SERVO MECHANISM FOR ACTUATING A FRICTION BAND ASSEMBLY IN A PLANETARY GEAR SET

Abstract: A self contained servo mechanism (10) for actuating a friction band assembly (13) in a planetary gear set. The servo mechanism is contained within a housing (25) which incorporates a piston chamber (32). The housing is demountably secured within a socket cavity (21) provided in the transmission case (11). An actuating piston (40) is slidably received within the piston chamber, and the actuating piston is operatively secured to an actuating pin (55) that is slidably received within a pilot bore (34) which penetrates the housing and which is aligned with the piston chamber. The actuating pin is, in turn, operatively connected to the friction band assembly within the transmission case. A cover (41) is secured to the transmission case not only to close the socket cavity and the interior cavity (12) of the transmission case from the environment but also to close the piston chamber and to define a pressure portion (51) of the piston chamber to act against the head (52) of the actuating piston. Feed means (80) are provided to effect hydraulic communication to the pressure portion of the piston chamber.

Description: The present invention relates generally to planetary gear sets. More particularly, the present invention relates to servo mechanisms employed in conjunction with planetary gear sets. Specifically, the present invention relates to servo mechanisms of the type employed to actuate the one or more friction band assemblies of the type generally associated with planetary gear sets. The purpose of an automobile transmission is to provide a neutral, at least one reverse and one or more forward driving ranges that impart torque from the engine to the driving wheels, as required for the necessary driving force and the desired performance. As is well known to the art, one widely accepted form of an automatic, vehicle transmission employs a compound planetary gear set that utilizes two braking bands to apply the friction required to obtain the desired function of the compound planetary gear set. The operator selects the driving range from the neutral, forward (either the standard drive, the "Intermediate" or the "Lo" forward selections) or reverse, and the transmission automatically changes gear ratios in relation to the vehicle speed and the engine torque input, as permitted within the range selected. Vehicle speed and engine torque signals are constantly fed to the transmission in a manner well known to the art in order to provide the proper gear ratio for maximum efficiency and performance at all throttle openings. A planetary gear train consists of a centre, or sun, gear, an internal gear and a planetary carrier assembly which includes and supports the smaller planet gears, or pinions. When the sun gear is held stationary and power is applied to the internal gear, the planetary gears rotate in response to the power applied to the internal gear and thus "walk" circumferentially about the fixed sun gear to effect rotation of the carrier assembly in the same direction as the direction in which the internal gear is being rotated. When any two members of the planetary gear train rotate in the same direction and at the same speed, the third member is forced to turn at the same speed. For example, when the sun gear and the internal gear rotate in the same direction, and at the same speed, the planet gears do not rotate about their own axes but rather act as wedges to lock the entire unit together to effect what is known as direct drive. Whenever the carrier assembly is restrained from spinning freely, and power is applied to either the sun gear or the internal gear, the planet gears act as idlers. In that way the driven member is rotated in the opposite direction as the drive member. Thus, when the reverse drive range is selected, a band assembly is actuated frictionally to engage the carrier assembly, and restrain it against rotation, so that torque applied to the sun gear will turn the internal gear in the opposite direction in order to reverse the rotational direction of the drive wheels, and thereby reverse the direction of the vehicle itself. The present invention relates to the servo mechanism employed to actuate the friction band assembly. It should be appreciated that a second friction applying band assembly may also be employed when the engine compression, acting through the transmission, is being employed to effect a braking action. To understand this operation it is desirable to know that in a compound planetary gear set, multiple planetary gear sets may be employed, and adjacent planetary gear sets may utilize sun gears fabricated in one piece. Such adjacent planetary gear sets also generally connect the carrier of the first set to the internal gear of the second set. To make the two planetary gear sets effective a roller clutch assembly is generally employed to hold the carrier of the second set against rotation in at least one direction. A sprag assembly is also generally employed selectively to preclude the common sun gears from rotating in one selected direction. When the gear selector is positioned in the Intermediate range to maintain the gear ratio in a range which will not exceed, for example, what would be considered a "second" gear, and the accelerator is released, the vehicle will decelerate using the engine compression as the braking force. In this situation the drive wheels are not being driven by the output shaft of the transmission but, conversely, the drive wheels are driving the transmission through the output shaft. With the power thus being applied to the output shaft by the drive wheels, there is a tendency for the sprag within the transmission to overrun, and thereby become ineffective. To preclude that result, and thereby to prevent the sun gear from over-running, a second friction band assembly may be employed to keep the transmission in "second" gear in order to assure effective, dynamic "braking" by virtue of the engine compression. A servo mechanism of the type embodying the concepts of the present invention may also be employed to actuate this second friction band assembly. For even greater engine braking the transmission can be placed in the "Lo" range. At speeds below approximately 64 KPH (40 MPH) the transmission will shift to first gear. When the vehicle is coasting in first gear the roller clutch tends to over-run, and in this situation the first described friction band assembly may be employed to restrain the conjoined carrier and internal gear of the adjacent sets from over-running the roller clutch assembly, and thus maintain the transmission in first gear in order to assure effective, dynamic braking by virtue of the engine compression. The servo mechanism employed to operate each friction band assembly generally incorporates a hydraulically actuated piston assembly. Historically, the configuration of the transmission case within which the planetary gear set is housed was further complicated because it included a boss which had to be accurately machined in order to provide the necessary piston chamber within which an actuating piston assembly could reciprocate to effect operation of an associated friction band assembly. Such an arrangement is shown in US Patent No. 3353637. Transmission cases have historically been, and continue to be, metallic castings. Castings do, on occasion, incorporate voids, but even microscopic voids, which are likely to be considered as determining the porosity of the casting, can be adversely located, and can be of such localized abundance, that when the casting is machined one or more of the machined surfaces will prove to be unacceptable for the intended purpose of those surfaces. As should be readily apparent, the structural properties of strength and hardness required to make an acceptable transmission case are not necessarily conducive to providing a readily machinable casting. In fact, variations in the section thickness of a casting, and particularly a casting having the complexity of a transmission case, can cause localized hard, or soft, spots. Although one might ideally desire a more homogenous casting, such localized variations in the physical properties of the casting may not themselves negate the suitability thereof to serve as a transmission case. Unfortunately, however, such localized variations can adversely affect the ability of the casting to be acceptably machined. For example, the reaction of a machine tool against a localized hard spot can cause microscopic, if not macroscopic, grooves which could well preclude the effective sealing of the pressure chamber required for the piston assembly in a servo mechanism built into the transmission case, and such flaws might not be identified until after at least partial assembly of the transmission. But even if any such flaw were detected at the earliest possible opportunity, the result would be a rejected transmission case. In today's highly automated production facilities the rejection of components, and particularly major components, can not only severely increase the cycle time required to deliver that component to the assembly line but can also significantly increase the cost of that particular component. It is, therefore, a primary object of the present invention to provide an improved servo mechanism that will permit a significant reduction in the complexity of the transmission case with which the servo mechanism is to be employed. EP-A-0138201 discloses an arrangement which requires extensive machining of the transmission casing. US-A-2627946 discloses a mechanism for modulating the rate of engagement of a brake band. US-A-3095763 discloses a friction band actuating mechanism having a two-part housing. A friction band actuating servo mechanism and transmission case combination, and a friction band actuating servo mechanism, in accordance with the present invention are characterised over EP-A-0138201 by the features specified in the characterising portions of claims 1 and 2 respectively. The present invention also provides an improved servo mechanism, as above, which will permit a reduction in the machining operations required to prepare a transmission case for having the improved servo mechanism operatively secured thereto and thereby reduce the scrap rate for cast transmission cases and concomitantly reduce the cycle time for the production of such transmission cases. The present invention can provide an improved servo mechanism, as above, which is self contained. The present invention can also provide an improved servo mechanism, as above, which can be demountably secured to a transmission case as a self contained unit -- that is, when the servo mechanism is operating, all hydraulic actuating pressures are confined within the housing of the servo mechanism itself. The present invention can further provide an improved servo mechanism, as above, the principal components of which can be assembled into a sub-assembly that can be secured to a transmission case as a unit for operative connection to a friction band assembly in a planetary gear set contained within the transmission case. In general, a servo mechanism embodying the concepts of the present invention is self contained and may be demountably secured within an internal socket cavity provided in the transmission case. An access aperture provides communication between the socket cavity and the interior of the transmission case, and a closure face circumscribes the socket cavity. The servo mechanism has a housing, and the exterior of the housing presents a plurality of circumferentially spaced locating pilot means that cooperate with the socket cavity to orient the housing therein. The interior of the housing contains a piston chamber within which an actuating piston is slidably received. An actuating pin is secured to the actuating piston, and the actuating pin is slidably received within a pilot bore that extends longitudinally outwardly from the piston chamber interiorly of a pin pilot presented from the housing of the servo mechanism to guide the actuating pin as it operates within the interior cavity of the transmission case. The actuating pin is also operatively secured to a friction band assembly associated with the planetary gear set received within the interior cavity of the transmission case such that translation of the piston within the piston chamber actuates the friction band assembly. A cover is secured to the transmission case to coact with the closure face and thereby seal the socket cavity, and the interior of the transmission case, from atmosphere. The cover also coacts with the housing to close one end of the piston chamber and thereby define a pressure chamber to which the head of the actuating piston is exposed. The present invention is now described, by way of example, with reference to the accompanying drawings, in which:- Figure 1 is a cross sectional view of a servo mechanism embodying the concepts of the present invention taken substantially along line 1-1 of Figure 2 to represent the servo mechanism demountably secured to a transmission case and with the servo mechanism schematically depicted as being operatively connected to a friction band assembly of the type typically employed in a planetary gear set; Figure 2 is a reduced, end elevation of the servo mechanism, taken substantially along line 2-2 of Figure 1; Figure 3 is an end elevation, similar to Figure 2, but depicting an alternative embodiment of a servo mechanism embodying the concepts of the present invention; and, Figure 4 is an enlarged cross sectional view taken substantially along line 4-4 of Figure 3. One representative form of a servo mechanism embodying the concepts of the present invention is designated generally by the numeral 10 on Figures 1 and 2 of the accompanying drawings. The representative servo mechanism 10 is, as will be hereinafter more fully explained, operatively secured to a (vehicle) transmission case 11 which has an interior cavity 12 for receiving a planetary gear set. Inasmuch as planetary gear sets are well known to the art only that element of the planetary gear set to which the servo mechanism 10 is operatively engaged is depicted in the drawings. Specifically, a friction band assembly 13 is depicted with one end portion 14 thereof being adjustably secured, as by the set screw 15, to a relevant portion 11A of the transmission case 11 and with the other end portion 16 thereof being operatively connected to the servo mechanism 10 in a manner generally hereinafter more fully explained, selectively to preclude rotation of a desired member 18 in the planetary gear set. Typically, the servo mechanism 10 could selectively actuate the friction band assembly 13 frictionally to engage a carrier for the pinions of a planetary gear set. Member 18 could thus be schematically representative of a carrier assembly in a planetary gear set. To provide a modicum of environmental orientation Figure 2 depicts a pan 17 disposed beneath the transmission case 11. In the embodiment depicted in Figures 1 and 2, a receptacle 19 extends outwardly from a wall 20 of the transmission case 11, and the interior of the receptacle 19 defines a socket cavity 21 within which the servo mechanism 10 may be demountably secured. An access aperture 22 penetrates the wall 20 of the transmission case 11 to permit communication between the interior cavity 12 of the transmission case 11 and the socket cavity 21 provided interiorly of the receptacle 19. A drain opening 23 also penetrates the wall 20 to permit any fluid within the socket cavity 21 freely to drain into the interior cavity 12 of the transmission case 11. The receptacle 19, which extends outwardly from the wall 20, terminates in a closure face 24. The closure face 24 is oriented transversely of the receptacle 19 and circumscribes the socket cavity 21. The servo mechanism 10 employs a housing 25 which is adapted to be received within the socket cavity 21. The housing 25 may be configured with a substantially annular skirt portion 26 having a preferably cylindrical interior surface 28 and a substantially cylindrical exterior surface 29. The interior surface 28 extends between a sealing face 30 at one end of the skirt portion 26, and a transverse wall 31 which extends across, and substantially closes, the second end of the skirt portion 26. As such, the interior surface 28 constitutes the cylindrical wall of a piston chamber 32 which opens outwardly through that end of the skirt portion 26 defined by the sealing face 30. A pin pilot 33 extends outwardly from the transverse wall 31 in a direction away from the piston chamber 32, and a pilot bore 34 extends through the pin pilot 33. The pilot bore 34 is axially aligned with the piston chamber 32 and communicates between the piston chamber 32 and the exterior of the housing 25. When the servo mechanism 10 is received within the socket cavity 21 the pilot bore 34 communicates with the interior cavity 12 of the transmission case 11. A plurality of (axially extending) locating ribs (locating pilot means) 35 are preferably presented at circumferentially spaced locations about the exterior surface 29 of the skirt portion 26. The radial extent of the several locating ribs 35 is such that they will collectively engage the interior surface 36 of the socket cavity 21 to effect the desired radial orientation of the housing 25 within the socket cavity 21 such that the pin pilot 33 will effectively align with the other end portion 16 of the friction band assembly 13. As such, the interior surface 36 of the socket cavity 21 need, at most, only be machined to the degree necessary properly to engage the locating ribs 35 of the housing 25. Similarly, the radially outermost surface 38 on each locating rib 35 need be finished only to the degree necessary for the locating ribs 35 cooperatively to engage the interior surface 36 of the socket cavity 21 and effect the aforesaid alignment of the pin pilot 33 with the other end portion 16 of the friction band assembly 13. The sealing face 30 is presented from a radially enlarged rim 39 at one end of the skirt portion 26, and the enlarged rim 39 engages the closure face 24 to serve as a stop which determines the extent to which the housing 25 may be inserted within the socket cavity 21. As such, the locating ribs 35 and the enlarged rim 39 combine to serve as the locating pilot means which determines the position of the housing 25 relative to the socket cavity 21 when the servo mechanism 10 is demountably secured to the transmission case 11. It should now be apparent that the unblemished machine finish heretofore required on various surfaces of the transmission case to accommodate prior art servo mechanisms has been eliminated. Effective operation of a servo mechanism 10 embodying the concepts of the present invention requires only that an unblemished machine finish be provided on the relatively small surface presented by the hereinafter described chamfer 44. This result obtains in view of the fact that an actuating piston 40 is not received for reciprocation directly within the socket cavity 21, but is, instead, received within the piston chamber 32, as will hereinafter be more fully described. A cover 41 may be demountably secured to the receptacle 19. As depicted, the cover 41 has a (transversely oriented) closure surface 42 that is disposed in opposition to the (transversely oriented) closure face 24 at the outermost end of the receptacle 19. A plurality of mounting bolts 43 may be employed to secure the cover 41 to the receptacle 19, and in order for the cover 41 effectively to seal the socket cavity 21 -- and the interior cavity 12 of the transmission case 11 -- from atmosphere, the radially innermost edge of the closure face 24 may be chamfered, as at 44, to be engaged by a seal, such as the O-ring 45, received within a notch 46 which circumscribes the skirt portion 26 of the housing 25 at the appropriate axial location along the skirt portion 26. The O-ring 45 cooperatively engages the chamfer 44 when the mounting bolts 43 are tightened. When the mounting bolts 43 are tightened, an annular sealing surface 48 on the cover 41 is driven against the sealing face 30 at one end of the skirt portion 26. Driving the annular sealing surface 48 against the sealing face 30, in turn, axially forces the housing 25 inwardly relative to the socket cavity 21 to compress the O-ring 45 into sealing engagement against the chamfer 44. As such, that seal is effected irrespective of whether the closure surface 42 on the cover 41 fully engages the closure face 24 on the receptacle 19. Thus, only the chamfer 44 on the transmission case 11 need be provided with an unblemished machine finish to assure effective operation of the improved servo mechanism 10. The (axially directed) sealing face 30 on the skirt portion 26 may be recessed, as at 49, to receive a sealing means such as a square compression ring 50 which will compress as the annular sealing surface 48 on the cover 41 is forced against the sealing face 30 on the skirt portion 26 in response to tightening of the mounting bolts 43. The compression ring 50 thus effects a desired hydraulic seal between the cover 41 and the housing 25 to close the piston chamber 32 and delineate the pressure portion 51 of the piston chamber 32, the pressure portion 51 being interposed between the cover 41 and a head 52 of the actuating piston 40. The actuating piston 40 has a (central) hub portion 53 which extends axially away from the head 52. The interior of the hub portion 53 has an (axially oriented) bore 54 which opens through the head 52 and within which an actuating pin 55 is slidably received. A retaining ring 56 is received within an annular slot 58 that is recessed into that end portion of the actuating pin 55 which extends through the head 52 of the actuating piston 40. With the retaining ring 56 received within the annular slot 58 engagement of the retaining ring 56 with the head 52 of actuating piston 40 determines one limit to the range of relative motion permitted between the actuating piston 40 of actuating pin 55. The actuating pin 55 is also slidably received within the pilot bore 34 which extends axially through the pin pilot 33, but the diameter of that portion of the actuating pin 55 which is received within the pilot bore 34 is preferably larger than the diameter of that portion which extends through the bore 54 in the hub portion 53. A shoulder 59 delineates the transition between the two diameters, and an (annular) reaction ring 60 rests against the shoulder 59. The reaction ring 60 has a hub portion 61 which is engaged by the hub portion 53 on the actuating piston 40 to determine the other limit to the range of relative motion permitted between the actuating piston 40 and the actuating pin 55. As such, when the actuating piston 40 moves to the left (as viewed in Figure 1) the hub portion 53 of the actuating piston 40 engages the hub portion 61 on the reaction ring 60 and drives it against the shoulder 59 which, in turn, precludes further relative movement between the actuating pin 55 and the actuating piston 40 and effects axial translation of the actuating pin 55 in response to continued movement of the actuating piston 40. The reaction ring 60 also has a flange 62 which extends radially outwardly from the hub portion 61. A first compression spring 63 acts between the flange 62 on the reaction ring 60 and the under surface 64 of the head 52. A second compression spring 65 acts between the under surface 64 of the head 52 and the transverse wall 31. Hence, initial movement of the actuating piston 40 to the left as depicted in Figure 1 requires the application of a force to the head 52 of actuating piston 40 sufficient to overcome the resistive action of both first and second compression springs 63 and 65. Once the reaction ring 60 is engaged by the hub portion 53 of the actuating piston 40 further compression of first compression spring 63 is precluded, as is further relative movement between the actuating piston 40 and the actuating pin 55. Continued, joint movement of the actuating piston 40 and the actuating pin 55 may be effected merely by overcoming the resistive action of second compression spring 65. The force employed to effect the aforesaid movement of the actuating piston 40 constitutes the hydraulic pressure applied against the head 52 of actuating piston 40 from the pressure portion 51 of piston chamber 32. Hence, the use of the dual first and second compression springs 63 and 65 in staged joint, and single, operation permits smooth initial engagement of the friction band assembly 13 with the selected member 18 of the planetary gear set and thereafter assures firm locking engagement. The release of the friction band assembly 13 is also more smoothly effected by use of the dual, staged first and second compression springs 63 and 65, as is well know to the art. A skirt portion 66 circumscribes the head 52 on the actuating piston 40 and one longitudinal end of the skirt portion 66 merges with the circumferential edge of the head 52. The other longitudinal edge of the skirt portion 66 terminates in a bulbous rim 68, the (radially) outer surface 69 of which presents an (annular) seal receiving recess 70 within which an (annular) wiping seal 71 is received. The wiping seal 71 is thus interposed between the bulbous rim 68 and the (cylindrical) interior surface 28 within the skirt portion 26 of the housing 25 to maintain the integrity of the pressure portion 51 of the piston chamber 32 as the actuating piston 40 reciprocates therein. That portion of the piston chamber 32 other than that employed as the pressure portion 51 may communicate with the interior of the socket cavity 21 by virtue of a drain aperture 72 which penetrates the transverse wall 31 and which may, as depicted in Figure 1, be generally aligned with the drain opening 23 in wall 20 to communicate with the interior cavity 12 of the transmission case 11. A feed line, identified generally by the numeral 75 in Figure 2, communicates between a source of pressurized hydraulic fluid and the pressure portion 51 of piston chamber 32. A suitable male coupler 76 on the feed line 75 may be secured within the threaded female coupling arrangement 78 recessed into the transmission case 11. A first branch 79 of a passageway (feed means) 80 communicates with the feed line 75 through the female coupling arrangement 78 and extends axially along the receptacle 19 to open through the closure face 24. A second branch 81 of the passageway 80 is provided within the cover 41. One end of the second branch 81 is aligned with the first branch 79 when the cover 41 is positioned on the receptacle 19, and the other end of the second branch 81 opens into the pressure portion 51 of the piston chamber 32. That end of the second branch 81 which aligns with the first branch 79 may be counterbored, as at 82, to receive a sealing means, such as the O-ring 83 depicted. Turning now to the alternative embodiment of the servo mechanism depicted in Figures 3 and 4 and identified generally by the numeral 110, it too includes a self contained sub assembly that can be demountably secured to a (vehicle) transmission case 111. The servo mechanism 110, however, is depicted as being demountably secured to a socket cavity 121 which is configured as the interior of a bore 119, through the wall 120 of the transmission case 111 whereby the servo mechanism 110 gains access to the interior cavity 112 of the transmission case 111. The servo mechanism 110 has a housing 125 which is adapted to be received within the socket cavity 121. The housing 125 has a (substantially annular) skirt portion 126 with a preferably cylindrical interior surface 128 and an exterior surface configuration 129. The interior surface 128 extends between a sealing face 130 at one end of the skirt portion 126 and a stepped, or otherwise generally conically tapered, wall 131 which closes the second end of the skirt portion 126. The interior surface 128 constitutes the cylindrical wall of a piston chamber 132 which opens outwardly through that end of the skirt portion 126 defined by the sealing face 130. A pin pilot 133 extends outwardly from the apex of the stepped wall 131 in a direction away from the piston chamber 132, and a pilot bore 134 extends through the pin pilot 133 slidably to receive the hereinafter describe actuating pin 155. A plurality of (axially extending) locating ribs 135 may be presented at circumferentially spaced locations about the housing 125 and thus be included in the exterior surface configuration 129 of the skirt portion 126. The radial extent of the several locating ribs 135 is such that they will collectively engage the interior surface 136 of the bore 119 forming the socket cavity 121 to effect the desired radial orientation of the housing 125 within the socket cavity 121 such that the pin pilot 133 will effectively align with the appropriate end portion of a friction band assembly (not shown). As such, the interior surface 136 of the socket cavity 121 need, at most, only be machined to the degree necessary properly to engage the locating ribs 135 on the housing 125. Similarly, the (radially) outermost surface 138 on each locating rib 135 need be finished only to the degree necessary for the locating ribs 135 cooperatively to engage the interior surface 136 of the socket cavity 121 and effect the desired alignment of the pin pilot 133 with the appropriate end portion of a friction band assembly. The sealing face 130 is presented from a (radially) enlarged rim 139 at one end of the skirt portion 126, and the enlarged rim 139 engages the closure face 124 to serve as a stop which determines the extent to which the housing 125 may be inserted within the socket cavity 121. As such, the locating ribs 135 and the enlarged rim 139 combine to serve as the locating pilot means which controls the disposition of the housing 125 when the servo mechanism 110 is demountably secured to a transmission case 111. As was apparent from the description of the first embodiment of the servo mechanism 10 described herein, it should now also be apparent that the unblemished machine finish heretofore required on various surfaces of transmission cases fabricated to accommodate prior art servo mechanisms has been eliminated. Effective operation of a servo mechanism 110 embodying the concepts of the present invention requires only that a relatively unblemished machine finish be provided on the closure face 124 which circumscribes the socket cavity 121. This result primarily obtains in view of the fact that the actuating piston 140 is not received for reciprocation directly within the socket cavity 121, but is, instead, received within the piston chamber 132, as will hereinafter be more fully described. A cover 141 may be demountably secured to the transmission case 111. As depicted, the cover 141 has a (transversely oriented) closure surface 142 that is disposed in opposition to the closure face 124. A plurality of mounting bolts 143 may be employed to secure the cover 141 to the transmission case 111, and in order for the cover 141 effectively to seal the socket cavity 121 -- and the interior cavity 112 of the transmission case 111 -- from atmosphere, one need merely interpose a standard gasket arrangement 145 between the closure face 124 and the closure surface 142. A plurality of mounting bolts 143 may be employed to secure the cover 141 to the transmission case 111, and thereby appropriately compress the gasket arrangement 145. Such an arrangement works quite satisfactorily when the servo mechanism 110 is located above the fluid level within the interior cavity 112 of the transmission case 111 so that the servo mechanism 110 is exposed only to whatever fluid may splash thereagainst. The risk a fluid loss between the closure face 124 and the closure surface 142 is further minimized in view of the fact that the fluid within the transmission case 111 is maintained at a low pressure level. When the mounting bolts 143 are tightened, an annular sealing surface 148 on the cover 141 is driven against the sealing face 130 at one end of the skirt portion 126. The (axially directed) sealing face 130 on the skirt portion 126 may be recessed, as at 149, to receive a sealing means such as the square compression ring 150 which will compress as the annular sealing surface 148 on the cover 141 is forced against the sealing face 130 on the skirt portion 126 in response to tightening of the mounting bolts 143. The compression ring 150 thus effects a desired hydraulic seal between the cover 141 and the housing 125 to close the piston chamber 132 and delineate the pressure portion 151 which is interposed between the cover 141 and the head 152 of the actuating piston 140. The actuating piston 140 has a (central) hub portion 153 which extends axially away from the head 152. The interior of the hub portion 153 has an (axially oriented) bore 154 which opens through the head 152 and within which the actuating pin 155 is slidable received. A retaining ring 156 is received within an annular slot 158 that is recessed into that end portion of the actuating pin 155 which extends through the head 152 of the actuating piston 140. With the retaining ring 156 received within the annular slot 158 engagement of the retaining ring 156 with the head 152 of actuating piston 140 determines one limit to the range of relative motion permitted between the actuating piston 140 of actuating pin 155. The actuating pin 155 is also slidably received within the pilot bore 134 which extends axially through the pin pilot 133, but the diameter of that portion of the actuating pin 155 which is received within the pilot bore 134 is preferably larger than the diameter of that portion which extends through the bore 154 in the hub portion 153. A shoulder 159 delineates the transition between the two diameters, and an (annular) reaction ring 160 rests against the shoulder 159. The reaction ring 160 has a hub portion 161 which is engaged by the hub portion 153 on the actuating piston 140 to determine the other limit to the range of relative motion permitted between the actuating piston 140 and the actuating pin 155. As such, when the actuating piston 140 moves to the left (as viewed in Figure 4) the hub portion 153 of the actuating piston 140 engages the hub portion 161 on the reaction ring 160 and drives it against the shoulder 159 which, in turn, precludes further relative movement between the actuating pin 155 and the actuating piston 140 and effects axial translation of the actuating pin 155 in response to continued movement of the actuating piston 140. The reaction ring 160 also has a flange 162 which extends radially outwardly from the hub portion 161. A first compression spring 163 acts between the flange 162 on the reaction ring 160 and the under surface 164 of the head 152. A second compression spring 165 acts between the under surface 164 of the head 152 and the stepped wall 131. Hence, initial movement of the actuating piston 140 to the left as depicted in Figure 4 requires the application of a force to the head 152 of actuating piston 140 sufficient to overcome the resistive action of both first and second compression springs 163 and 165. Once the reaction ring 160 is engaged by the hub portion 153 of the actuating piston 140 further compression of first compression spring 163 is precluded, as is further relative movement between the actuating piston 140 and the actuating pin 155. Continued, joint movement of the actuating piston 140 and the actuating pin 155 may be effected merely by overcoming the resistive action of second compression spring 165. The force employed to effect the aforesaid movement of the actuating piston 140 constitutes the hydraulic pressure applied against the head 152 of actuating piston 140 from the pressure portion 151 of piston chamber 132. An (annular) skirt portion 166 circumscribes, and merges with, the head 152 on the actuating piston 140. The radially outer edge of the skirt portion 166 presents a bulbous rim 168, and an (annular) seal receiving recess 170 is recessed into the (radially) outer surface 169 of the bulbous rim 168. An (annular) wiping seal 171 is received in the seal receiving recess 170. The wiping seal 171 is thus interposed between the bulbous rim 168 and the (cylindrical) interior surface 128 within the skirt portion 126 of the housing 125 to maintain the integrity of the pressure portion 151 of the piston chamber 132 as the actuating piston 140 reciprocates therein. That portion of the piston chamber 132 other than that employed as the pressure portion 151 may communicate with the interior cavity 112 of the transmission case 111 by virtue of a drain aperture 172 which penetrates the stepped wall 131. A feed line (not shown) communicates between a source of pressurized hydraulic fluid and the pressure portion 151 of piston chamber 132. A suitable male coupler, also not shown, on the feed line may be secured to the (threaded) female coupling arrangement 178 recessed into the cover 141. A passageway 180 communicates with the feed line through the female coupler arrangement 178 and opens into the pressure portion 151 of the piston chamber 132. To facilitate assembly of the servo mechanism 110, and also to maintain the components thereof together without the cover 141 being secured against the housing 125 to close the piston chamber 132, a retaining ring 184 may be received within an (annular) recess 185 in the actuating pin 155. The engagement of the retaining ring 184 with the pin pilot 133 will maintain the actuating pin 155, and the actuating piston 140 connected thereto, within the housing 125, even against the biasing action of the first and second compression springs 163 and 165. As should now be apparent, the present invention not only teaches that a servo mechanism can be fabricated as a self contained sub assembly which can be demountably secured to a transmission case in such a way as to significantly reduce the complexity in the manufacture and preparation of a transmission case to receive a servo mechanism but also that the other objects of the invention can likewise be accomplished.

Claims: A friction band actuating servo mechanism (10) and transmission case (11) combination for selectively actuating a friction band assembly (13) in a planetary gear set in an interior cavity (12) of the transmission case, the combination comprising a socket cavity (21) presented from the transmission case (11), the socket cavity communicating with the interior cavity (12) of the transmission case; the friction band actuating servo mechanism (10) having a housing (25); locating pilot means (35) presented from the exterior of the housing (25), the locating pilot means engaging the socket cavity (21); a piston chamber (32) provided interiorly of and defined by the housing (25) and having a pressure portion (51); an actuating pin (55); an actuating piston (40) slidably received within the piston chamber (32) and operatively secured to the actuating pin (55); and feed means (80) to effect hydraulic communication with the pressure portion; characterised by a cover (41) defining the pressure portion (51) against the actuating piston (40); by a closure face (24) presented from the transmission case (11) and circumscribing the socket cavity (21); by a pilot bore (34) penetrating the housing (25) and being aligned with the piston chamber (32); in that the actuating pin (55) is slidably received within the pilot bore (34); in that the cover (41) is secured to the closure face (24) and operatively engages the housing (25) to close the piston chamber (32); and in that the feed means (80) is provided through the cover (41). A friction band actuating servo mechanism (10) for use in combination with a transmission case (11) as claimed in Claim 1, comprising a housing (25); the housing having a substantially annular skirt portion (26) with opposite ends, a substantially cylindrical interior surface (28) and a substantially cylindrical exterior surface (29); locating pilot means (35) presented from the exterior surface (29) of the skirt portion (26); a piston chamber (32) bounded by the interior surface (28) of the skirt portion; a first end of the skirt portion (26) opening into the piston chamber; an actuating piston (40) slidably received within the piston chamber; and an actuating pin (55) having opposed ends, one end of the actuating pin (55) being operatively connected to the actuating piston (40); characterised by said housing having a wall (31) extending across, and closing, a second end of the skirt portion (26); by a pin pilot (33) extending outwardly from the wall (31) in a direction away from the piston chamber (32); by a pilot bore (34) extending through the pin pilot (33), the pilot bore (34) being aligned relative to, and communicating with, the piston chamber (32); and in that the actuating pin (55) is slidably received within the pilot bore (34) with the opposite end of the actuating pin extending outwardly through the pilot bore.

Inventors: ARMSTRONG, DOUGLAS CHARLES
Applicants: GENERAL MOTORS CORPORATION
Application year: 1989
Main classification: F16H57
IPC codes: F16D65, F16H57, F16H1, F16H3, F16H63, F16D49, B60T1