P at the fluid torque converter, for moving turbine T but as “stall point” “A” (FIG. 3) is not still reached, then not enough hydraulic torque is transmitted for moving the driving wheels. 
     2. When sun gear  6  (FIGS:  1 ,  2  and  4 ) is running, but brake band  12  at the second planetary gear system is applied on the brake drum  11 , then the ring gear  10  is braked in one running direction because of the one-way clutch  20  attached between ring gear  10  end and brake drum  11  end, so planetary gears  7  start moving together with shafts  21  and  18  (FIG. 1) transmitting converted torque 100% into mechanic way to the driving wheels. It is also important to point out that at “starting time” the highest gear ratio is available because no gear ratio decrease takes place at both planetary gear systems. A wider explanation over this concern will be given in the following paragraphs. 
     Converted torque from planetary gears  3  (FIGS. 1,  2  and  4 ) is constantly transmitted into the pump P at the fluid torque converter and if weather brake band  12  is applied or not, but engine rpm become enough to reach a value over the “stall point““A” FIG. 3 at said fluid torque converter, then: turbine T starts moving and torque is also transmitted by means of the fluid torque converter to a common converters output 18  together with the mechanic torque converter to the driving wheels. 
     According with the vehicle driving conditions, two things may happen: 
     1. If a significant resistance is found at the driving wheels example: at starting time”, etc, the same resistance is found at the turbine T at the fluid torque converter because of the mechanic connection among them, so a reaction takes place in said fluid torque converter, then torque is immediately increased, and in this way engine rpm may reach an adequate value for a suitable performance according with the vehicle driving conditions. At the same time when torque increase takes place at the fluid torque converter, a mechanic torque of an equivalent rate is obtained at the mechanic torque converter which is explained as follows: 
     FIG. 1 illustrates that shaft  18  which is mechanically connected with the driving wheels is also connected with the planetary gear system output by means of shaft  21  and at the same time with the turbine T at the fluid torque converter by means of gears  17  and  16 ; shaft  15 ; gears  14  and  13  to said turbine T. It is also shown that planetary gears  3  are connected at one end with the pump P at the fluid torque converter and, in the other end with the sun gear  6  then, pump P and sun gear  6  rotation speeds are the same, then when torque is increased to its maximum “top” at the fluid torque converter due to the highest resistance found at the driving wheels, pump P rotation speed becomes “x” times higher than the turbine T rotation speed, and if the second planetary gears  7  rotation speed is the same as the turbine T then the ring gear  10  remains motionless and planetary gears  7  and shafts  21  and  18  will turn around ax” times slower. At this conditions, as ring gear  10  remains motionless then sun gear  19  will also remain motionless, because no movement is transmitted by means of the one-way clutch  8 , then taken into account that if gear  19  and ring gear  10  are motionless, the highest gear ratio is mechanically attainable. 
     2. If no significant resistance is found at the driving wheels, then no significant resistance is found at the turbine T at the fluid torque converter due to the mechanic connection between turbine T and the driving wheels and no reaction takes place in said fluid torque converter, then, torque from planetary gears  3  is not increased, so pump P and turbine T rotation speeds can be approximately the same. 
     It is said before that by means of the planetary gears  3  a mechanic converted torque is transmitted to: 
     a) turbine T (at the fluid torque converter) and to: 
     b) sun gear  6  (at the mechanic torque converter) but turbine T is connected with shaft  18 , and planetary gears  7  output is also connected with shaft  18 , then if no torque increase is produced at the fluid torque converter, no significant rotation speed difference is found between pump P and turbine T, then the rotation speed of planetary gears  3  and shaft  18  are approximately the same and as shaft  18  is also connected with the planetary gears  7  then the rotation speed of planetary gears  3  and planetary gears  7  are approximately the same too. It must be taken into account that at the present circumstances the rotation speed of sun gear  6  and the planetary gears  7  are approximately the same because an interconnection between them takes place in the following way: It is said that planetary gears  3  are connected with: 
     a) sun gear  6 , and 
     b) turbine T 
     If no torque increase is produced at the fluid torque converter the speed of pump P and turbine T is approximately the same, but turbine T is also connected with shaft  18  by means of the gears  13  and  14 ; shaft  15  and gears  16  and  17 , buy planetary gears  7  output is also connected with shaft  18  by means of shaft  21 , then the speed of sun gear  6  and planetary gears  7  is approximately the same. It is also taken into account that when the rotation speed of two members of a planetary gear system is the same, then no gear ratio is obtained, so, if the speed of the sun gear  6  and planetary gears  7  is the same, no gear ratio is obtained and the ensemble is turned around at the same speed. Taken into account the above reasoning, if ring gear  10  rotation is transmitted to the sun gear  19  by means of the one-way clutch  8 , then sun gear  19  speed now is the same as the planetary gears  3  and no mechanic torque increase takes place at the first planetary gear system. 
     If no mechanic torque increase takes place in both planetary gear systems as a consequence that no hydraulic torque increase is neither obtained, then engine output rpm and converters output rpm are approximately the same, so no torque increase takes place and the gear ratio is near close 1 to 1. 
     A reverse drive mechanism is also provided which is connected between the common converters output shaft  18  and the driving wheels which includes: a gear mechanism and a sliding yoque  22  for shifting three different selecting positions: “D” drive; “N” neutral; and “R” reverse. 
     At the drive position “D”, torque from he common converters output  18  is transmitted to the gears  26 ;  25  and  24  to an inner striated yoque  22  coupled with gear  24  which is connected with shaft  28  to the driving wheels. 
     At the neutral position “N” said yoque  22  is not shifted with gears  24  or  23  then, no torque is transmitted from the converters output  18  to the driving wheels. 
     At the reverse position “R” said yoque  22  is shifted with the gear  23  then torque from the common converters output  18  is transmitted to the gear  23  and yoque  22  to output shaft  28  and then to the driving wheels. 
     In order to change shifting position, engine rpm must be kept low, moreover a brake band  27  operated by the vehicle brake pump must be applied on brake drum  4  by pressing the brake pedal because in spite of sliding between pump P and turbine T even though “toric flow” is not strong enough for moving the vehicle, however it is enough for producing a strong pressure among coupled parts then without stopping turbine T rotation shifting becomes almost impossible. 
     FIGS. 2 and 4 shows a second embodiment which is different from the first embodiment only in organization and gears  13 ,  14 ; shaft  15 ; gears  16 ,  17  and  18  are also removed, although the performance of both embodiments are exactly the same. 
     Reference numbers of FIG. 1 are given to FIGS. 2 and 4 in order to avoid a repeated written explanation as set forth at the beginning of the Detailed Description of the Invention. 
     FIG. 5 shows the torque route in which engine torque is transmitted to a mechanic torque converter then, converted torque from the first planetary gear system of said mechanic torque converter is transmitted to a fluid torque converter and simultaneously to the second planetary gear system of the mechanic torque converter itself. From the common converters output, reconverted or not reconverted torque (in accordance with the vehicle driving conditions) is transmitted to the shifting selector transmitting the torque to the driving wheels. 
     FIG. 6 illustrates the oil path from oil pumps to the fluid torque converter and lubrication holes. 
     Hydraulic circuit is limited only for the above purposes. 
     FIG. 7 shows the first brake band assembly in which a brake band  27  is applied to the brake drum  4  by means of a servo S when pressing the brake pedal. Servo S comprises a piston  30  fixed in a stem  31 , mounted in a cylinder liner  32  which is connected with the brake band  27 . If no hydraulic pressure is applied to the cylinder  32  then, no contact is produced among brake band  27  and brake drum  4  because of the spring  33  pressure, but if any hydraulic pressure is applied to said cylinder  32 , then the brake band  27  is applied to the drum  4  which is connected with turbine T and common converters output  18 . 
     FIG. 8 shows the second brake band assembly in which a brake band  12  is applied to the brake drum  11  by means of the spring  29 , but said brake drum  11  is also connected in one way running direction by means of the one-way clutch  20  with the ring gear  10 . If no hydraulic pressure is applied to the cylinder  32  the spring  29  keeps the band  12  and brake drum  11  braked then ring gear  10  is also braked in one running direction. If any hydraulic pressure is applied to the cylinder  32  by pressing brake pedal, then the spring  29  is contracted and the brake band  12  is released from drum  11  and ring gear  10  is also released. 
     It is also necessary to point out that hydraulic pressure is applied to both cylinders at a time, then when any of the brake bands is applied the other is released. 
     Obviously, numerous modifications and variations of the present invention are possible in light of the above teachings. It is therefore to be understood that within the scope of the appended claims, the invention may be practiced otherwise than as specifically described herein. A single cylinder may be installed instead of two, as an optional solution.