Multi-speed ratio apparatus to control shaft output

A multi-speed ratio apparatus to control output for use, but not limited to, either as a module connected to a transmission or as a stand alone transmission. The multi-speed ratio apparatus is connected to a driving member (such as, for example, an engine, motor, or transmission) and a driven member (such as a shaft, differential, or axle). The apparatus having at least one rotary speed converter, the rotary speed converter having a conjugate pair of cam parts and a reaction disk interconnected between the conjugate pair of cam parts. The reaction disk is capable of operably coupling the conjugate pair of cam parts. Further the apparatus includes a grounding member.

BACKGROUND OF THE INVENTION

The conversion of motor or engine output power into required output torque and speed for vehicular motivation is accomplished by a transmission that usually includes some arrangement of gears and/or belt drives. Further, these elements are so arranged as to change speed and torque at fixed ratios such that transmissions are referred to by the number of fixed ratios they are capable of providing in the forward driving direction. The average automotive transmission has 4 speeds but there are also 5, 6 and 7 speed automotive transmissions and up to 32 speeds or more for truck transmissions. Other configurations of transmissions are applicable for specialty vehicles, off-road vehicles and equipment, agricultural vehicles and equipment, and marine vessels. The ability to change from one ratio to another ratio can be fully manual, automated manual, semi-automatic, or automatic. The ratios are designed to provide the appropriate torque and speed for the desired acceleration and velocity of the vehicle. So that, a first ratio of an automobile will provide high torque at a low vehicle velocity as would be required when starting from rest. The high torque is necessary to accelerate the vehicle from rest. As the vehicle increases in velocity, a second speed ratio would be required to provide more speed to the driving wheels to continue the acceleration to a higher vehicle velocity. The amount of torque required diminishes as the vehicle velocity increases as the torque requirement is significantly less to sustain a moving mass. A third, fourth, and so on ratio continue the process to achieve the desired vehicle velocity. The same is true for trucks but with many more ratios required due to the substantially greater mass of the vehicle and payload. The specific ratios, the incremental ratio steps between ratios, the ratio range (lowest gear/highest gear), the shift quality from one ratio to another ratio, the efficiency of the transmission and the cost are all factors for consideration when advancing conventional transmission technology.

The transition of changing from one ratio to another ratio in truck transmissions is operator intensive due to the large number of necessary ratios. The total mass of the vehicle including its payload requires the operator to be very active at changing ratios, particularly from rest up to some intermediate vehicle velocity. Often several ratio changes are required from rest to only 10 mile per hour (mph) vehicle velocity. The demand on the motor or engine for steep grades, both uphill and downhill requires transmissions with a large number of ratios to meet these demanding conditions for trucks. The greater the number of ratios available the more ratio selection options the operator has available to match vehicle velocity and desired acceleration to the road and load conditions. Unfortunately, the greater the number of ratios in a transmission, the more complex it is, the larger and heavier it is, and the more expensive it is.

It is desirable to advance transmission technology to deliver overall vehicle improved fuel efficiency which correlates to a reduction in engine emissions, reduce the actual cost of manufacturing and maintaining a transmission, and provide the desired overall vehicle performance including but not limited to: launch acceleration, shift quality, cruise, passing, hill climb and descent.

SUMMARY OF INVENTION

The present invention is a multi-speed ratio apparatus for use either as a module operably connected to an existing conventional transmission or as a stand-alone transmission replacing a conventional transmission. The present invention is operably connected to a driving member (such as an engine or motor or transmission), and a driven member (such as shafts, differentials, or axles). Further, the compactness of the present invention enables integration of the present invention with an existing conventional rotary device, such as a differential, without significant increase in size, if any, of the primary housing of the conventional rotary device. The present invention satisfies the primary objectives set forth above by providing multiple speed ratios that engage at relatively small incremental steps between ratios with a greater ratio range. The present invention provides the desired vehicle performance such as, but not limited to, launch acceleration, shift quality, cruise, passing, hill climb and descent.

The present invention may include the following components, but is not necessarily limited to, a housing containing at least one single stage rotary speed converter having a conjugate pair of cam parts and a reaction disk between the conjugate pair of cam parts. The conjugate pair of cam parts include an inner cam with a shaft and an outer cam. The reaction disk includes a shaft and slots with contact members selectively disposed within the slots. The contact members may include rollers, bearings, and/or roller devices. In this invention, bearing(s) are being used in their generic sense, that is, indicating a rolling motion device or component, such as a roller bearing, ball, etc., and these terms will be used interchangeably through the specification and claims. Alternative embodiments of the invention may include a lesser or greater amount of components and the reaction disk may include other contact member retention features other than slots to perform the same function. The reaction disk is capable of operably coupling the conjugate pair of cam parts. Further, the present invention includes a grounding member operably connected to, for example, the outer cam capable of selectively grounding, for example, the outer cam to, for example, the housing, thereby selecting a speed ratio. However, any of the rotatable components of the rotary speed converter can be grounded for the same desired multi-speed ratio results. Likewise, the grounding element can be any stationary structure that performs the same function of the housing in the rotatable component grounding operation.

The shafts of the inner cam and the slotted reaction disk act as either the speed/torque input or output of the present invention depending on the particular configuration. In one embodiment, the inner cam acts as the input part to the present invention being operably connected to the driving member and the slotted reaction disk acts as the output part to the present invention being operably connected to the driven member. In another embodiment, the slotted reaction disk acts as the input part to the present invention being operably connected to the driving member and the inner cam acts as the output part to the present invention being operably connected to the driven member. Yet another embodiment of the present invention includes the outer cam as either the input or the output of the present invention. Further, the components of the rotary converter may be configured in a nested configuration or the like.

The single stage rotary converters can be aligned in series, for example, to form multi-stage embodiments. In multi-stage embodiments having at least two inner cams, the inner cams can act as both the input and the output of the present invention. Likewise, in multi-stage configurations having at least two reaction disks, one reaction disk can act as the input part and the other reaction disk can act as the output part of the present invention.

The number of speed ratios producible by the present invention is a function of the number of conjugate pairs of cam parts, cams lobes, and contact members. The speed ratios greater than 1 are speed reducer ratios and the speed ratios less than 1 are speed increaser ratios. There is a reverse speed in the present invention configured as a transmission.

For a better understanding of the present invention, together with other and further objects thereof, reference is made to the accompanying drawings and detailed description and its scope will be pointed out in the appended claims.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

As illustrated inFIGS. 1A-1C, conventional transmissions10for rear-wheel (FIG.1A), front-wheel (FIG. 1B) and all-wheel (FIG. 1C) drive vehicles operably connect the engine or motor (hereinafter referred to as driving members12) with the wheels14through a series of operably connected shafts16, differentials18, and driving axles19(collectively hereinafter referred to as driven members20), and control the rotational speed of the driven members20with respect to the driving member rotational shaft speed output. Further the forward wheel (FIG. 1B) and all wheel (FIG. 1C) drive trains include a transfer case17. The “F” and “R” terms following the reference numbers ofFIGS. 1A-Crefer to Front (“F”) and Rear (“R”) components of the drive train.

The present invention in its various embodiments is either operably connected to the driving member12either as a module24disposed between and operably connected to the conventional transmission10and the driven members20(FIGS. 2A,2B,2C), or as a stand alone transmission26(FIGS. 3A-3C) being disposed between the driving member and the driven members20.FIGS. 4A-4C(module embodiments for each drive train) and5A-5B (transmission embodiment for all drive trains) are sectional views of the various embodiments described above illustrating the arrangement of one or more single stage speed converter(s) within the housing30(FIG.6). The reference number for the single stage speed converter is28in all the figures except forFIGS. 5A-B, which uses reference numbers50,52,54,56, and58to distinguish the single stage speed converter as stages 1 thru 4 and reverse (discussed in detail below). The “F” and “R” terms following the reference numbers ofFIGS. 1A-C,2A-C, and3A-3C refer to Front (“F”) and Rear (“R”) components of the drive train.

The present invention either as a module24or a transmission26is a speed conversion, power transmission device. The present invention includes one of more single stage speed converter(s)28preferably of the type described in U.S. Pat. Nos. 6,383,110; 6,314,826; 6,186,922; 6,068,573 and 6,039,672, all incorporated herein by reference, and all assigned to Synkinetics, Inc. Each single stage speed converter28provides a speed reduction function, a speed increasing function, and a 1:1 coupling function. The single stage speed converter28can function as a back drivable or non-back drivable speed conversion device. Back drivable means the input path can be reversed, and for example the once output part is now the input member and the once input part is now the output member. Further, the single stage speed converter28can provide a speed conversion ratio and a counter rotating output thereby functioning as a reversing ratio stage.

As taught in the above-referenced U.S. patents which have been incorporated herein by reference, the normal kinematic elements of each single stage speed converter28(which may be considered to be of a nested configuration) of FIG.6and as illustrated inFIG. 7include an input member (for example, inner cam30), a groundable member (for example, the outer cam33), and an output member (for example the reaction disk32). The inner cam30, acting as the input, that displaces the contact members31(for example rollers or roller device or bearings) outwardly which, in turn, interacts with the flanks3633. The contact members31(for example rollers) interact between the cam surfaces of the inner cam30and outer cam33kinematically producing a reactive tangential force in the slots34of the reaction disk32that produces a torque on the output shaft of the reaction disk32that is proportional to a predetermined speed reduction. In this case, the speed conversion ratio is equal to the number of contact members (rollers31) or slots34in the reaction disk32, to the number of lobes35on the inner cam30. The number of lobes35, for example 5, on the inner cam30, divided by the number of rollers31, for example 14, in the slots34of the reaction disk32, is equal to a speed conversion ratio, in this embodiment, of 5/14 or a speed reduction 5/14 of a revolution of the output reaction disk32, for one revolution of the inner cam30. There are five additional speed ratios for the single stage speed converter28illustrated in FIG.6and illustrated in Table 1.

As stated above, the kinematics of each speed converter28(also referred to as a single stage converter) incorporates a rotating input device, a rotating output device, and a grounded device to produce a reactive force. It is possible for any of these elements in a single stage speed converter28to be either a rotating device or a grounded device. Accordingly, it is possible to have six different configurations of the same single stage speed converter28by merely interchanging the functionality of each of the three elements in the single stage speed converter28. The result of this interchangeability for the single stage speed converter28inFIG. 6, which has an inner cam30with, for example, (5) lobes35, an outer cam33with, for example, (9) lobes36, and a reaction disk32with, for example, (14) slots34, and (14) rollers31is illustrated in Table 1 (below).

In accordance with Table 1, Ratio Nos.1,3,4&6with a clockwise rotation input, a clockwise rotation output is produced. Ratio Nos.2and5produces a counter-clockwise output rotation for the same clockwise input rotation. The clockwise rotational outputs are used as forward driving ratios and the counter clockwise rotational outputs are used as reverse driving ratios for a vehicle transmission.

The speed conversion ratios above 1:1 are speed reduction ratios and those below 1:1 are speed increasing ratios. For example, an input speed of 1000 RPM to an single stage speed converter28with a speed conversion ratio of 2.8:1 will output (1000/2.8)=357 RPM. While the same 1000 RPM input to an single stage speed converter28with a speed conversion ratio 0.64:1 will output (1000/0.64)=1563 RPM.

Another example of an embodiment of the present invention similar toFIG. 6is the outer cam33having (4) lobes, the inner cam30having (10) lobes, the reaction disk38having (14) slots34, and (14) rollers31, then the speed conversion ratio SR=10/14=0.714:1, or a speed increased output equal to input speed divided by 0.714. In order for the single stage speed converter28to deliver torque at the described 1:1 condition, the single stage speed converter28is designed to specifically be non-back drivable.

Illustrated inFIG. 7is a single stage speed converter28being capable of delivering (2) speed ratios. In this embodiment, the single stage speed converter28has an input shaft38which is integral with the inner cam30delivering the input speed to the present invention22which produces the output of the reaction disk32output at a 1:1 ratio when the outer cam33is free to rotate (not grounded). When the outer cam33is grounded via some grounding mechanism40(for example a clutch or braking), the single stage speed converter28is engaged or active thereby producing an output speed at the reaction disk32operably connected to the driven member20that is at a different speed from the input shaft38and the inner cam30, which is operably connected to the driving member12. The speed conversion ratio is specifically the active ratio of that single stage speed converter28configuration. In this embodiment, the speed conversion ratio is determined by the formula as follows:Speed⁢⁢ratio⁢⁢SR=#⁢⁢of⁢⁢lobes⁢⁢on⁢⁢the⁢⁢output⁢⁢element#⁢⁢of⁢⁢lobes⁢⁢on⁢⁢the⁢⁢i⁢nput⁢⁢element

input element is the inner cam30

output element is the reaction disk32

For the embodiment shown inFIG. 8, the outer cam33has (4) lobes, the inner cam30has (10) lobes, the reaction disk32has (14) slots34, and (14) rollers31. The speed conversion ratio SR=14/10=1.4:1, or a speed reduction of input speed divided by 1.4 equals the output speed. In order for the single stage speed converter28to deliver torque at the described 1:1 condition, the single stage speed converter28is designed to specifically be non-back drivable. The single stage speed converter28that is non-back drivable behaves as a 1:1 coupling when none of the elements being grounded. Ratios that are considered back drivable behave as a 1:1 coupling when two of the elements are grounded. It should also be noted that varying the lobes, slots and/or rollers, although not shown, are considered part of the present invention.

InFIG. 8, the present invention22is capable of delivering (2) speed ratios. In this embodiment, the single stage speed converter28has an input shaft38, which is integral to the reaction disk32, that delivers the input speed to the present invention22, thereby producing output at the inner cam30at a 1:1 ratio when the outer cam33is free to rotate (not grounded). When the outer cam33is grounded via a grounding mechanism40(for example a clutch or a brake), the single stage speed converter28is engaged or active thereby producing an output speed at the inner cam30, which is operably connected to the driven members20, that is at a different speed from the input speed of the input shaft30and reaction disk32, which is operably connected to the driving member12. The speed conversion ratio is specifically the active ratio of that single stage speed converter28configuration. In this embodiment, the speed conversion ratio is determined by the formula as follows:Speed⁢⁢ratio⁢⁢SR=#⁢⁢of⁢⁢lobes⁢⁢on⁢⁢the⁢⁢output⁢⁢element#⁢⁢of⁢⁢lobes⁢⁢on⁢⁢the⁢⁢i⁢nput⁢⁢element

input element is the reaction disk32

output element is the inner cam30

The total rotational speed conversion ratio outputs from the present invention22is determined by the product of the active ratio of each multi-single stage speed converter28. This output can now become the input to the shafts16and the differential18of the driving axles19. As previously described the output of the transmission10may be coupled to a differential18, which in turn is operably connected to the driving axles19of the driving wheels14. The differential19performs the function of accommodating different speed rotations of the drive wheels14, as for example, going around corners. In the case of front wheel drive vehicles, it may be most beneficial if the differential can be integrated into the transmission in a similar fashion (described in detail below).

FIGS. 7 and 8illustrate the inner cam30and reaction disk32being interchangeable as an input and output part.FIG. 7shows the inner cam30as an input part and the reaction disk being an output part. Whereas,FIG. 8shows the reaction disk32as an input part and the inner cam as an output part. Though the outer cam is shown inFIGS. 7 and 8as a grounded part, other alternative embodiments (not shown) of the present invention configure the outer cam as an input and output part in a similar manner as disclosed above and illustrated inFIGS. 7 and 8.

Now returning toFIGS. 2A-2C, the integration of the present invention22as a module24to a conventional or other type of automatic transmission expands the functionality of such conventional transmission. For example, if a module24having two-single stage speed converters with speed ratios 1.286:1 and 0.778:1, respectively, is operably connected to a conventional4speed automatic transmission10, having gear ratios 2.8:1, 1.4:1, 1:1, and 0.72:1, the module24expands that 4 speed automatic transmission to a 10 speed automatic transmission with a greater speed ratio range and with smaller incremental steps between ratios. By providing a Logic Control Unit (LCU) as part of the present invention, which is described in further detail herein, a shifting sequence similar to that of Table 2A (below) can be achieved.

For comparison, Table 2B (below) shows the 4 speed conventional transmission shift sequence.

The invention as described above is suitable for rear wheel drive vehicles, front wheel drive vehicles and all wheel drive vehicles. For an all wheel drive vehicle, the module24(shown inFIG. 2C) is a replacement for the conventional transfer case17. The driving member12(for example engine or motor) provides the input to the conventional automatic transmission10, through, for example, a fluid coupling or clutch44or the like. The transmission output via transmission shaft46is the input into the module24, which performs its speed conversion function as described above and provides for two outputs conveyed through shafts16R,16F. The shaft16R provides the input for the rear axle differential18R, which in turn provides the rotation of the rear axles19R and ultimately the rear drive wheels14R. The shaft16F provides the input to the front axle differential18F, which in turn provides the rotation of the front axles19F, and ultimately the front drive wheels14F.

Now returning toFIG. 5A, the driving member12(for example a motor or engine) and output crankshaft48provide the input to the multi-ratio transmission26through, for example, a fluid coupling or torque converter or clutch mechanism44or the like. The multi-ratio transmission26, in this embodiment, illustrates a five-stage transmission with four forward stages 1ststage50, 2ndstage52, 3rdstage54, 4thstage56for forward direction and one reverse stage58for reverse direction, which delivers 16 total ratios in the forward direction and one or more total ratios in the reverse direction that outputs to the rear differential18R. The transmissions for the front wheel and all wheel drives, illustrated inFIGS. 3B,3C and5B, have an identical single stage speed converter system as disclosed for the rear wheel transmission.

The multi-ratio transmission26output via shaft16to the driving member20will be at a speed ratio relative to the input speed (engine or motor or transmission speed), which is the product of the individual active or engaged ratio or ratios. For example, the ratios are: Reverse stage582.5:1, 1ststage503.25:1, 2ndstage521.80:1, 3rdstage540.88:1 and 4thstage560.75:1. The reverse stage58is only considered when the vehicle is operated in reverse. In the case where all four stages50,52,54,56are active or engaged, the resultant total ratio of the multi-ratio transmission26is 3.25×1.8×0.88×0.75=3.86:1. In the case where none of the stages active or engaged, the effective total ratio is 1:1. The matrix shown in Table 3 (below) indicates the various combinations of ratio stages and the resultant 16 total possible total speed conversion ratios (in the forward direction).

The grounding (for example, clutching or braking) of the various elements for each ratio stage is dependent on the design of that specific single stage speed converter28(FIG.6). For certain ratios, the only grounding required is for one of the three single stage speed converter28primary elements illustrated inFIG. 6(inner cam30, reaction disk32, or outer cam33). For other ratios, it may be necessary to ground or couple two of the three primary elements of that ratio stage. The determination regarding which elements require grounding, is based on the specific single stage speed converter28design and if that single stage speed converter28has the ability to be back driven (output as input and input as output). The single stage speed converter28that is non-back drivable behaves as a 1:1 coupling when none of the elements are being grounded. Ratios that are considered back drivable behave as a 1:1 coupling when two of the elements are grounded or coupled to each other. In the embodiment ofFIG. 5A, the 1ststage50and 2ndstage52require two clutches each and the 3rdstage56and 4thstage58require only one clutch each.

Now turning toFIG. 9, a two stage multi-ratio transmission899is capable of delivering (4) speed ratios. In this embodiment, the input speed of a 1ststage single stage speed converter900is provided by the driving member12through an input shaft901of a reaction disk903. An outer cam904being free to rotate (not grounded to the housing910) produces an output speed to the inner cam902at a 1:1 ratio. The outer cam904being grounded to the housing910, via some method of grounding911(such as clutching or braking), engages or activates the single stage speed converter900, thereby producing an output speed at the inner cam902that is at an increased or reduced speed from the input speed. The speed conversion ratio is specifically the active ratio of that single stage speed converter900configuration. The speed conversion ratio is determined by the following formula:Speed⁢⁢ratio⁢⁢SR=#⁢⁢of⁢⁢lobes⁢⁢on⁢⁢the⁢⁢output⁢⁢element#⁢⁢of⁢⁢lobes⁢⁢on⁢⁢the⁢⁢i⁢nput⁢⁢element

input element is the reaction disk903

output element is the inner cam902

For example, in this embodiment of the invention, the outer cam904has (4) lobes, the inner cam902(input element) has (18) lobes, the reaction disk903(output element) has (22) slots905, and (22) contact members906(such as rollers, roller device, or bearings) produces a speed conversion ratio SR=18/22=0.82:1, or a speed increased output equal to input speed divided by 0.82. The output of the 1ststage single stage speed converter900is now the input to the 2ndstage single stage speed converter920.

The 2ndstage single stage speed converter920has an input shaft921(integral with inner cam923and inner cam902) that delivers the input speed to the 2ndstage single stage speed converter920, which produces a 1:1 speed conversion at the reaction disk922output when the outer cam924is free to rotate (not grounded) relative to the housing910. The 2ndstage single stage speed converter920is engaged or active when the outer cam924is grounded to the housing910via a grounding member911(such as a clutch or brake), thereby producing an output speed at the reaction disk922that is at decreased speed from the input speed. The speed conversion ratio is specifically the active ratio of the 2ndstage single stage speed converter920. In this embodiment, the speed conversion ratio is determined by the formula as follows:Speed⁢⁢ratio⁢⁢SR=#⁢⁢of⁢⁢lobes⁢⁢on⁢⁢the⁢⁢in⁢put⁢⁢element#⁢⁢of⁢⁢lobes⁢⁢on⁢⁢the⁢⁢out⁢put⁢⁢element

input element is the inner cam923

output element is the reaction disk922

The alternative embodiment, shown inFIG. 9, includes an outer cam924having (4) lobes, an inner cam922having (10) lobes, a reaction disk923having (14) slots925, and (14) rollers926yields a speed conversion ratio SR=14/10=1.4:1, or a speed decreased output equal to input speed divided by 1.4. The embodiment ofFIG. 9with these example ratios, can provide four different total speed conversion ratios; 1:1, 1.4:1, 1.15:1, and 0.82:1.

It should be understood that any finite number of single stage speed converters, either similar to the 1ststage single stage speed converter900or similar to the 2ndstage single stage speed converter920, can be configured to achieve the desired number of ratio stages. Each single stage speed converter is considered a ratio stage. Each ratio stage produces either a speed reduction, speed increase, or acts as a 1:1 coupling (input speed equal to output speed) when all members are free to rotate. The overall speed ratio of a multi-ratio transmission is determined by the product of the active speed ratio of all stages within the module24or the transmission26.

Now turning to another exemplary embodiment499of a multi-stage speed converter module or transmission capable of delivering16or more speed ratios is illustrated in FIG.10. In this embodiment, a 1ststage single stage speed converter500has an input from the driving member12applied at a reaction disk503for delivering the input speed to the 1ststage single stage speed converter500, which produces the output of a inner cam502at a 1:1 ratio when the outer cam504is free to rotate (not grounded to the housing510). The 1ststage single stage speed converter500being engaged or active when the outer cam504is grounded to the housing510via some method of grounding511(such as clutching or braking), thereby producing an output speed at the inner cam502that is at an increased speed from the input speed. The speed conversion ratio is specifically the active ratio of that 1ststage single stage speed converter500configuration. In this embodiment, the speed conversion ratio is determined by the following formula:Speed⁢⁢ratio⁢⁢SR=#⁢⁢of⁢⁢lobes⁢⁢on⁢⁢the⁢⁢output⁢⁢element#⁢⁢of⁢⁢lobes⁢⁢on⁢⁢the⁢⁢i⁢nput⁢⁢element

input element is the reaction disk503

output element is the inner cam502

For the embodiment shown in FIG.10and disclosed above, the outer cam504has (4) lobes, the inner cam502has (12) lobes, the reaction disk503has (16) slots505and (16) contact members506(such as rollers or roller device or bearings). The speed conversion ratio SR is 12/16=0.75:1, or a speed increased output equal to input speed divided by 0.75. The output of the 1ststage single stage speed converter500, is now the input to the 2ndstage single stage speed converter520.

The 2nd stage single stage speed converter520, which has an input at the reaction disk523(which is integral with inner cam502) delivering the input speed to the 2ndstage single stage speed converter520drives inner cam522at a 1:1 ratio when the outer cam524is free to rotate (not grounded) relative to the housing510. The 2nd stage single stage speed converter520being engaged or active when the outer cam524is grounded to the housing510, via a grounding mechanism521(such as a clutch or a brake or the like), thereby producing an output speed at the inner cam522that is at an increased speed from the input speed. The speed conversion ratio is specifically the active ratio of that 2ndstage single stage speed converter520configuration. In this embodiment, the speed conversion ratio is determined by the formula as follows:Speed⁢⁢ratio⁢⁢SR=#⁢⁢of⁢⁢lobes⁢⁢on⁢⁢the⁢⁢output⁢⁢element#⁢⁢of⁢⁢lobes⁢⁢on⁢⁢the⁢⁢i⁢nput⁢⁢element

input element is the reaction disk523

output element is the inner cam522

For the embodiment shown inFIG. 10, if the outer cam524has (2) lobes, the inner cam522has (12) lobes, the reaction disk523has (14) slots525, and (14) rollers526, then the speed conversion ratio SR=12/14=0.857:1, or a speed increased output equal to input speed divided by 0.857. The output of the 2nd stage single stage speed converter520is the input to the 3rdstage single stage speed converter530.

The 3rdstage single stage speed converter530, which has an input shaft531integral with inner cam533and inner cam522, delivers the input speed to the 3rdstage single stage speed converter530. The inner cam533drives a reaction disk532at a 1:1 ratio when the outer cam534is free to rotate (not grounded) relative to the housing510. When the outer cam534is grounded to the housing510via a grounding mechanism531(such as a clutch or a brake), the 3rdstage single stage speed converter530becomes engaged or active, thereby producing an output speed at the reaction disk532that is at decreased speed from the input speed. The speed conversion ratio is specifically the active ratio of the 3rdstage single stage speed converter530configuration. In this embodiment, the speed conversion ratio is determined by the formula as follows:Speed⁢⁢ratio⁢⁢SR=#⁢⁢of⁢⁢lobes⁢⁢on⁢⁢the⁢⁢in⁢put⁢⁢element#⁢⁢of⁢⁢lobes⁢⁢on⁢⁢the⁢⁢out⁢put⁢⁢element

input element is the inner cam534

output element is the reaction disk532

For the embodiment shown in FIG.10and disclosed above, the outer cam534has (4) lobes, the inner cam532has (12) lobes, the reaction disk533has (16) slots535and (16) contact members536(such rollers, roller device or bearings). The speed conversion ratio SR for this embodiment is 16/12=1.33:1, or a speed decreased output equal to input speed divided by 1.33. The output of the 3rd stage single stage speed converter530is the input to the 4th stage single stage speed converter540.

In this embodiment, for illustration purposes only, stages 3-8 have identical speed conversion ratios as shown in table 4 (below). The embodiment being a sixteen speed automatic transmission with a speed ratio range greater than 8.

In yet another embodiment of the present invention that takes the configuration of FIG.10and the shifting sequence of Table 4, it is shown that a transmission can operate with a shifting sequence that engages every other total ratio listed on Table 4 to achieve an extremely smooth, high performance, and efficient acceleration from rest through high speed cruise as the transmission launches with all six reducing ratios engaged (ratio stages 3-8). Further the transmission is programmed to shift to the next ratio by un-clutching one of the reducing ratios at each shift point until the total ratio speed conversion ratio is 1:1 with no ratios engaged, therefore no grounding members or clutches are energized. Thereby providing a highly efficient operating condition. During this sequence, there is no power interruption at any shift point through the entire sequence.

A further embodiment79of the present invention22is illustrated in FIG.11. The input shaft60from the driving member12(such as an engine or motor or transmission) rotates inner cams70,71,72of the 1st stage multi-cam speed converter69that interact with outer cams61,62,63, respectively, through the contact members68(such as rollers). Pins67interact with the reaction disk77, which is the output shaft of the 1st stage multi-cam speed converter69. The hydraulic cylinders80,81,82select which outer cam61,62,63within the 1st stage multi-cam speed converter69will be engaged or activated. For example, actuator80will ground outer cam61by means, for example, of brake bands86, and the ratio of inner cam70and outer cam61through the roller68and pin67will be the output speed of the reaction disk77. In like manner, the combination of inner cam71and outer cam62will produce a second ratio and different output speed of the reaction disk77, and the combination of inner cam72and outer cam63will produce yet another different output speed of the reaction disk77.

The reaction disk77is also the inner cam and input to the 2nd stage multi-cam speed converter78, as well as the output of the 1st stage multi-cam speed converter69. The reaction disk77rotates inner cams73,74,75of the 2nd stage multi-cam speed converter78. The inner cams73,74,75interact with outer cams64,65,66through contact members87(such as rollers, roller device, or bearings) and pins88, similar to67and68, respectively, for three specific speed conversion ratios. Actuation of hydraulic cylinders83,84,85selects the ratio to output through reaction disk69. For example, actuation of hydraulic cylinder85activates bands76to ground outer cam66to interact with inner cam75through contact members87and pin88to produce a speed conversion ratio. The speed conversion ratio of the 2nd stage multi-cam speed converter78is combined with the speed conversion ratio of the 1st stage multi-cam speed converter78to produce the overall output speed conversion of the transmission79. The non-clutched 1st stage multi-cam speed converter78will be freewheeling. In like manner, other output conversion speeds are possible and for the three stages of 1st stage multi-cam speed converter78and the three stages of 2nd stage multi-cam speed converter78for a total of nine speed ratios are possible.FIG. 12is a pictorial representation of the transmission, or alternatively a speed conversion module, of the embodiment shown in FIG.11.

As discussed above, by varying the number of cams in a multiple stage transmission or speed conversion module, as disclosed above, there are numerous speed ratios possible with the present invention. For example, two single stage-four cam speed converter in a multi-stage converter yields (16) speed conversion ratios. Three single stage-three cam speed converters in multi-stage converter yields (27) speed conversion ratios. Therefore, it is possible to have a multiple stage transmission or speed conversion module with multiple speed ratios by varying the number of single state-multi cam stages and/or the of number single stage-single cam speed converter28in each stage.

A further alternative embodiment139is illustrated inFIG. 13including an input inner cam140, a reaction disk141, outer cam142, contact members143(such as rollers, roller device, or bearings), and four face clutch assemblies145,146,147and148. Each face clutch assembly, such as146, includes a circular ring piston150, a bearing151, a clutch plate152, a key153and a friction pad154. The inner cam140includes a friction pad162and the reaction disk141includes a friction pad169. The inner cam140, when rotating, imparts rotation through keys157and153to the two input face clutches145,146. The input face clutches145,146are free to rotate on their respective bearings156and151. With the circular ring pistons150,160de-energized, the input face clutches145,146are rotating and do not impart rotation to either the input cam140or reaction disk141. When one of the circular ring pistons150and160is energized, it's linear displacement will translate the face clutch assembly145or146into engagement, and with an appropriate pressure, effectively bonding the friction pads and impart the input rotational speed to that element of the transmission or speed converter139. The non-energized piston will remain in place by, for example, springs179, and the input face clutch145or146will rotate freely on its bearing151and at the speed of the inner cam140. By activating combinations of these four face clutches145,146,147,148, the ratio nos. of1and6of Table 1 can be realized.

Accordingly, ratio no.1is achieved by activating circular ring piston160, which translates clutch assembly145to engage inner cam140, allowing friction pads162and168to be bonded and transmit the rotational speed of the input shaft155to the inner cam140. At the same time piston167is energized enabling face clutch assembly148to translate, friction pads175,177to bond, and the velocity of the reaction disk141to adjust to a converted speed in accordance with its ratio, which is transmitted to the output shaft165. The two un-energized face clutch assemblies will rotate in accordance with the input speed or the output speed respectively. In similar manner, pistons150and166are energized and ratio no.6of Table 1 is selected such that a second speed conversion ratio can be realized. Band brake170is activated in both configurations to ground the outer cam142and complete the kinematic function of the transmission or speed converter139.

Further, a third output speed is possible as earlier described, namely a 1:1 speed wherein the input shaft155and the output shaft165rotates at the same speed by activating all four face clutch assemblies145,146,147and148and deactivating the brake band170and allowing the outer cam142to rotate on its bearing171. Effectively, the transmission or speed converter139is locked up and the input shaft155is directly coupled to the output shaft165such that both rotate at the same speed.

Accordingly, multiple assemblies of such transmission or speed converter assemblies139provide for larger transmissions or speed converters with multiple speed ratios with very few single stage speed converters. For example, but not limited to, a configuration of two such transmission or speed converter assemblies139, as shown inFIG. 13is capable of nine speed ratios.

FIG. 14illustrates the converter unit199as the combination of two single stage speed converters180,190, as disclosed above and illustrated inFIG. 13, as a single transmission or speed converter unit199. The two speed converters180,190include the appropriate grounding mechanism similar to the clutch and brake arrangements disclosed above for the single stage transmission or speed converter assembly139of FIG.13. Driving member12provides input speed to input shaft181of 1st single stage speed converter180. The 1st single stage speed converter180outputs to shaft135a output speed at the selected ratio. In turn, the output speed is inputted into the 2nd single stage speed converter190. Therein, the 2nd single stage speed converter190outputs to shaft191an output speed at a selected speed conversion ratio. The overall conversion ratio is the product of the two selected ratios in the two single stage speed converters180,190. With appropriate ratios for each single stage speed converter, an automobile transmission of nine forward speeds is provided utilizing two single stage speed converter180,190. It follows that additional single stage speed converters added to the transmission will produce a higher number of ratios. For example, with three single stage speed converters, twelve clutches and three brakes, a transmission is capable of 27 speed conversion ratios.

Yet another alternative embodiment having nine-speed transmission utilizing (4) single stage speed converters, (4) band brakes273, and (2) face clutches203,250is illustrated in FIG.15. The input shaft200operably connected to the driving member12drives the two single stage speed converters201,202, of the 1st multi-stage speed converter280in similar manner as described for the single stage-multi cam speed converters69,78of FIG.11. Actuators209,210selectively ground the two single stage speed converters201,202, respectively to activate the single stage-multi cam speed converters201,202. The output shaft215of the two single stage-multi cam speed converters201and202, is the input shaft into the 2nd multi-stage speed converter281.

However, there is a third output of the 1st multi-stage speed converter280that is activated by, for example, the clutch assembly203. The clutch assembly203, which is integrally connected, via a key206in this embodiment to the input shaft200, rotates with the input shaft200on, for example, bearing205. The clutch assembly203is also free to slide axially when displaced by piston204forcing the frictional pads213,214together. In this condition, the input shaft200, along with inner cams of the two single stage speed converters201,202is locked with the output reaction disk215creating a locked first stage which will now output a 1:1 speed conversion ratio via the output shaft215, thereby becoming a third possible output conversion ratio. Pressure is applied to the piston204at the appropriate level to ensure no slippage at the friction pad interface. Pressure is released when not required by appropriate valving. A diaphragm spring220transmits the pressure and deflects to ensure total engagement of the friction pads213,214, via clutch hub225. The energized springs207,208working in concert with the stored energy in the diaphragm spring220released the combined potential energy when piston204is de-energized and returns clutch assembly203to its neutral or de-clutched position on the input shaft200, thereby declutching reaction disk215. Appropriate bearings211,212,216and217, are included to support input shaft200, and reaction disk output shaft215.

Input is transmitted into the 2nd multi-stage speed converter281, including the two single stage speed converters240,245via, for example, the input spline230. The input spline230has a clutch assembly250that will function when energized by the piston260in similar manner to the 1st multi-stage speed converter280. Appropriate pressure is applied by piston260to clutch hub252through bearing265to ensure engagement of clutch pads255,256. Diaphragm spring251, ensures such engagement while deflecting and along with springs253,254allows for declutching input shaft23and output shaft270when pressure is released by appropriate valving. When the shafts235,270are fully engaged via the assembly clutch250the speed conversion ratio of the 2nd multi-stage speed converter281is 1:1. Shaft270is at one speed ratio thereby presenting three speed ratios to interact with the three speed ratios of the 1st multi-stage speed converter280resulting in a nine speed transmission utilizing four single stage speed converter28s. Here, as in the 1st multi-stage speed converter281, appropriate bearings236,237and271,272, are included for rotary support of input shaft235and output shaft270. Single stage speed converter240,245are activated by hydraulic cylinders241, and246, respectively.

Yet another alternative embodiment999is illustrated inFIG. 16. Anested two stage speed converter module or transmission999being capable of delivering (4) speed ratios. In this embodiment, the two stages1000,1020are nested to minimize the axial length of the speed converter or transmission999. In this embodiment, the 1ststage single stage speed converter1000, which has an input at the reaction disk1003delivering the input speed to the 1st stage single stage speed converter1000, produces inner cam1002output at a 1:1 ratio when the outer cam1004is free to rotate (not grounded) to the housing1010. When the outer cam1004is grounded to the housing1010as the hydraulic piston1018is pressurized, the ground mechanism1011(such as a clutch) activates and the 1st stage single stage speed converter1000is engaged or active, thereby producing an output speed at the inner cam1002that is at an increased speed from the input speed. The speed conversion ratio is specifically the active ratio of that 1st stage single stage speed converter1000configuration. The speed conversion ratio is determined by the formula as follows:Speed⁢⁢ratio⁢⁢SR=#⁢⁢of⁢⁢lobes⁢⁢on⁢⁢the⁢⁢output⁢⁢element#⁢⁢of⁢⁢lobes⁢⁢on⁢⁢the⁢⁢i⁢nput⁢⁢element

input element is the reaction disk1003

output element is the inner cam1002

As disclosed above, the 1st stage single stage speed converter1000delivers a speed increased output when engaged or active. The output of the 1st stage single stage speed converter1000is the input to the 2ndstage single stage speed converter1020. The 2ndstage single stage speed converter1020, which has an input as reaction disk1023delivering the input speed to the 2nd single stage speed converter1020, produces its inner cam1022output at a 1:1 ratio when the outer cam1024is free to rotate (not clutched) relative to the housing1010. When the outer cam1024is grounded to the housing1010by pressurizing piston1028, then the clutch1029is activated and the 2ndstage single stage speed converter1020is engaged or active, thereby producing an output speed at the inner cam1022that is at increased speed from the input speed. The speed conversion ratio is determined in a similar fashion for the 1ststage single stage speed converter1000. The total speed conversion ratio is the product of each active stage single stage speed converters1000,1020.

The nested two stage speed converter module or transmission999as disclosed above and illustrated inFIG. 16yields a two-ratio speed increase. However, it is also possible to configure other assemblies utilizing this nested configuration such as, but not limited to, a two stage with both stages as speed reducers, a two stage with one single stage speed converter as a speed increaser an the other single stage speed converter as a speed increaser.

Yet another embodiment1100of a multi-input cam embodiment is illustrated in FIG.17A. The embodiment1100has an input crankshaft1130configured with a cluster of three integral inner cams1110,1111,1112that, when rotating, displace the contact members1135(such as rollers, roller device, or bearing) outwardly which, in turn, interacts with the flanks1136of the outer cams1114,1115,1116. The resulting interactions are tangential forces reacted by the slots1138of the reaction element1139, which is also integral to the output shaft1117. Each subset of interacting cams are capable of producing a specific speed conversion ratio that will dictate what speed the output shaft1117will ultimately rotate. That predetermined speed will be determined by one of the three outer cams1114,1115,1116that is successfully grounded to the housing1154. Each outer cam1114,1115,1116is free to rotate in bearings1118until one of the grounding mechanisms1149, disclosed inFIG. 17B, is activated thereby grounding the associated outer cam1114,1115, or1116. There are any number of alternative grounding mechanisms (such as clutches or brakes) that may be suitable to perform the grounding function. The two remaining outer cams that are ungrounded and free to rotate will not participate in dictating the speed of the output shaft1117of this particular multi-input cam embodiment. Only one of the outer cams1114,1115,1116will be grounded at any one time and accordingly will determine that speed conversion ratio and in turn the speed of the output shaft1117.

As illustrated inFIG. 17A, the output shaft1117of the 1st multi-input cam embodiment1100becomes the input shaft of a 2nd multi-input cam embodiment1101, wherein one of the ratios is selected in like manner as in the 1st multi-input cam embodiment1100and its output shaft1117. In turn, the output shaft (not shown) of 2nd multi-input cam embodiment1101becomes the input shaft to the 3rd multi-input cam embodiment1101and so on, and ultimately the input to the driven member20. This final rotational speed conversion ratio output is determined by the product of the active ratio of each multi-input cam embodiments. The final output is the input to a differential18R of the driving axles19R as shown in FIG.1A.

One approach to grounding the spinning outer cams1114,1115,1116described above includes an actuator1141, a hydraulically-actuated roller1151, a hydraulic cylinder1153, and a 360° ramped cam track1150shown inFIGS. 17B and 17C. Roller1151is in constant contact with the ramped cam track1150as ramped cam track1150rotates due to the influence of the compression spring1152. At the appropriate time the hydraulic cylinder1153is pressurized and the roller1151exerts additional normal force against the ramped cam track1150. Linear advancement of hydraulic cylinder1153, and therefore roller1151, will ground to the housing1154meaning the associated outer cam1114,1115, or1116is stopped and held.

In grounding mechanism illustrate inFIGS. 17B-17C, the ramped cam track1150is shown starting at 0°, rises at a specific rate to its maximum height at 270° and decreases back to the neutral height at 0°. As shown inFIG. 17C, the rotation of the output ramped cam track50is such that starting from the 0° position the roller1151will be pushed into the compression spring1152for 270° rotation of the ramped cam track1150and then returned by the spring force for the remaining 90° to its original position. Thus, when the hydraulic cylinder1153is activated, the roller1151exerts additional normal force into the circular ramped cam track1150and holds a linear position such that the rising ramp will be jammed as roller1151cannot overcome the force of the hydraulic cylinder1153. Consequently, the outer cam is grounded and that particular speed ratio will be active. Here again, the procedure does not limit other procedures from being applied such as electro-mechanical or even electromagnetic, or the configuration of the cam.

Other grounding configurations employing the basic principles of the above described, such as a fast acting cam type clutch, can perform the grounding function. The examples of the embodiment of this invention are not limited to the disclosed configurations of this clutching mechanism.

FIG. 18illustrates a further transmission embodiment2125with a plurality of single stage multi-input cams integrated into a differential assembly. The input into the transmission2125is via a gear2090which mates with a gear on the output shaft of the fluid coupling (not shown). The gear1090is fixed to the input shaft2091of the 1st single stage multi-input cams2095comprising of single stage speed converters2096,2097, and2098. The output reaction disk2099is the input shaft to the 2nd single stage multi-input cams2100and includes single stage speed converters2101,2102, and2103. The input to the 2nd single stage multi-input cams2100being the reaction disk2099, instead of the inner cam as in the embodiment of FIG.11. Hydraulic cylinders (not shown) ground the outer cams in a similar fashion to those in FIG.11. However, the inner cam/output shaft2104is the input to the differential or differential assembly2130since the single stage speed converters2096,2097,2098,2101,2102and2103are all back drivable.

The output shaft2104is directly coupled to the differential assembly2130and acts as the differential input shaft. The output shaft2104is configured such that a fork-like end2109is integrated at the end of the output shaft2104. The output shaft2104will also include at least two transverse shafts2110and2111fixed in the fork ends2109, of the output shaft2104that will support bevel spider gears2107and2108. Also included in the differential design are two other bevel side gears2106and2112fixed to axles2115and2120, respectively, thereby coupling the differential assembly2130to the driving wheels14. As output shaft2104rotates, the forked ends2109rotate, transferring rotation to the shafts2110and2111that rotate at the same speed. The spider gears2107and2108rotate with shaft2104, but do not rotate about their axes as long as the drive wheels are rotating at the same speed as is normally the case for straight vehicle travel. If the bevel side gears2106and2112, which are connected to axles2115and2120, are turning at the same speed, then the output shaft2104and axles2115,2120are turning at the same speed and the differential is turning at the same speed as the input shaft2104and axles2115and2120. If the two axles2115,2120want to rotate at different speeds, as is normally the case for turning vehicle travel, then a speed differential is occurring and to avoid skidding the slower turning wheel, the spider gears2107and2108rotate about their axis and accommodate the differential speed requirements of the two axles2115and2120. The two bevel side gears2106and2112are typically splined to drive the axles2115and2120of the drive wheels. The present invention2125includes the differential or differential assembly2130as part of the transmission.

Having such a multi-speed transmission offers many options for both the vehicle manufacturers and the operator. Computer control of each of the individual single stage speed converters facilitates selection by the operator or by computer program or by both. The ability to readily select any ratio stage is a necessary and significant function for the success of such a transmission.

There are multiple methods of controlling any of the embodiments disclosed herein of the present invention22such as a control panel, a shifting mechanism, a paddle-type shifter, a program selectable automatic setting, and others. In a fully automated operation, the present invention22is controlled via a logic control unit (LCU)300through a network308, for example a controller area network. Vehicle data302such as, accelerator or throttle position and rate, engine speed, wheel speed, multi-axis accelerometers, as well as specific feedback sensors306within the present invention22are inputted to the Logic Control Unit (LCU)300that processes the data and outputs the appropriate control signal(s)304to the present invention22actuator units that include clutches, friction brake, friction belts, or other suitable means to engage (ground) and disengage (un-ground) specific elements of the speed converter in the form of a module24or a transmission26. The LCU300controls the present invention22functions such as ratio selection, shift sequence schedule and engagement and disengagement timing.FIG. 19illustrates in schematic form the integration of the LCU300into the present invention22as described above.

It has been shown that the unique characteristics of the speed converter make possible alternative arrangements for multiple speed ratio transmissions either as a module operably connected to a conventional transmission or as a stand-alone transmission replacing a conventional transmission. The embodiments of the present invention described herein do not limit the design of speed converter modules or transmissions, but are merely some examples of how arrangements of speed converters, brakes and clutches, etc. can form any number of transmissions for automotive vehicles, trucks, busses, specialty vehicles, off-road vehicles and equipment, agricultural vehicles and equipment, and marine vessels and other applications requiring speed converted power transmission.

It will now be apparent to those skilled in the art that other embodiments, improvements, details, and uses can be made consistent with the letter and spirit of the foregoing disclosure and within the scope of this patent, which is limited only by the following claims, construed in accordance with the patent law, including the doctrine of equivalents.