All wheel drive continuously variable transmission having dual mode operation

Abstract: An automatic transmission for an automotive vehicle includes a continually variable drive mechanism (16) having one sheave assembly (58,60) fixed to an intermediate shaft and an input sheave (54,56) assembly supported on an input shaft (12), a low speed gearset (22) driveably connected to the input shaft (12) and an output shaft (14), a fixed ratio drive mechanism (18) in the form of a chain drive providing a torque delivery path between the intermediate shaft (26) and a carrier (68) of the gearset (22), a transfer clutch (102) for connecting and releasing the sheave assembly (54,56) of the variable drive mechanism (16) and the input shaft (12), a low brake (98), a reverse gearset (20), a reverse brake (100), and a clutch (104) for selectively driveably connecting the output of the fixed drive mechanism (18) and a front output shaft (15).

Description: This invention relates to automatic transmissions for automotive vehicles. More particularly it pertains to such transmissions having a fixed ratio drive mechanism and a variable ratio drive mechanism. A conventional multiple speed transmission has a number of spaced speed ratio changes produced by selectively holding and releasing components of a planetary gearset. An infinitely variable transmission that employs two variable diameter pulleys, and a drive belt engaging the pulleys provides a continuously variable speed ratio over a broad range of engine speeds. A bladed hydrokinetic torque converter located in the drive path between an engine and the planetary gearing provides additional torque multiplication for accelerating a motor vehicle from rest. A stall torque ratio of about 2.5:1 may be realised using a torque converter. A continuously variable transmission combining a fixed drive unit, variable drive unit, and torque converter is described in UK Patent application GB-2180020, assigned to the assignee of the present invention. After the torque converter reaches its coupling phase, when the ratio of the hydrokinetic unit is 1:1, the drive ratio for the powertrain is reduced to 8:1 from approximately 20:1 when the fixed drive ratio is 2:1 and the final drive and axle system ratio is 4:1. At that time the variable ratio drive is activated. Upon further acceleration of the vehicle, the overall transmission ratio may be controlled from 8:1 down to 2:1. U.S. Patents 4,856,369, 4,836,049 and 3,203,277 describe continually variable transmissions that employ a variable drive mechanism and a fixed drive mechanism in combination with a torque converter and planetary gearing. The closest prior art document DE 32 12 769 A describes a continuously variable transmission for a motor vehicle comprising a power driven input shaft, an intermediate shaft and an output shaft. A variable ratio drive mechanism driveably connects the input and intermediate shafts for producing a continuously variable speed ratio between its input and output. A fixed ratio drive mechanism has a first element connected to the input shaft and a second element connected to the intermediate shaft. A gearset driveably connects the input shaft, the output shaft and the first element. Finally a transfer clutch is provided for alternately driveably connecting and disconnecting the input of the variable ratio drive mechanism and the input shaft. According to the present invention, there is provided a continuously variable transmission comprising: an input shaft; an intermediate shaft; an output shaft; a variable ratio drive mechanism having an input, and an output driveably connected to the input and intermediate shaft, for producing a continuously variable ratio of the speed of the input to the speed of the output; a fixed ratio drive mechanism having an first element, and a second element driveably connected to the first element and intermediate shaft; a first gearset driveably connected to the input shaft, output shaft and first element; a transfer clutch for alternately driveably connecting and disconnecting the input of the variable ratio drive mechanism and input shaft; and a low brake alternately holding against rotation and releasing an element of the first gearset, whereby the output shaft is driven at a slower speed than the speed of the input shaft when the low brake is engaged. A transmission embodying this invention has an advantage that it is able to accelerate a motor vehicle from rest through a speed reduction drive that bypasses a belt driven variable ratio drive mechanism so that the relatively large starting torque is carried by robust mechanical components and not by torque limited components, such as a drive belt. The transmission produces a continuously variable speed ratio over a range from the first gear (starting gear) ratio to the highest ratio, an overdrive ratio. The transmission is able to drive both front and rear wheels from two output shafts and without need for a transfer case to divide output torque carried on a single output shaft and to transmit torque to front and rear driveshafts. The invention will now be described, by way of example, with reference to the accompanying drawings, in which: Figure 1 is a schematic diagram of the kinematic arrangement for an automatic transmission according to the present invention; and Figure 2 is a chart showing the engaged and disengaged state of clutches and brakes of the transmission of Figure 1. Referring first to Figure 1, a continuously variable transmission according to this invention includes an input shaft 12, rear output shaft 14, front output shaft 15, variable ratio drive mechanism 16, fixed ratio drive mechanism 18, planetary reverse gearset 20, planetary low gearset 22, and various clutches for controlling the mechanical elements of the transmission. Fixed ratio drive mechanism 18 driveably connects output shaft 14, which is driveably connected by a carrier to a first sprocket wheel 24, and intermediate shaft 26, which supports a second sprocket wheel 28, sprockets 24, 28 being mutually driveably engaged through a chain 30. Alternatively, shaft 26 can be driveably connected to shaft 14 through another fixed ratio gear mechanism, such as a simple layshaft arrangement including gears in place of sprockets 24, 28 and an idler gear meshing with those gears so that shaft 26 turns in the same direction as shaft 14. The first sprocket 24 is rotatably supported on shaft 14; the second sprocket 28 is fixed to and rotatably supported on intermediate shaft 26. Preferably the speeds of sprockets 24 and 28 are substantially equal. The engine crankshaft 40 is driveably connected to a hydrokinetic torque converter 46 that includes a bladed impeller wheel 42 arranged in a toroidal fluid flow path with a bladed turbine wheel 44, arranged to be driven hydrodynamically by fluid exiting the impeller wheel. A bladed stator wheel 48 is located in the flow path between fluid entrance to the impeller and the fluid exit of the turbine. A one-way clutch 50 rotatably supports the stator wheel and allows it to rotate in one direction about the axis of shaft 12. The torus of the torque converter is filled with hydraulic fluid, and the turbine wheel 44 is supported rotatably on a turbine hub 52, which is connected driveably to input shaft 12. A hydraulically operated bypass clutch 53 alternately mechanically connects engine shaft 40 and input shaft 12 when clutch 54 is engaged, and allows impeller 42 to drive turbine 44 hydraulically when clutch 53 is disengaged. The torque converter produces torque amplification and speed reduction until it reaches coupling speed. Input shaft 12 is connected, preferably through torque converter 46, to a source of power, such as an internal combustion engine or electric motor. Rear output shaft 14 is driveably connected to the drive wheels of a motor vehicle, preferably to the rear wheels. Front output shaft 15 is driveably connected to the drive wheels of a motor vehicle, preferably to the front wheels. Alternatively, output shaft 14 can be connected to the front axles, and output shaft 15 can be connected to the rear axles. Variable ratio drive mechanism 16 includes a first sheave assembly, which includes pulleys 54, 56 supported rotatably on input shaft 12, and a second sheave assembly, which includes pulleys 58, 60 fixed to and supported rotatably on intermediate shaft 26. The axial position of one of the first pair of pulleys 54, 56 is fixed on the input shaft, the other pulley of the pair is moveable axially along the shaft, preferably in response to hydraulic pressure applied to an actuating device, so that the radial position of the drive belt 62 moves in accordance with the axial position of the axially displaceable pulley due to the inclined surfaces of the pulley faces that engage driveably the lateral surfaces of the drive belt 62. Similarly, one of the pulleys 58, 60 on shaft 26 is fixed in its axial position, and the other pulley is axially displaceable so that the inclined inner faces of the pulleys are continually engaged at a variable radial position on the lateral surfaces of drive belt 62. Movement of the displaceable pulleys is mutually co-ordinated so that they maintain driving contact with the belt. In this way the speed ratio produced by mechanism 16 is continuously variable. Gearset 22 includes a sun gear 63 permanently connected driveably to input shaft 12, a ring gear 64 coaxial with and surrounding the sun gear, a set of planet pinions 66 meshing with the sun gear and ring gear, and a carrier 68 rotatably supporting planet pinions 66 and driveably connected to output shaft 14. The reverse gearset 20 includes a sun gear 70 driveably connected to input shaft 12, a ring gear 72 coaxial with and surrounding sun gear 70, a first set of planet pinions 74 meshing with ring gear 22, a second set of planet pinions 76 meshing with sun gear 70 and the first set of planet pinions 74, and carrier 68, which rotatably supports the pinions 74, 76 and is driveably connected to sprocket 24. The elements of the transmission according to this invention are controlled operatively by various clutches and brakes, preferably hydraulically actuated friction devices, including low brake 98, reverse brake 100, transfer clutch TRF 102, and torque on demand (TOD) clutch 104. These clutches may be hydraulically, mechanically or electrically operated. Low brake 98 alternately holds ring gear 64 against rotation and releases the sung gear to rotate; reverse brake 100 alternately holds and releases sun gear 72 to rotate; transfer clutch TRF 102 alternately driveably connects and releases pulleys 54, 56 and shaft 12; and torque on demand (TOD) clutch 104 alternately driveably connects and releases intermediate shaft 26 and output shaft 15. First or low gear is produced by engaging low brake 98 and releasing all the other friction elements, except that clutch 104 is engaged when both front and rear axles are driven, as discussed below. Brake 98 holds ring gear 64 against rotation, and sun gear 62 is driven by the input shaft 12. Therefore, carrier 68 and shaft 14, which is connected driveably to the rear wheels, are underdriven in the same direction as the direction and speed of the engine. Carrier 68 can drive the front axle through drive mechanism 18, shaft 26, TOD clutch 104, and shaft 15. In this way, four-wheel drive and/or all-wheel drive can be produced by engaging clutch 104. TOD clutch 104 is engaged to directly connect front output shaft 15 to the power source, or engagement of clutch 104 is modulated to control the magnitude of torque transmitted to shaft 15. An upshift to the continuously variable range is accomplished by engaging transfer clutch 102 and disengaging the other friction elements. In the CVT mode, TRF clutch 102 connects input shaft 12 to a first sheave, whose pulleys 54, 56 drive the pulleys 58, 60 of a second sheave through belt 62 at a variable speed ratio that depends on the relative diameters of the sheaves where belt 62 engages the pulleys. Shaft 26, which is driven by pulleys 58, 60, drives sprocket 28, which drives the rear output shaft 14 and the rear wheels through chain 30, sprocket 24 and carrier 68. The TOD clutch 104 can be used to driveably connect the second sheave to the front output shaft 15, as described above. Preferably the speed ratio produced in first or low gear through operation of gear unit 22 is spaced slightly from the speed ratio at the lowest end of the continually variable range produced through operation of the variable ratio drive 16. In this way the transition from first gear to the lowest variable gear ratio is an upshift. Preferably the speed ratio in low gear is 2.833, at the low end of the CVT mode it is 2.018, at the mid-range of the CVT mode where both sheaves rotate at the same speed it is 1.009, and at the high end of the CVT mode it is 0.525. The speed ratio in low gear is 1.404 times greater than at the low end of the CVT range. Reverse drive is produced by engaging reverse band or brake 100, and disengaging the other friction elements, except that TOD clutch 104 may be engaged to drive the front wheels when desired, as explained below. These actions hold ring gear 72 fixed against rotation. Since sun gear 62 is connected to input shaft 12, pinions 74, 76 are driven rotatably by sun gear 70, carrier 68, which revolves due to rotation of pinions 72 on sun gear 72, is underdriven in the opposite direction in relation to the speed and direction of the engine. The rear wheels are driven in this way by carrier 68 through shaft 14. The carrier also drives sprocket 24, from which the front wheels are driven through the fixed ratio drive mechanism 18, TOD clutch 104 and front output shaft 15. Preferably the speed ratio in reverse drive is -2.385.

Claims: A continuously variable transmission comprising: an input shaft (12); an intermediate shaft (26); an output shaft (14); a variable ratio drive mechanism (16) having an input, and an output driveably connected to the input and intermediate shaft (12,26), for producing a continuously variable ratio of the speed of the input to the speed of the output; a fixed ratio drive mechanism (18) having a first element (24), and a second element (28) driveably connected to the first element (24) and the intermediate shaft (26); a first gearset (22) driveably connected to the input shaft (12), output shaft (14) and the first element (24); and a transfer clutch (102) for alternately driveably connecting and disconnecting the input of the variable ratio drive mechanism (16) and the input shaft (12); characterised by ; a low brake (98) alternately holding against rotation and releasing an element (64) of the first gearset (22), whereby the output shaft (14) is driven at a slower speed than the speed of the input shaft (12) when the low brake (98) is engaged. A transmission as claimed in claim 1, further comprising: a second output shaft (15); and a transfer clutch (104) for alternately driveably connecting and disconnecting the intermediate shaft (26) and second output shaft (15). A transmission as claimed in claim 1 or 2, further comprising: a torque converter (46) having an impeller (42) adapted for a driveable connection to a power source, a turbine (44) adapted for a hydrokinetic drive connection to the impeller (42) and driveably connected to the input shaft (12). A transmission as claimed in any one of the preceding claims, further comprising: a second gearset (20) driveably connected to the input shaft (12) and output shaft (14), for driving the output shaft (14) in a reverse direction and at a slower speed than the direction and speed of the input shaft (12); and a reverse brake (100) for alternately holding against rotation and releasing an element of the second gearset (20), whereby the output shaft (14) is driven at a slower speed and opposite direction than the speed and direction of the input shaft (12) when the reverse brake (100) is engaged. A transmission as claimed in claim 4, wherein the second gearset includes: a sun gear (70) driveably connected to the input shaft (12), a ring gear (72) surrounding the sun gear, a carrier (68) driveably connected to the output shaft (14), a first set of planet pinions (74) rotatably supported on the carrier (68) and meshing with the ring gear (72), and a second set of planet pinions (76) rotatably supported on the carrier (68) and meshing with the first set of planet pinions (74) and ring gear (72). A transmission as claimed in any one of the preceding claims, wherein the fixed ratio drive mechanism (18) includes a first sprocket (24) driveably fixed to an element of the first gearset (22), a second sprocket (28) driveably fixed to the intermediate shaft (26), and a flexible continuous element (30) driveably engaging the input sprocket wheel (24) and output sprocket wheel (28); and the variable ratio drive (16) includes a first sheave, a second sheave driveably fixed to the intermediate shaft (26), and a flexible continuous element (62) driveably engaging the input sheave and output sheave at steplessly variable radial positions. A transmission as claimed in claim 6, wherein the first gearset (22) includes a sun gear (63) driveably connected to the input shaft (12), a ring gear (64) surrounding the sun gear (63), a carrier (68) driveably connected to the first sprocket (24) and output shaft (14), and a set of planet pinions (66) rotatably supported on the carrier (68) and meshing with the ring gear (64) and sun gear (63).

Inventors: BEIM RUDOLF, MCCARRICK DANIEL WARREN, MELHORN BARRY JOHN, BEIM, RUDOLF, MCCARRICK, DANIEL WARREN, MELHORN, BARRY JOHN
Applicants: FORD GLOBAL TECH INC, FORD GLOBAL TECHNOLOGIES, INC.
Application year: 1999
Main classification: F16H47
IPC codes: F16H37