TRANSMISSION TORQUE CONVERTER

Abstract

A valve body for an automotive transmission includes a pressure regulator valve in the casting for controlling oil pressure within the torque converter. The valve has a bore to provide fluid communication with an exhaust circuitry in the transmission when the valve is moved by oil pressure from a first position to a second position. The regulator valve prevents excessive pressure and damage from ballooning of the torque converter housing. In an alternative non-lockup torque converter, a check ball in a modified separator plate moves to open and close an oil path in the plate to thereby control oil pressure.

Claims

1. An improved automotive transmission having a valve body with oil flow circuity and a torque converter in fluid communication with the oil flow circuitry, the improvement comprising; a pressure regulator valve in the valve body for controlling oil pressure within the torque converter and being movable between a first position and a second position; the pressure regulator valve having a hole for fluid communication with an exhaust in the circuitry when the valve is in the second position.

2. The valve body of claim 1 further comprising a spring to bias the regulator valve to the first position.

3. The valve body of claim 1 further comprising a check ball or check valve in the circuitry to control oil flow.

4. The valve body of claim 3 further comprising a separator plate with an orifice that is made when the check ball seats when the torque converter clutch is engaged, and which is unrestricted when the torque converter is disengaged.

5. The torque converter valve body of claim 3 wherein the check ball or valve moves between open and closed positions.

6. A method of controlling oil pressure within a torque converter of an automatic transmission having a valve body with oil circuitry, comprising: directing oil through a hole in a pressure regulating valve to a line in the oil circuitry.

7. The method of claim 6 further comprising directing oil flow in the circuitry with a check ball or valve.

8. The method of claim 6 further comprising biasing the regulator valve to a first position with a spring.

9. The method of claim 8 further comprising moving the regulator valve against the spring to a second position by oil pressure in the valve body/torque converter.

10. The method of claim 7 further comprising seating the check ball or valve, directing oil through an orifice that is supplied to engage the torque converter clutch.

11. The method of claim 10 further comprising unseating the check ball or valve to disengage the torque converter.

12. In combination with a torque converter without a lockup clutch, a valve body having oil circuitry for directing oil to and from the torque converter, the valve body comprising: a check ball or valve movable to open and close the oil path to the torque converter and thereby control the oil pressure within the torque converter.

13. The valve body of claim 12 wherein the check valve is a ball and the plate includes a seat to position the ball creating a seal.

14. The valve body of claim 12 further comprising a switch valve movable between a first position sealing the oil circuitry and a second position creating an oil flow path in the oil circuitry.

15. The valve body of claim 14 further comprising a bracket to control movement of the switch valve.

16. The valve body of claim 12 further comprising a regulator valve to regulate pressure in the oil circuitry.

17. The valve body of claim 16 wherein the regulator valve is spring biases for movement between first and second positions.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0018] FIG. 1 is a sketch showing the components of a torque converter with a lock up clutch, according to the present invention.

[0019] FIG. 2 is a photograph showing the prior art switch valve, pressure regulating valve, and springs for the automatic transmission circuitry.

[0020] FIG. 3 shows a portion of the transmission casing with the conventional pressure regulating valve and switch valve therein.

[0021] FIG. 4A is a side elevation view of the present invention.

[0022] FIG. 4B is a side elevation view of showing a prior art boost valve pressure regulating valve of the present invention.

[0023] FIG. 4C is a sectional view of the pressure regulating valve of the invention of FIG. 4A.

[0024] FIG. 4D is a section view of the prior art boost valve of FIG. 4B.

[0025] FIG. 5 shows the cover plate for the boost valve on the transmission casing.

[0026] FIG. 6 shows a separator plate for the transmission, having applicant's new one-way check ball.

[0027] FIG. 7A is a schematic diagram of a prior art oil circuit for an automatic transmission having a torque converter with a lock up clutch, in a locked position.

[0028] FIG. 7B is a schematic diagram of a prior art oil circuit for an automatic transmission having a torque converter with a lock up clutch, in an unlocked position.

[0029] FIG. 8A is a schematic showing the oil flow circuit according to Applicant's invention, in a locked condition.

[0030] FIG. 8B is a schematic showing the oil flow circuit of the invention in an unlocked condition.

[0031] FIG. 9 shows Applicant's pressure regulating valve in the transmission casting, with the spring removed for clarity.

[0032] FIG. 10 shows Applicant's pressure regulating valve with the torque converter clutch off or disengaged.

[0033] FIG. 11A is a sketch of a prior art torque converter with a clutch, and the solenoid in the ON position.

[0034] FIG. 11B is a sketch of the apply regulator valve of the present invention for a TC with a lockup clutch, and the solenoid in the ON position.

[0035] FIG. 12A is a sketch similar to FIG. 11A, with the solenoid OFF.

[0036] FIG. 12B is a sketch similar to FIG. 11B with the solenoid OFF.

[0037] FIG. 13A is a sketch a torque converter drain dump valve, without a lockup clutch, with the solenoid ON, according to the present invention

[0038] FIG. 13B is a sketch of the apply regulator valve for a torque converter without a lockup clutch, with the solenoid ON.

[0039] FIG. 14A is a view similar to FIG. 13A, with the solenoid OFF.

[0040] FIG. 14B is a sketch similar to FIG. 13B, with the solenoid OFF.

DETAILED DESCRIPTION OF THE INVENTION

[0041] In the present invention, a lock up apply regulator valve (TCAR) 36 replaces the pressure boost valve 33. The line pressure used to apply the lockup clutch piston 21 is fed through an orifice 35 (FIG. 8A) to the regulator valve 36, to isolate the pressure acting on the piston 21 from the main line pressure so it may be regulated to a lower pressure by the new system In the lockup apply oil circuit 17 (FIG. 3) while the TCC is in the locked position. A pressure reducing circuit 42 ((FIG. 7A) not present) is blocked by the regulator valve 36 and the circuit 45 is blocked with a new separator plate 51 (FIG. 6).

[0042] The new plate 51 replaces the large L shaped lockup feed hole in the prior art separator plate with the orifice hole 35 and the check ball hole, and also blocks the overdrive feed 45 to the TCAR valve 36.

[0043] A check ball 46 (FIGS. 6 and 8A) provides a bypass around orifice 35 for a fast exhaust of the lockup apply circuit 17-18 when the torque converter lockup circuit is commanded to an off or disengaged position.

[0044] In FIG. 6, the broken lines P1 (extending upwardly to hole 35) and P2 (extending to the left from the check ball 46) indicates line pressure flows from the lock-up valve to the restriction orifice 35. The one-way check ball 46 is contained within the casting and blocks the large hole. The solid line arrows P3 (downwardly from orifice 35) and P4 (extending to the right towards the check ball 46) indicates the lock-up solenoid in a deactivated state, causing the lock-up valve to stroke down, thereby opening the TCC apply circuit to exhaust. The check ball 46 moves off its seat, allowing more flow to exhaust. The prior art separator plate 51 also allows line pressure to boost while in overdrive. The prior art oil passage 45 (FIG. 7A) to the boost valve 33 from the overdrive circuit has been eliminated in the new separator plate 51.

[0045] In the conventional separator plate, the hole 35 and the check ball 46 do not exist, and there is unrestricted oil flow from the lockup valve 39 to the bottom of the switch valve 7.

[0046] In the present invention, the valve 36 replaces the line pressure boost valve 33 of the conventional system, along with a spring 37, which together act as a pressure regulator valve to the lockup apply oil circuit 17-18, without affecting the mainline pressure and while keeping the torque converter pressure at a safe level without ballooning damage.

[0047] The regulator valve 36 regulates pressure by directing oil in circuit 18 (FIGS. 3 and 8A) through the orifice 35 and then to valve 36 so as to act on area 47 (FIG. 4A and 8A). This oil pressure strokes valve 36 against the spring 37 and exhausts pressure in circuit 18 out the exhaust orifice 34 (FIG. 8A and 10).

[0048] With the TCAR valve 36 system, the overdrive circuit 45 is blocked by the new separator plate. Oil passage 42 is blocked by the valve 36. The TCAR valve 36 is a regulator valve. Regulator valves are used to control pressure in an oil circuit. The TCAR valve 36 serves a similar function to torque converter relief valves used in some other types of automatic transmissions. The valve 36 with its oil passages 18, 48 replaces the solid boost valve 33 of the prior art. When the lockup valve 39 is stroked to the ON position, the beginning of the Torque converter apply circuit 18 is supplied unrestricted flow of line pressure via lockup valve 39. This pressure then flows through orifice 35 in the separator plate 51 and closes the one-way check ball valve 46 over the hole in the separator plate 51 that resides next to orifice 35. The restricted oil from the orifice then flows to the base of the switch valve 7 and base area 47 of valve 36 via a passage through the valve body casting. Switch valve 7 is stroked, opening area 24 (fig.1) within the TC to exhaust, via passage 22 (FIG. 1) through the input shaft 23 (FIG. 1). Simultaneously the oil pressure that strokes switch valve 7 travels through area 31 (FIG. 1) pressurizing the TC applying Lock up piston 21 (FIG. 1). As the oil pressure increases in the TC apply circuit 18 during this time, it acts on area 47 of the apply regulator valve 36, when this pressure exceeds the force of spring 37, valve 36 moves, opening oil passage 18, 48 to exhaust orifice 34. This action allows pressures exceeding the force of spring 37 to exit the valve body thereby lowering the pressure in the TC apply circuit 18 because the supplied flow has been restricted by orifice 35. This continuous action is known as regulation. If the size of exhaust orifice 34 is equal to or greater than supply orifice 35 then the regulated pressure is determined solely by the force of spring 37. If greater pressure is desired, the size of exhaust orifice 34 may be made smaller only exhausting a portion of the supplied oil. This allows pressures to be set differently according to the application.

[0049] In FIG. 9, restricted line pressure comes from the bottom of the switch valve 7. When the line pressure overcomes the force of spring 37, the valve 36 moves to open the oil passage through its bores 18, 48 to the exhaust port 34in the cover plate. The regulated TCC apply pressure is determined by the force of spring 37 and the exhaust orifice 34 size.

[0050] In the prior art and the new invention, the exhaust orifice 34 does nothing while the TCC is off (with the exception of the prior art when overdrive is on while the TCC is off). In the prior art, the exhaust orifice 34 is a pressure bleed from the pressure reducing circuit 42 causing line pressure to boost when the TCC is on. In the new invention the exhaust orifice is the exhaust for the TCAR valve 36, and the orifice size can be used to set the desired pressure in the TC apply circuit when the TCC is in the ON position.

[0051] In auto racing, it is often desired to increase the engine K-factor. Applicant's copending application serial no. 15/832,234, which is incorporated here in reference in its entirety, describes an adjustable stator for adjusting the K-factor. Another option for increasing the K-factor is to starve the torque converter of oil. FIGS. 22 and 23 illustrate an embodiment for a torque converter without a clutch wherein a check valve or ball, which when seated starves the converter of oil. The oil drains from the torque converter through the input shaft, as shown by the oil flow path of FIG. 13A, and out the valve body. A DC solenoid controls the oil filling or draining of the torque converter. FIG. 14A shows the torque converter being charged or filled with oil through the input shaft, which unseats the check valve to permit oil flow.

Torque Converter Drain (Dump Valve)

[0052] This paragraph is a description of the condition of the prior art lockup solenoid and valve system being OFF as it pertains to FIGS. to 11-14. This operation is the same for all; it will be referred to as solenoid off going forward. The base diameter of the lock up valve 39 is supplied with line pressure oil through a very small orifice 52 within the valve body 36. This orifice 52 leads to an exit from the valve body that is covered by a direct current lock up solenoid assembly 38. This solenoid consists of a coil of wire 53 with positive and negative external connections allowing it to be operated. The coil encompasses a steel cylinder 54 that slides freely within the coil 53. Under the steel cylinder is a steel ball 55 that is partially contained within a cupped steel seat 56 with a hole through the center. This hole is lined up with the previously mentioned oil passage exiting the valve body 36 from the base of the lock up valve 39. When the solenoid 38 is not energized, the oil exits the valve body through the hole in the solenoid seat 56 and the steal ball 55 moves out of the way. The exit hole in seat 56 is much larger than the feed orifice 52 so not enough pressure is retained within the cavity to stroke the lock up valve 39 against its spring 58. When the lockup valve 39 is not stroked, Torque converter apply circuit 18 is open to exhaust i.e. no pressure or flow within the circuit.

[0053] This paragraph is a description of the condition of the prior art lockup solenoid and valve system being ON as it pertains to FIGS. to 11-14. This operation is the same for all; it will be referred to as solenoid on going forward.

[0054] When the solenoid 38 is energized, the coil of wire 53 creates an electromagnet which subsequently causes the attraction of the internal steel parts of the solenoid, i.e. cylinder 54 to ball 55 and ball to seat 56. The ball 55 covers the hole in the seat 56 that was formerly is exhausting the oil, allowing pressure to build within the cavity, thereby stroking the lockup valve 39 against its spring 58. When the lockup valve 39 is stroked to the ON position, the Torque converter apply circuit 18 is supplied unrestricted flow of line pressure via the passage opened by lockup valve 39.

[0055] FIG. 12A shows the prior art system with the solenoid off. Line pressure is blocked by the lockup valve 39 and circuit 18 is open to exhaust. The switch valve 7 is serving its regulating function as previously described on Page 2. Regulated Torque converter charge/lubrication pressure enters the TC through passage 22 (FIG. 1). This oil circulates through the TC providing a means for which to transfer motion from the impeller 27 to the turbine 28. This process creates heat due to the power losses of the oil, so the oil is able to exit the TC through area 23 then back to a different passage of the switch valve 7 and on to the oil cooler, transmission lubrication, and finally back to the pan where the oil starts the recirculation process again. This solenoid off Torque converter oil flow is the same for FIGS. 12A, 12B, 14A, and 14B and for lockup and non-lock torque converters alike.

[0056] FIG. 11A shows the prior art system with the solenoid on. Line pressure is supplied from the lockup valve 39 into TC apply circuit 18 which strokes the switch valve 7 to the TC ON position the oil travels on to area 31 pressurizing the TC and applying the clutch piston 21 within. In the previous art when the torque converter is locked, the cooler and torque converter fluid circuits are isolated, such that the pressure is unregulated, which can lead to excessive internal pressure and ballooning of the torque converter walls. When the torque converter is unlocked, the circuits are coupled, so as to regulate the pressure to approximately 135 psi, maximum, to prevent ballooning of the torque converter housing. FIG. 11B shows a system consisting of torque converter with a lockup clutch, in the solenoid on position with the addition of the lockup apply regulator valve 36 and its other applicable components. Hereby regulating the pressure in the torque converter to preventing ballooning damage and lowering the force exerted on the switch valve 7 preventing damage to switch valve stop 32.

[0057] FIGS. 13A, 13B, 14A and 14B show a Torque Converter Drain (Dump Valve) system in which a special Non-Lockup torque converter is used where the lockup clutch and piston 21 (FIG. 1) are removed. The previously described solenoid on sequence happens in the same manner until the apply oil in circuit 18 is blocked before it may enter the TC through area 31 (FIG. 1) by a one-way check ball (valve) 57 that is an addition specific to this system. The switch valve 7 is stroked and the torque converter is open to exhaust through passage 22 without being filled as it would be in a lockup application. As the oil pressure and ultimately oil volume decreases within the torque converter, there is less resistance against the engine, allowing RPM and K factor to increase. The solenoid off position works in the same manner as the conventional system since the one-way check ball (valve) 57 allows oil flowing from the TC to the go to the cooler and so-on. In this alternate embodiment the torque converter lock-up clutch has been eliminated, and the method normally used for lock-up has been repurposed to drain the oil from the torque converter thereby raising the K factor for racing applications. The Torque converter drain (dump valve) may be used in conjunction with the lockup apply regulator valve (FIGS. 13B and 14B) or as a stand-alone option (FIGS. 13A and 14B). When it is used with the lockup apply regulator valve system, the lock-up apply regulator valve 36 is used for regulating the pressure in circuit 18 to prevent damage to the switch valve stop 32.

Parts List

[0058]

TABLE-US-00001 FIG. PART NAME PART NUMBER NO. Main Pressure Regulator Valve (PR) 1 2 Main Pressure Regulator Valve Spring 2 2 (PR) Main Line Pressure Cavity 4 3 Sump 5 3 Other Cavity - 13 Torque Converter 6 3 Charge Oil Cooler Transmission Lubrication Circuit Switch Valve 7 2, 3 Switch Valve Lands 8, 9, 10, 11, 12 2 Torque Converter Oil Flow Circuits 13, 14, 15, 16, 3 17, 18 Switch Valve Compression Spring 20 2 Torque Converter Clutch Piston 21 1 Torque Converter Clutch Piston Release 22 1 oil - center of input shaft Input Shaft 23 1 Torque Converter Clutch Release Area 24 1 Impeller Hub 19 1 Torque Converter Cover 25 1 Released Position 26 1 Impeller (Drive Fan) 27 1 Turbine (Driven Fan) 28 1 Torque Converter Assembly 29 1 Transmission Stator Support 30 1 Area 31 31 1 Switch Valve Stop 32 2 OE/Standard Line Pressure Boost Valve 33 4B Line Pressure Boost Exhaust Orifice 34 5 Feed Orifice on Apply 35 6 New TCC Apply Regulator Valve 36 4A, 8A, 8B New TCC Apply Regulator Valve 37 6 Spring Lock Up Solenoid 38 11-14 Lock Up Valve 39 11-14 Engine Crankshaft 40 1 Flex Plate 41 1 Pressure Reducing Circuit 42 9A, 9B Dashed Line 43 1 Dashed Line 44 1 Circuit 45 9A, 9B Check Ball 46 6 Area 47 4A Hole 48 4A Bolt 49 1 Bolt 50 1 Separator Plate 51 6 Orifice 52 11-14 Coil Wire 53 11-14 Steel Cylinder 54 11-14 Steel Ball 55 11-14 Check Ball 57 11-14 Lockup Valve Spring 58 11-14

[0059] The invention has been shown and described above with the preferred embodiments, and it is understood that many modifications, substitutions, and additions may be made which are within the intended spirit and scope of the invention. From the foregoing, it can be seen that the present invention accomplishes at least all of its stated objectives.