CA1260733A - Throttle valve system for automatic transmissions - Google Patents
Throttle valve system for automatic transmissionsInfo
- Publication number
- CA1260733A CA1260733A CA000503273A CA503273A CA1260733A CA 1260733 A CA1260733 A CA 1260733A CA 000503273 A CA000503273 A CA 000503273A CA 503273 A CA503273 A CA 503273A CA 1260733 A CA1260733 A CA 1260733A
- Authority
- CA
- Canada
- Prior art keywords
- throttle valve
- bore
- throttle
- valve member
- spring
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
- F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
- F16H61/0262—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being hydraulic
- F16H61/0276—Elements specially adapted for hydraulic control units, e.g. valves
- F16H61/029—Throttle valves
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
- Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
- Y10T137/00—Fluid handling
- Y10T137/4238—With cleaner, lubrication added to fluid or liquid sealing at valve interface
- Y10T137/4245—Cleaning or steam sterilizing
- Y10T137/4273—Mechanical cleaning
Abstract
ABSTRACT
The present invention provides an improved throttle valve regulating system for automatic transmissions for motor vehicles. In such automatic transmissions, the throttle valve reciprocates in a bore as a result of the action of a plunger and a throttle valve spring to control the flow and pressure of transmission fluid or oil to effect gear shifting. The present improvement provides a rigid spacing element of predetermined length received within the throttle valve spring for urging the valve towards a full throttle position in the event that the valve sticks in the bore in a lower throttle position. The system further in-cludes a high rate spring located in the full throttle po-sition in the bore to prevent sticking of the valve in that position, and a low rate spring similarly positioned in the bore to counteract the force of the throttle valve spring for returning the throttle valve to a low throttle or zero position. the reciprocating throttle valve includes at least one land or circumferential flange having sharpened edges for shearing large particles or other impurities in-troduced into the bore with the transmission fluid which might otherwise become wedged between the valve and the bore and cause sticking of the valve in a fixed position in the bore.
The present invention provides an improved throttle valve regulating system for automatic transmissions for motor vehicles. In such automatic transmissions, the throttle valve reciprocates in a bore as a result of the action of a plunger and a throttle valve spring to control the flow and pressure of transmission fluid or oil to effect gear shifting. The present improvement provides a rigid spacing element of predetermined length received within the throttle valve spring for urging the valve towards a full throttle position in the event that the valve sticks in the bore in a lower throttle position. The system further in-cludes a high rate spring located in the full throttle po-sition in the bore to prevent sticking of the valve in that position, and a low rate spring similarly positioned in the bore to counteract the force of the throttle valve spring for returning the throttle valve to a low throttle or zero position. the reciprocating throttle valve includes at least one land or circumferential flange having sharpened edges for shearing large particles or other impurities in-troduced into the bore with the transmission fluid which might otherwise become wedged between the valve and the bore and cause sticking of the valve in a fixed position in the bore.
Description
1~26~
IMPROVED THROTTLE VALVE SYSTEM FOR AUTOMATIC TRANSMISSIONS
BAC~GROUND ART
The subject matter of the pre~ent i~vention relate~ to automati~ tran~mission~ ~or motor vebicles. More specific-ally, it relate5 to an improved throttle valve system for an automatic transmission which i8 specifi~ally designed to eliminate sti~king of the val~e as it reciprocates i~ it~
bor~.
Generally speaking, automatic transmissions for motor vehicle~ include various gear arrangements with appropriate clutch plates and ~ands responsive to hydraulic oil pressure to effect shifting of the gears in response to the speed of the vehicle. A val~e body and casing form the basic ele-ment~ o~ the automati~ transmission. The valvs body and casing contain variou~ int~r-relate~ passages, valves, springs and orifices such that the valve body receives sig-nals in the form o~ hydraulic pressures which route trans-mis~ion--oil through appropriate passage~ i~ the cas~ng to ~luteh plates an~ bands to automat~cally effect sequential ~hifting of gears. The valve bo~y it elf cooperat~ with a separator plate aisposed between the valve body and the cag~n~. The separator plate includes ori~i~es and ope~ing~
o~ ~lfferen~ size which cc~mun~ca~e wi~h in~er-related pa~-~age~ in the valve body and casing to rou~e oil through ~he trans~issio~ and ul~imately ef~ec~ gear shi tingD For a ~uller ~iscus~ion of the ~alve body, and ~eparator plate, ~nd the m~nner in whi~h ~hese ele~ents cooperate in an auto-~tic tran~ sion, atten~ion is respestfully airected o United States Patent No. 4,449,426 issued to the present ~pplicant on May 22, 1984.
An e~sential com~onent of ~he valve body o~ an auto-E~tlc tr~nsmi~sion i5 the ~hro~tl~ valve ~yst~m. A~ i~ well known in the art, ~he thro~tle val~e of an au~omatic trans-m~8~io~ regulate~ ~he flow o~ transmi~sio~ oil through ~he VBlYC bo~y. ~ore ~pec~fically, ~he throttle v~lv~ recipro-c~tes ln a bore or ~leev~, and ~h~ po~i~ion o~ th~ throttle ~ 8 controlle~ by the depxe~ion of the accelerator b~
~Z~(~7~33 pedal of a ~lotor vehicle through an appropriate lin~age system. The throttle valve may be moved between a first zero or low throttle position and a second high or full throttle position. The position of the throttle valve in the bore regulates the flow of transmission oil by blocking or permitting fluid flow through different openings defined in the bore. The basic operation of the throttle valve is well known to those skilled in the art.
One major cause of automatic transmission failure results from the stickin~ of the throttle valve in its bore. If the throttle valve becomes stuck in the bore and fails to reciprocate in relation to accelerator pedal depression, the transmission system receives an inaccurate pressure signal resultin~ in slippage and clutch and band failure. Sticking of the throttle valve is most commonly caused by particles or other contaminants introduced into the system and circulated by the transmission oil itself.
Any particles or other matter having a largest dimension greater than the clearance provided between the periphery of the throttle valve and its bore may potentially become wedged therebetween. Such wedging is the principal cause for the sticking of the throttle valve and thus is a significant factor in automatic transmission failure.
It is an object of an aspect of the present invention to overcome the problem of sticking o~ throttle valves by providing an improved throttle valve system capable o~
shearing particles which may become wedged to a size in which they no longer ara capable of wedging between the valve and its bore.
It is an object of an aspect of the invention to provide an improved throttle valve system which provides positive additional force applied to the throttle valve only at such times when that valve is stuck.
It is an object of an aspect of the invention to provide an improved throttle valve system which alerts a driver with a positive physical indication when the val~e b~comes stuck.
~Z~0~33 Other object~ ar~d advantages of the ~mproved thro'c~le valv~ sy~tem will ~eoome apparent i~ the following discus-sion o t}le ~mproved sy~tem.
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7;~;~
SUMMA~Y OF T~E INV~NTION
A throttle valve sy~tem for an automatic transm~ssion for a motor ~ehicle include~ a slidable throttle valve mem-ber reciprocally movable in a bore for regul~ting the flow of transmission oil. The valve member i~ moved in the b~re by a spring mounted to one end thereof, and the spring i~
urged by a plunger acting at its other end. The plunger is coupled to th~ accelexator pedal of the veh~cle through appropriate linka~e so that depression of the accelerator pedal moves the valve member in the bore between a low ~hrottle position and a full or wide open throttle position.
A spacer element~ preferably ~ormed fro~ a durable metal ~uch as steel, i~ freely positioned within ~he throttle valve spring. The length of ~he spacer element i~ less than the length of the throttle valve spr~ng when the spring is in a relaxed position. In the event that the spring becomes compressed to less ~ha~ a prede~ermine~ length, (whi~h length ~8 defined by the length of ~he spac~r element there-i~) a~ w~ll occur when valve me~ber sticks in the bore, the 6pacer me~ber itsel~ i8 urged dire~tly against one end of ~he stuck valv~ by the actio~ of the plunger thereon to fxee ~h2 ~al~eO
In other aspect~ o~ the invention, the valve member defines lands or ~lanye~ around i~ periph~ry havi~g edge~
wh~ch ~re s~f~iciently sharp to shear larg~ sized particles which ~ght otherw~e becom~ wedged between th~ ~alve me~ber a~d the inner sur~ace of ~he bore to cause ~ticking of the valve in the ~oreO A high ra~ compre~ion pring i~ lo eate~ in the Wi~2 open ~hrottle positio~ of ~he bore is provi~ed ~o preven~ the valve member fro~ b~o~i~g or abu~-tlng agai~t the end wall o~ t~e bore whi~h m~ght al~o re-~ult ln ~t~k~ng of the valve in that po~ on. ~ low ra~e c~mpre~3ion ~pring iB sim~l~rly ~oc~ted iD ths wide open throttl~ p~s1~io~ of bo~e ~o aE~i~t th~ va Ye membe~ in its retur~ ~o the zero ox low thro~tl~ po~t~on when pres~ure on th~ acceler~tor pedal i~ relieve~.
_, .
Other aspects of this invention are as follows:
A throttle valve system for automatic transmissions including a throttle valve member movable within a bore between two predetermined positions, a plunger for driving the throttle valve member in said bore, a throttle valve spring disposed between the plunger and the valve member for transmitting the force e~erted by the plunger to the throttle valve member, and a rigid spacer element freely mounted within the throttle valve spring, said spacer element being of a length less than the length of said throttle valve spring when said spring is in its normal operative position, said spacer e~ement adapted to exert a force directly on said throttle valva member if said valve member sticks in said bore and is no longer movable with said throttle valve spring, said spacer element directly abutting against said valve member and applying a force thereagainst, under the urging of said plunger, only i~
said valve member is stuck in said bore and said throttle valve spring is compressed to a length substantially equal to the length of said spacer element, said spacer element not directly abutting against said valve member during normal operation of said throttle valve system.
~ throttle valve system for automatic transmissions including a throttle valve member movable in a bore, a plunger for driving said throttle valve member in said bore, a throttle valve compression spring disposed between said plunger and said throttle valve member for transmitting forces from said plunger to said throttle valve member, and a rigid spacer element disposed within said throttle valve spring, said rigid spacer element having a length less than the length of said throttle valve spring in its non-compressed state and directly abutting against said valve member and applying a force thereagainst under the urging of said . . ,, ~ .
'" ,.:
., : :' , plunger only if said valve member sticXs in said bore and does not move with said throttle valve spring, said spacer element not directly abutting agains~ said valve member during normal operation of said throttle valve system, the outer surface of said throttle valve member and the inner surface of said bore defining a clearance therebetween, the outer surface of said throttle valve member having at least one sharpened edge for shearing particles wedged in said clearance.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 of the drawings illustrates a schematic view of a throttle valve system for automatic transmissions for motor vehicles.
Figure 2 of the drawings is an exploded view illustrating the different components of the improved throttle valve system in accordance with the present invention;
Figure 3 is a schematic view of the components illustrated by Figure 2 in their operative position; and Figure 4 is a detailed illustration of an improved throttle valve member in accordance with the present invention.
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:~ Z6V~33 DISCUSSION OF q~8E P~EFE~RED EMBODII~ENT OF 'r~IE INVENTION
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The ~pecific deta~l~ of the improved throttle valve sy~te~ ~sr automatic tran~mifi~ions w~ll now be di~cussed with referen~e to figures 1 4 of the drawingæ. Figure 1 illustrate~ a ~chematic view of a throttle valve system coupled to an accelerator pedal of a motor vehicle~ as for example an automoblle. The thro~tle valve sys~2~, illus-trated generally by the reference numeral 2, c~nnected to an accelerator pedal 4 via a conventional linkage ~ystem gen-erally designated by the reference numer~l 6. As the ac-celerator pedal.i~ depresse~, a ~am 8 urges ~ throttle valve plunger 10 in a leftward direction a~ shown i~ Figure 1.
~he plunger is reciprQcally movable in a bor~ 12 ~nder ~he urging of the c~m. The end of the plunger remote from the ca~ is coupled to one end of a throttle valve compression ~pring 14. A throttle valve member 16 i~ coupled to the other end of the compression spr~ng-14 80 ~hat the ~ompre~-6ion spring i~ di~posed be~ween the plunger 10 and th~
thro~tle valve memb~r 16.
It is apparent $ro~ ~he above-deserIbed arrangement tha~ th~ thro~tle ~al~e member its~lf in reclprocally v-~ble wi~hin the bore 12 un~ex the d~rection an~ urgi~g o th~ plunger 10 and the ~ompre~sion spring 14. As ~he plun-ger -~ 8 urged towards the le~t by the ca~ 8, the throttle val~e ~pring 14 i~ compressed and exerts z le~t~ardly di~-re~t~d force on the throttle valve member 16 ~o move ~ha~
~e~ber in a leftward direction a~ shown i~ figure 1. The pcsition o~ ~be thro~tle valve 16 in Figure 1 i~ at wide open ~hrottle, ~amely ~t or near t~e leftmo~t posi~io~ in the bore 12. I the pre~sure on t~e accelerator pedal 4 i~
~el~eved, ~he l~nkage and ~he ~a~ will urye the plunger 10 in R rightwaxd direction~ ~ t~e plunger move~ right~ward, th~ thr~ le valve pri~g 14 ex0rts no :forc~ on ~he valve ~De~er 16. O~l pre~ur~ iD~roauce~ ~hrough bore 26 then ~au~e~ the lvalve to move rightwar~lly in the bor~ 12. Ac-cor~lngly~ when ~he ~hro~le Yalve syç~ 8 operating ~' . ',. "' ~ ~ ' 7 ~3 properly, th~ po.~tion of the throttle valve member ~n the bore ~ controlled by the extent to which the accelerator pedal 4 i8 depressed. The throt~e valve i~ reciprocally movable under the urging of the plunger 10 and th~ com-pression spring 14 between a full throttle (left most) po~
sition and a lift or zero throttle (rightmo-~t) position in ~he bore 12.
As is known to those skilled in the art, ~he throttle val~e sy~tem include~ a ~ource liDe 18 coupled to a source of transmi~sio~ oil or fluid. A pump (not ~hown~ supplies line 18 with such hydraulic fluid. A fluid llne 20 is also proYided to enable the hydraul~c fluid to flow from the source line 18 to a throttle valve opening or ~ùct ~2, pro-vided that source li~e i8 ~ot obstructed ~y the pos~t~on o~
the throttle valve 1~. The throttle valve syst~m al~o in-cludes an exhaust line 24 disposed above a~d below the ~hrottle val~e 16~ an~ a balance oil line 26 ~apted to provide a portion o the hydraulic fluid to the left most en~ of the throttle val~e as ~hown in Figure 1. In opera-t~on o the ~hrottle valve ~ystem, the position of ~he ~alve rel~tlve to the sourc~ llne 18 dete ~ nes ~he exte~t o~ flow o~ hy~r ul~ fl~ia fro~ the ~ource through ~h~ l~n~ 20 an~
out the duct 22. The pre~sure of the hydraulic fluid flow ~ng out the duct 22 ulti~ately controls the shlfting of the tr~D~ sion. A~cordingly~ shifting of the transmi~sion i~
cont~olle~ by the plunger and the spring wh~Gh con~rol ~he po~t$on of ~he ~hrottle ~alve 16. The plunger 10 i~ con-~tructed fiO that at no ti~ d~ it obstru~t the flow of hy~r~ul~c flu~d from line 20 ou~ ~he duc~ 22. Thi~ may be accompl~shed, by provid~ng ~he plun~er w;th a larger head port~on which ~s alway~ po8iti~ned to the left of the duct 22 by ~op mean ~nd a narrowex shaf~ extendi~g righ~war~ly fra~ ~h~ laxger heaa, th~ ca~ 8 ~cting upo~ this narrow ~hnft. ~eord$nglyJ only ~he narrow ~haft, whi~h doe6 not ~ub~tantlally o~s~ruct ~lu~d flow~ i8 d~spos~d between li~e 20 ~n~ ~uc~ ~ a~ ~11 t~mes.
__ lZ6~ 33 ~ lthough not directly rele~ant to the present inven tion, it i8 noted that the bor~ 12 includes add~tional ducts 28, 30, and 320 As the plunger 10 aavance~ t~ the left in figure 1, ducts 28, 30 and 32, in aadi~ion to t~rottle valve du~t 22, communicate with hydraulic fluid flowing through line 20. Thus, when the plunger is in it~ le~ most posi-tion, hydraulic fluid flow~ ~imultaneously through duct~ 22, 280 30 and 32. The hydraulic fluid flow through ducts 28, 30 an~ 32 perform functions not directly relevant to the subject matter o the present invention.
A~ is evident from the above di~cussion, th~ recipro-~ating movement of the throttle ~alve member 16 in the ~ore 12 i critical ~o ~he proper operat~on of an automatic tran-smission. If the valve malfunctions by ~ticking ~ a fixed position within the bore, ~luid flow and pressure through the duct 22 will be incorrect for vehicle operating condi-tion~, there~y providing ~n inaccurate pre~sux~ ~ignal to the tr~smission. Accordingly, the sta~e of opera~ion of th~ transmi~sio~ will not correspond to actual enqi~e torque a~ tra~smis~io~ ~ailure i8 likely. A-~igni~icant cau~e of stuck ~hrottle valve~ re~ul~s ~rom the wedging o~ particles or other impuri~le~ betwee~ the ou~e~ surfac~ o~ ~he valve me~ber and the inner sur~a~ o~ the bore in which ~ moves.
Figur~ 2 of ~he drawingQ illu~trates an exploded view o the components of the throttle valve 8y~e~ includin~ the ~mprovements provided ~y the pre~ent ~ven~ion. The ~hrottle ~alve 1~ in~ludeE a plurality o~ l~nds or flange~
34,36, an~ 38. The thro~tle valve compres~ion spring 14 i~
d~po~ed to the right of the valve member, ~nd the ~haft of 40 of the plunqer 10 (generally ~llu~rated in ~igure 1) i~
show~ ex~end~g from the r~ght of ~ ~leeve ~2. The ~leeve ~n~lude~ ope~ings 44, ~6, and ~8 whi~h corre~pond to the duct~ 22, 2~, ana 30 ~lus~rate~ ~ F~yure 1. The plunger ~nclud~ ~ head (D~g 8~0wn) hav~g a ~ia~e~r ~ub~a~t~lly equ~v~lent ~o t~ neg d~au~er of th8 sl~eve 42 ~o t~t th~ pl~ger i~ movable i~ th~ ev~ T~e plunger head i~
alway~ ~aln~ained ~o ~he le~t of open~ng 44 i~ the ~lee~ by ~6V~33 _9_ ~ able stop means. Accordingly, the head of the plunger does not o~struct opening 44 through which hydraul~c fluid ~ay flow.
A ~pacer element or member 50, preferably a cylindrical ~teel rod, i~ received within the throttle valve spring 14.
The length of the spacer eleme~t 50 i~ less than the length of the throttle ~alve spring 14 when th~$ spring i~ in it~
normal ~stressed state. As al~o illustrated by Figure 2, a hig~ rat~ ~ompre~sion spring 52 and a larger diameter low rate compression spring 54 are positioned to the le~t of throttle ~alve 16. As will be explained more fully below, springs 52 and 54 are mounted in the bore in whi~h the throttle valve reciprocate~ prox~mate to the ~ull throttle po~it~sn of the valve. Spring 52, which is received wi hi~
~pr~ng 54, acts on the left end of lard 34 while spring 54 act~ on the left end of the larger land 36. The diameter o~
the low rate ~pring 54 i~ sufficiently large to permit the ~mall~r land 3~ of the throttle valve 16, to be received w~thl~ ~he lo~ rate ~pring 54 while thi~ ~pring act~ on the larger a~ am~ter ~and 36.
F~gur~ 3 of the drawi~gs illu~trate~ a schema~s view o~ the components of the throttle valve ~ystem discu~se~ i~
Figure 2 ~n ~h~r as~emb~ed pnsition. The various ope~ing~
~d ducts illustratea in Figures l and 2 have been omi~ted fox purpo~es o~ clarity. Figur~ 3 show~ the plunger 10 ~riving ~he throttle valve 1~ via t~e intermmedia~e throttl~
v~lv~ co~pre~sion spring ~4. The ~pac~r elemen~ 50 which i~
o a length le~s ~han the length of ~he thro~tle valve 3prlng in $t~ u~compre~sed ~t~te, i~ positioned freely with-~n ~he throt~le valve ~prl~g and doe5 not a~ut again~ the throttle v~lve mem~er ~6 or the plu~er 10~ I~ the sy~tem 1~ oper~ting properly, th~ throt~le valve i8 moved in the ~or~ 12 towar~ ~he le~t (full throt~l~ pofi~tion) only by the ~rg~g of the throttle val~e ~pr~ng 14 act~ng on ~he r~ght en~ of ~h~ ~lve member 16~ ~he le~tmo~ end of ~he bore 12 1B ~e~gn~t~ by reference n~eral 58. The ~prinq eh~r ~
73~
--lU--teristic of t:he thro~tle valve spri~g and the length of the ~pacer member 50 are ~elec~ed such that the ~pr~ng will move the valve towards the left but not be c~mpressed to a length equal to the smaller length of the spacer member 50. A~-cordingly, under normal operating condition~, the spacer member 50 will not be urged against the valve member 16.
In the event that the valYe becomes ~tuck {n the bore and cannot be moved further left by the force o$ ~he spring 14~ the action of the plunger urginq the spring to the left w~11 compress the throttle valve spring because the stuck throttle valve member 16 remai~s stationary within the bore.
When the spring i~ compressed such that its length equals that of th~ spacer element_50, th~ plunger heaa will now directly exert a force on the right end of the spacer ele-ment 50. L~kewise, the left end of the spacer element 50 is forced directly again~ ~he right end of land 38 of ~he ~alve member 16~ -Accordi~gly, afi the pl~nger 10 i~ urged further to t~e left, the ~pacer ~ember 50 i~ forced directly aga~n~t tHe Y lve me~b2r 16 ~o free ~t from its stuck posi t~on. A~ ~cte~, ~he spacer member i~ for~ed from a ~olia durable ma~er~al, as ~or example steel. The for~e exer~ed o~ ~ ~ælYe member by the pac~r eleme~t supplement~ the force ~till being exerted by the throttle valve spring 14 on the valve member~ and ~hould, in most ins~ance~, be suffi-c~ent to free the stu~k valve. Once the valve is freed and ~y move to the lef~ ~n ~e bore r the co~pressio~ s~ring e~p~d~ ~D it~ normal length which i~ greatar than t~e length of the spa~er element ~0. Accordingly, the spacer element again become~ freely sea~ed wit~i~ the throt~le ~lv~ ~pring a~d no longer exer~ a force o~ th~ valve me~-~er 16. Thu~, ;t is appa~e~t that the ~upplemental force to free ~ stu~k v~lve prov~ded by the ~pacer e~ement ~0 ~
prov~ded only for a~ long ~ ~he ~alve remalns Ctuck. Vn~e the Yalve i~ re~d by ~he ~uppl~ental force, the spacer ~lement retur~$ to i~ inopera~ive re~t~g p~sition ~na 2e~n8 freely seated w~th~n the thro~le ~alv~ spring.
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t3733 The u~e of the ~pacer eleme~t ~0, a~ descr~bed above, ~uppl~me~ts the force provided ~y throttle valve spr~ng 14 to free a ~tuck valve in the event that the valve ~ticks as ~t i~ being moved toward its leftward full throttle posi-tio~. In the event that the valve oannot be freed even by the supplemental force of the spacer element 50, the spacer element still provi~es an ~mportant function by providing a driver with a perceivable indication that a problem exi~ts.
As ~iscussed, the plunger 10, which ari~es the throttle Yalve ~pring 14, i8 coupled by linkage to ~he accelerator pedal of the vehicle. I~ the event ~hat the throttle valve sticks and cannot be free~ even by the ~upplemental force o the ~pacer element 50,_ the ~river o the vehicle will re-alize the existence of problem because the urging of the spacer element 50 against the stationary stuck val~e member will ~e sen~ed by th~ driver as a phy~ical resistance to ~rther depre~sio~ of the accelerator pedal. The ~butmen~
of th~ ~acer element 50 ag~ins~ ~he ~tuck valve w~ll, op-po~e ~urther depre~sion o~ the acc~lera~or p~dal un~ he valv~ i8 fr~e~. Such indication will alert the driver that a pro~lem exists a~d ~ha~ ~mmediate.atte~tio~ Qcessary.
Accordin~ly, the vehicle will no~ be dri~e~ ~o any great extent with the ~alve 16 in a stuck po~io~ thereby mini-mizing the pote~ial for permanent da~age ~o the transmis-~$on fiyC~em.
A~ ~llustr~ted in Figure 3 of the drawings, a high rate c~pre88io~ spring 52 i~ ~ounted in th~ e~d of the bore 12 proxi~ate to the full throttle po~ion of the thro~le valve 16. Spring 52 i~ d~men~ion~d and posi~ionea to abut th~ end ~f ~e ~alve ~ember 1~ wh~n the ~alve approac~es i~s ~ull t~rottle po~ition. As will be expl~ined wi~h referenc~
to ~igure 4, ~pr~g 52 i8 conf~gured ~o be received within ~ open~ng def~ned w~h~n l~n~ 3~ In thi~ manneæ, the val~ wlll ~ever ~bu~ alre~tly agains~ ~he end o the bor~
w~ll not~ecome ~tuc~ ~n th~t p~it~o~O A~ no~ed above, pr~mary ~au~e for ~ ng o~ throttle ~alves occurs a~ a .
~?~ 3~3 result of wedg~ ng of particle~ or .impuritie~ between the valve an~ the bore. Such partis~le~ may ~e ~ ntroduced illtO
the ~y~;tem w~ th the transmi~iorl c~ as~d it i8 known that the~e parti~le~ tend to accumulate in the bore near the leftmost full throttle position of the valve.t Acoordingly, the high rate spring 52 prevents the valv2 fro~ entering this region and thereby reduces the potential for the valve becomirlg tuck in thi~ positior~O
~ low rate ~pring 54 is mounted to the left of land 36 and abut~ agai~;t a stop or land 36 which,, or exa~le ~nay be $he tapered end of a throttle valv~ ~leeve, illustrated generallsr by refererlce numeral 62. The lo~ rate ~pring is adapted to exert a rightwardly directed force again~t the let end of land 36 of the thro~tle valve 16 at all tim~.
5top 62 ~nclude~ a central opening allowing land 34 and spring 52 to pa~;~ therethrough so that spring 52 may abut the end 58 of- bt~re 12. The ~orce exerted by spri~g 54 and ~pr~ ng 52 oppo~ he forc~ exert~ by the throttle ~ralve spri~g 14, to ba~lance ~he overall foTce eacerted o~
lthrottle -val~ 8 ~t 1E~ b~nq movea towards ~e fu!Ll ~ottle! po3:Lti9~. IqoreoverO ~pri~g 5~ ~etu~ e valve to ~tes ~igh~:w~ 02~ zero throt~le po~;~ tio$1 whe~ such i~
~le~ red.
The h~ gh rate spring 52 i8 smaller in diame er and length l:h~n the low rate spring 54~ 5pring 14 1~; redesigned ~ length ~ad ra~ce or ~y ~himming wi~h ~;pacer~ 60 t~ balance tb~ low rate E~pring 54 a~ ~e actual point of o~ l pres~ure regulatlorl .
F~gure 4 of the drawing53 $11us~rate~ a detailëa view of ~o throttle valve member 16 . It i~ ign~ fieant to ~o e l~t the edges o larld~; 36 aDd 3~ ar~ ten~ionally sharp-Al3 di~l:u~ed fully abo~ he pri~ary cause fcsr the ~t~cklng ~iE ~ t~ars~le valv~ i ts bore iE~ ~he wedging of p~rtlcle~ b~wee~ the oll~e~ sur~ e o~ ~al~e a3~d t~
l~ner ~ur~ce of ~e~ bore. ~hese part~ are commo~ly ~tr~ucedl i~o the ~y~tem wit~ he hydr2lulit: fluid flowing through. q~he c:lear~nce between the ~ ger landa 36 ~ ..
and 38 of the valve 16 and the inner sur~ace o~ the bore 12 i~ typically of the order of about .001 inches. Therefore~
a particle o~ that size or greater potent~ally may become wedged betwee~ the bore and the valve member and thu3 result in ~ticking of the ~alve~ ~y designing the lands on the valve to ~ntentionally define sharp edges~ the valve itself ~ capabl~ of functioning as a milling tool to cut or shear any particle~ wedged between the lands and the bore. As already ~iscussed the force exertea on a ~alve which ha~
become stu~k in its movements towards full throttle position is supplemented by the additional force exerted by the spa-cer element 50. The increased force on the valve, tvgether with the sharp~ned edges defined by the lands on the valv~
will effecti~eJy shear or mill the wedged particle to a size which i8 no greater tban the clearance between the lands and ~he bore. Accordingly~ in additio~ ~o freeing a stuck valv~, th~ ~harpened edges on the valve cooperate wi~h the supple~ental force provided by the spa er element 50 to ~ctually sh~ar ~he particle which caused the sticking in ~be flr~t in~tance. Beeause the sheared particle i~ now~of a ~ze wh~c~ doe~ not exceed the clearance betwe~ bore and a ~lvar th~ particl~ i~ incapabl~ o~ aga~n b~comi~g wedged ~n~ w~ll freely ~low with the hy~raulic flu~d through the cle~r~nce ~etween ~he valve a~d the bore.
The sharpened edge~ ~ the l~nds on the valve al~s perfox~ a s~milar ~hearing or milling functlon if the valve b~comes ~tuck as ;t i~ mo~lng rightwardly toward its zero throttle p~tion. In this ~ns~ance, the low rate spring 54 supplement~ the orce exerted on the valve during ~ts right-w~rd movement. The forc~ on the valve ~ogether with ~he sharpened edge~ of the land on th~ valve ~end to shear or ~111 larger size parti~les wh~ch ~ay become wedged in ~he clear~nce during th~ rightward ~r~vel of ~he valve~ Addi~
tio~ally~ the force exer~e~ ~y th~ high r~te ~pri~g 52 and ~h~ low ra~2 ~prlng 54 $upplements other rightwardly di-r~t2~ force~ on ~h~ valve to as i~t in ~ree~ng ~ valve ~ .
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~l~;4 7~33 which may become stuck durtng ~ts movement towards itB zero throttle posit~o~. The low rate spr~ng 54 serve~ one ad-ditional related function as it helps to assure that the thro~tle valve will re~u~n ~o $t~ proper zero throttle po-~tion wh2n ae~xed. This zero throttle xightward p3sition in the bore i8 another region i~ which particle~ or other impurities may tend to accumulat2 at times whe~ the valve 16 i~ in it~ full throttle po~ition towards the left of the bore. By assuring that the valve re~urns ~o its proper zero throttle position, t~e spring 54 cau~es the sharpened edges of the iands on the valve to shear or mill any particles which may accumulate in the zero throttle position of the bore. If the valve did not return to its proper zero throttle posi~ion, particles would continue to accumulate in this regio~ increasing the potential for $he sticking of the valve proximate to the zero throttle posi~ion. By assuring that the valve 16 is in the full rightward position during cruise or li~t throttl~, spacer 50 may then be utilized dur~ng the least throttle opening in the event th~t valYe 16 stick~. In thi~ manner, the valve 16 may be freed by the spacer at the lowest po~sible engine torque, thereby sub-~ta~tially reducing the ri~k o~ transmission failure due to the sticking o~ valve 16. Accordingly, the ~orce exerted by ~pr~ngY 52 and 54 ad~a~tageo~sly help return the valve to its rightward po~ition during cruise operation so that the spacer 50 can immediately engage the valve a~ the zero throttle-po~itlon if it st~cks during crui~e.
F~gure 4 al80 illustrates that the ~maller le~ land 34 o~ the. v~lve 16 de~ines a longitudinally orien~ed bore 56.
Th~s bore i~ al~gned wi~h, and of suitabie dimension, to re~elve high rate spring 52 to control the position in the bore at whlch ~he spring 52 acts on the val~e. In alterna-t~v~ e~bod~ments of ~he inven~ on~ ~he spring 52 ~ay be ~ounted iD the bore sB o~ ~he valve and not on ~e end wall 58 of the bore 12 i~ which the valve rec~procates.
It become3 apparent from ~he abo~ d~scussion that the ne~ throt~le valve sys~em ~ncludes several different aspects whlch cooperate wi~h each o~her to prov~de an overall {m-~;
~Zt~C~73 proved ~y~te~ that ~ignificantly reduces the possibility of t~e valve ~ticking in the bore. The ~pacer el~ment 50 pro-vide~ ~ force which ~upplement~ the force of the throttle valve spring to free a ~tuck valve as it move~ toward~ ~ts ~ull throt~le pos$tion. ~he spacer element addit~onally cooperates with sharpened edges intentionally defined on laDds on the valYe to shear or mill particle~ wedged within ~he clearance between the valve a~d ~he bore to asfiure that the~e particle~ will not aqai~ become wedged i~ the clear-ance. Likewise, the supplemental foxce exerte~ by the low rate spring S4 tend~ to free the valve wh~ch ha~ Secome stuck in the boxe during its rightward movement~ toward~ it~
lift or zero throttle position. The sharpened edges of ~he lands on the valve also cooperate with the supplement~l force of spring 54 to shear or mill particles wedged in the clearanee between the valve and the bore. The high rate - 5pri~g 52 i8 pxovided to independently act ~pon the forward end of the valve member 16 ~o prevent thi~ valYe from ~trik-in~ or bottoming ag~inst the full throttle ~d of the bore, -and al80 ~upplements the rightward force o~ ~he valve. ~
It is appar~t that each individual aspects o~ the presen~ ~nvention provide~ an improvemen~ t~ ~o~ventional throttle v~lve system~ to significantly reduce the potenti~l for the sticking of ~he valve ~n ~he bore. The preferred embodiment o~ ~he inYention, which includes all asp~ct~ of ~he ~mproved ~y~t~m ~iscus~ed ~erein a~ they cooperate with e~ch other, adva~ageou~ly provi~es ~ea~s for free~ng ~tuc~
~alves, shearing partioles wh~ch cau~e the s~i~king ~o pre-Yent ~ubsequent s~i~king o~ the valv~ aDd~ in the worst ca~, providing a ~ignal ~o the dr~ver when the ~alve 1 ~tu~k ana cannot bQ freed.
T~ ai~cuss~on ~f the preferred embodiment~ of the ~vent~on herein have bee~ inte~aed to be illus~ra~ive only an~ ~ot re~tric~ve o ~he ~oope of ~he i~ve~ion, ~hat ~cope being defi~ed by ~Se ~ollowing ~la~ms ~nd ~11 equiqa-lent the~eto.
IMPROVED THROTTLE VALVE SYSTEM FOR AUTOMATIC TRANSMISSIONS
BAC~GROUND ART
The subject matter of the pre~ent i~vention relate~ to automati~ tran~mission~ ~or motor vebicles. More specific-ally, it relate5 to an improved throttle valve system for an automatic transmission which i8 specifi~ally designed to eliminate sti~king of the val~e as it reciprocates i~ it~
bor~.
Generally speaking, automatic transmissions for motor vehicle~ include various gear arrangements with appropriate clutch plates and ~ands responsive to hydraulic oil pressure to effect shifting of the gears in response to the speed of the vehicle. A val~e body and casing form the basic ele-ment~ o~ the automati~ transmission. The valvs body and casing contain variou~ int~r-relate~ passages, valves, springs and orifices such that the valve body receives sig-nals in the form o~ hydraulic pressures which route trans-mis~ion--oil through appropriate passage~ i~ the cas~ng to ~luteh plates an~ bands to automat~cally effect sequential ~hifting of gears. The valve bo~y it elf cooperat~ with a separator plate aisposed between the valve body and the cag~n~. The separator plate includes ori~i~es and ope~ing~
o~ ~lfferen~ size which cc~mun~ca~e wi~h in~er-related pa~-~age~ in the valve body and casing to rou~e oil through ~he trans~issio~ and ul~imately ef~ec~ gear shi tingD For a ~uller ~iscus~ion of the ~alve body, and ~eparator plate, ~nd the m~nner in whi~h ~hese ele~ents cooperate in an auto-~tic tran~ sion, atten~ion is respestfully airected o United States Patent No. 4,449,426 issued to the present ~pplicant on May 22, 1984.
An e~sential com~onent of ~he valve body o~ an auto-E~tlc tr~nsmi~sion i5 the ~hro~tl~ valve ~yst~m. A~ i~ well known in the art, ~he thro~tle val~e of an au~omatic trans-m~8~io~ regulate~ ~he flow o~ transmi~sio~ oil through ~he VBlYC bo~y. ~ore ~pec~fically, ~he throttle v~lv~ recipro-c~tes ln a bore or ~leev~, and ~h~ po~i~ion o~ th~ throttle ~ 8 controlle~ by the depxe~ion of the accelerator b~
~Z~(~7~33 pedal of a ~lotor vehicle through an appropriate lin~age system. The throttle valve may be moved between a first zero or low throttle position and a second high or full throttle position. The position of the throttle valve in the bore regulates the flow of transmission oil by blocking or permitting fluid flow through different openings defined in the bore. The basic operation of the throttle valve is well known to those skilled in the art.
One major cause of automatic transmission failure results from the stickin~ of the throttle valve in its bore. If the throttle valve becomes stuck in the bore and fails to reciprocate in relation to accelerator pedal depression, the transmission system receives an inaccurate pressure signal resultin~ in slippage and clutch and band failure. Sticking of the throttle valve is most commonly caused by particles or other contaminants introduced into the system and circulated by the transmission oil itself.
Any particles or other matter having a largest dimension greater than the clearance provided between the periphery of the throttle valve and its bore may potentially become wedged therebetween. Such wedging is the principal cause for the sticking of the throttle valve and thus is a significant factor in automatic transmission failure.
It is an object of an aspect of the present invention to overcome the problem of sticking o~ throttle valves by providing an improved throttle valve system capable o~
shearing particles which may become wedged to a size in which they no longer ara capable of wedging between the valve and its bore.
It is an object of an aspect of the invention to provide an improved throttle valve system which provides positive additional force applied to the throttle valve only at such times when that valve is stuck.
It is an object of an aspect of the invention to provide an improved throttle valve system which alerts a driver with a positive physical indication when the val~e b~comes stuck.
~Z~0~33 Other object~ ar~d advantages of the ~mproved thro'c~le valv~ sy~tem will ~eoome apparent i~ the following discus-sion o t}le ~mproved sy~tem.
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SUMMA~Y OF T~E INV~NTION
A throttle valve sy~tem for an automatic transm~ssion for a motor ~ehicle include~ a slidable throttle valve mem-ber reciprocally movable in a bore for regul~ting the flow of transmission oil. The valve member i~ moved in the b~re by a spring mounted to one end thereof, and the spring i~
urged by a plunger acting at its other end. The plunger is coupled to th~ accelexator pedal of the veh~cle through appropriate linka~e so that depression of the accelerator pedal moves the valve member in the bore between a low ~hrottle position and a full or wide open throttle position.
A spacer element~ preferably ~ormed fro~ a durable metal ~uch as steel, i~ freely positioned within ~he throttle valve spring. The length of ~he spacer element i~ less than the length of the throttle valve spr~ng when the spring is in a relaxed position. In the event that the spring becomes compressed to less ~ha~ a prede~ermine~ length, (whi~h length ~8 defined by the length of ~he spac~r element there-i~) a~ w~ll occur when valve me~ber sticks in the bore, the 6pacer me~ber itsel~ i8 urged dire~tly against one end of ~he stuck valv~ by the actio~ of the plunger thereon to fxee ~h2 ~al~eO
In other aspect~ o~ the invention, the valve member defines lands or ~lanye~ around i~ periph~ry havi~g edge~
wh~ch ~re s~f~iciently sharp to shear larg~ sized particles which ~ght otherw~e becom~ wedged between th~ ~alve me~ber a~d the inner sur~ace of ~he bore to cause ~ticking of the valve in the ~oreO A high ra~ compre~ion pring i~ lo eate~ in the Wi~2 open ~hrottle positio~ of ~he bore is provi~ed ~o preven~ the valve member fro~ b~o~i~g or abu~-tlng agai~t the end wall o~ t~e bore whi~h m~ght al~o re-~ult ln ~t~k~ng of the valve in that po~ on. ~ low ra~e c~mpre~3ion ~pring iB sim~l~rly ~oc~ted iD ths wide open throttl~ p~s1~io~ of bo~e ~o aE~i~t th~ va Ye membe~ in its retur~ ~o the zero ox low thro~tl~ po~t~on when pres~ure on th~ acceler~tor pedal i~ relieve~.
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Other aspects of this invention are as follows:
A throttle valve system for automatic transmissions including a throttle valve member movable within a bore between two predetermined positions, a plunger for driving the throttle valve member in said bore, a throttle valve spring disposed between the plunger and the valve member for transmitting the force e~erted by the plunger to the throttle valve member, and a rigid spacer element freely mounted within the throttle valve spring, said spacer element being of a length less than the length of said throttle valve spring when said spring is in its normal operative position, said spacer e~ement adapted to exert a force directly on said throttle valva member if said valve member sticks in said bore and is no longer movable with said throttle valve spring, said spacer element directly abutting against said valve member and applying a force thereagainst, under the urging of said plunger, only i~
said valve member is stuck in said bore and said throttle valve spring is compressed to a length substantially equal to the length of said spacer element, said spacer element not directly abutting against said valve member during normal operation of said throttle valve system.
~ throttle valve system for automatic transmissions including a throttle valve member movable in a bore, a plunger for driving said throttle valve member in said bore, a throttle valve compression spring disposed between said plunger and said throttle valve member for transmitting forces from said plunger to said throttle valve member, and a rigid spacer element disposed within said throttle valve spring, said rigid spacer element having a length less than the length of said throttle valve spring in its non-compressed state and directly abutting against said valve member and applying a force thereagainst under the urging of said . . ,, ~ .
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., : :' , plunger only if said valve member sticXs in said bore and does not move with said throttle valve spring, said spacer element not directly abutting agains~ said valve member during normal operation of said throttle valve system, the outer surface of said throttle valve member and the inner surface of said bore defining a clearance therebetween, the outer surface of said throttle valve member having at least one sharpened edge for shearing particles wedged in said clearance.
BRIEF DESCRIPTION OF THE DRAWINGS
Figure 1 of the drawings illustrates a schematic view of a throttle valve system for automatic transmissions for motor vehicles.
Figure 2 of the drawings is an exploded view illustrating the different components of the improved throttle valve system in accordance with the present invention;
Figure 3 is a schematic view of the components illustrated by Figure 2 in their operative position; and Figure 4 is a detailed illustration of an improved throttle valve member in accordance with the present invention.
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:~ Z6V~33 DISCUSSION OF q~8E P~EFE~RED EMBODII~ENT OF 'r~IE INVENTION
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The ~pecific deta~l~ of the improved throttle valve sy~te~ ~sr automatic tran~mifi~ions w~ll now be di~cussed with referen~e to figures 1 4 of the drawingæ. Figure 1 illustrate~ a ~chematic view of a throttle valve system coupled to an accelerator pedal of a motor vehicle~ as for example an automoblle. The thro~tle valve sys~2~, illus-trated generally by the reference numeral 2, c~nnected to an accelerator pedal 4 via a conventional linkage ~ystem gen-erally designated by the reference numer~l 6. As the ac-celerator pedal.i~ depresse~, a ~am 8 urges ~ throttle valve plunger 10 in a leftward direction a~ shown i~ Figure 1.
~he plunger is reciprQcally movable in a bor~ 12 ~nder ~he urging of the c~m. The end of the plunger remote from the ca~ is coupled to one end of a throttle valve compression ~pring 14. A throttle valve member 16 i~ coupled to the other end of the compression spr~ng-14 80 ~hat the ~ompre~-6ion spring i~ di~posed be~ween the plunger 10 and th~
thro~tle valve memb~r 16.
It is apparent $ro~ ~he above-deserIbed arrangement tha~ th~ thro~tle ~al~e member its~lf in reclprocally v-~ble wi~hin the bore 12 un~ex the d~rection an~ urgi~g o th~ plunger 10 and the ~ompre~sion spring 14. As ~he plun-ger -~ 8 urged towards the le~t by the ca~ 8, the throttle val~e ~pring 14 i~ compressed and exerts z le~t~ardly di~-re~t~d force on the throttle valve member 16 ~o move ~ha~
~e~ber in a leftward direction a~ shown i~ figure 1. The pcsition o~ ~be thro~tle valve 16 in Figure 1 i~ at wide open ~hrottle, ~amely ~t or near t~e leftmo~t posi~io~ in the bore 12. I the pre~sure on t~e accelerator pedal 4 i~
~el~eved, ~he l~nkage and ~he ~a~ will urye the plunger 10 in R rightwaxd direction~ ~ t~e plunger move~ right~ward, th~ thr~ le valve pri~g 14 ex0rts no :forc~ on ~he valve ~De~er 16. O~l pre~ur~ iD~roauce~ ~hrough bore 26 then ~au~e~ the lvalve to move rightwar~lly in the bor~ 12. Ac-cor~lngly~ when ~he ~hro~le Yalve syç~ 8 operating ~' . ',. "' ~ ~ ' 7 ~3 properly, th~ po.~tion of the throttle valve member ~n the bore ~ controlled by the extent to which the accelerator pedal 4 i8 depressed. The throt~e valve i~ reciprocally movable under the urging of the plunger 10 and th~ com-pression spring 14 between a full throttle (left most) po~
sition and a lift or zero throttle (rightmo-~t) position in ~he bore 12.
As is known to those skilled in the art, ~he throttle val~e sy~tem include~ a ~ource liDe 18 coupled to a source of transmi~sio~ oil or fluid. A pump (not ~hown~ supplies line 18 with such hydraulic fluid. A fluid llne 20 is also proYided to enable the hydraul~c fluid to flow from the source line 18 to a throttle valve opening or ~ùct ~2, pro-vided that source li~e i8 ~ot obstructed ~y the pos~t~on o~
the throttle valve 1~. The throttle valve syst~m al~o in-cludes an exhaust line 24 disposed above a~d below the ~hrottle val~e 16~ an~ a balance oil line 26 ~apted to provide a portion o the hydraulic fluid to the left most en~ of the throttle val~e as ~hown in Figure 1. In opera-t~on o the ~hrottle valve ~ystem, the position of ~he ~alve rel~tlve to the sourc~ llne 18 dete ~ nes ~he exte~t o~ flow o~ hy~r ul~ fl~ia fro~ the ~ource through ~h~ l~n~ 20 an~
out the duct 22. The pre~sure of the hydraulic fluid flow ~ng out the duct 22 ulti~ately controls the shlfting of the tr~D~ sion. A~cordingly~ shifting of the transmi~sion i~
cont~olle~ by the plunger and the spring wh~Gh con~rol ~he po~t$on of ~he ~hrottle ~alve 16. The plunger 10 i~ con-~tructed fiO that at no ti~ d~ it obstru~t the flow of hy~r~ul~c flu~d from line 20 ou~ ~he duc~ 22. Thi~ may be accompl~shed, by provid~ng ~he plun~er w;th a larger head port~on which ~s alway~ po8iti~ned to the left of the duct 22 by ~op mean ~nd a narrowex shaf~ extendi~g righ~war~ly fra~ ~h~ laxger heaa, th~ ca~ 8 ~cting upo~ this narrow ~hnft. ~eord$nglyJ only ~he narrow ~haft, whi~h doe6 not ~ub~tantlally o~s~ruct ~lu~d flow~ i8 d~spos~d between li~e 20 ~n~ ~uc~ ~ a~ ~11 t~mes.
__ lZ6~ 33 ~ lthough not directly rele~ant to the present inven tion, it i8 noted that the bor~ 12 includes add~tional ducts 28, 30, and 320 As the plunger 10 aavance~ t~ the left in figure 1, ducts 28, 30 and 32, in aadi~ion to t~rottle valve du~t 22, communicate with hydraulic fluid flowing through line 20. Thus, when the plunger is in it~ le~ most posi-tion, hydraulic fluid flow~ ~imultaneously through duct~ 22, 280 30 and 32. The hydraulic fluid flow through ducts 28, 30 an~ 32 perform functions not directly relevant to the subject matter o the present invention.
A~ is evident from the above di~cussion, th~ recipro-~ating movement of the throttle ~alve member 16 in the ~ore 12 i critical ~o ~he proper operat~on of an automatic tran-smission. If the valve malfunctions by ~ticking ~ a fixed position within the bore, ~luid flow and pressure through the duct 22 will be incorrect for vehicle operating condi-tion~, there~y providing ~n inaccurate pre~sux~ ~ignal to the tr~smission. Accordingly, the sta~e of opera~ion of th~ transmi~sio~ will not correspond to actual enqi~e torque a~ tra~smis~io~ ~ailure i8 likely. A-~igni~icant cau~e of stuck ~hrottle valve~ re~ul~s ~rom the wedging o~ particles or other impuri~le~ betwee~ the ou~e~ surfac~ o~ ~he valve me~ber and the inner sur~a~ o~ the bore in which ~ moves.
Figur~ 2 of ~he drawingQ illu~trates an exploded view o the components of the throttle valve 8y~e~ includin~ the ~mprovements provided ~y the pre~ent ~ven~ion. The ~hrottle ~alve 1~ in~ludeE a plurality o~ l~nds or flange~
34,36, an~ 38. The thro~tle valve compres~ion spring 14 i~
d~po~ed to the right of the valve member, ~nd the ~haft of 40 of the plunqer 10 (generally ~llu~rated in ~igure 1) i~
show~ ex~end~g from the r~ght of ~ ~leeve ~2. The ~leeve ~n~lude~ ope~ings 44, ~6, and ~8 whi~h corre~pond to the duct~ 22, 2~, ana 30 ~lus~rate~ ~ F~yure 1. The plunger ~nclud~ ~ head (D~g 8~0wn) hav~g a ~ia~e~r ~ub~a~t~lly equ~v~lent ~o t~ neg d~au~er of th8 sl~eve 42 ~o t~t th~ pl~ger i~ movable i~ th~ ev~ T~e plunger head i~
alway~ ~aln~ained ~o ~he le~t of open~ng 44 i~ the ~lee~ by ~6V~33 _9_ ~ able stop means. Accordingly, the head of the plunger does not o~struct opening 44 through which hydraul~c fluid ~ay flow.
A ~pacer element or member 50, preferably a cylindrical ~teel rod, i~ received within the throttle valve spring 14.
The length of the spacer eleme~t 50 i~ less than the length of the throttle ~alve spring 14 when th~$ spring i~ in it~
normal ~stressed state. As al~o illustrated by Figure 2, a hig~ rat~ ~ompre~sion spring 52 and a larger diameter low rate compression spring 54 are positioned to the le~t of throttle ~alve 16. As will be explained more fully below, springs 52 and 54 are mounted in the bore in whi~h the throttle valve reciprocate~ prox~mate to the ~ull throttle po~it~sn of the valve. Spring 52, which is received wi hi~
~pr~ng 54, acts on the left end of lard 34 while spring 54 act~ on the left end of the larger land 36. The diameter o~
the low rate ~pring 54 i~ sufficiently large to permit the ~mall~r land 3~ of the throttle valve 16, to be received w~thl~ ~he lo~ rate ~pring 54 while thi~ ~pring act~ on the larger a~ am~ter ~and 36.
F~gur~ 3 of the drawi~gs illu~trate~ a schema~s view o~ the components of the throttle valve ~ystem discu~se~ i~
Figure 2 ~n ~h~r as~emb~ed pnsition. The various ope~ing~
~d ducts illustratea in Figures l and 2 have been omi~ted fox purpo~es o~ clarity. Figur~ 3 show~ the plunger 10 ~riving ~he throttle valve 1~ via t~e intermmedia~e throttl~
v~lv~ co~pre~sion spring ~4. The ~pac~r elemen~ 50 which i~
o a length le~s ~han the length of ~he thro~tle valve 3prlng in $t~ u~compre~sed ~t~te, i~ positioned freely with-~n ~he throt~le valve ~prl~g and doe5 not a~ut again~ the throttle v~lve mem~er ~6 or the plu~er 10~ I~ the sy~tem 1~ oper~ting properly, th~ throt~le valve i8 moved in the ~or~ 12 towar~ ~he le~t (full throt~l~ pofi~tion) only by the ~rg~g of the throttle val~e ~pr~ng 14 act~ng on ~he r~ght en~ of ~h~ ~lve member 16~ ~he le~tmo~ end of ~he bore 12 1B ~e~gn~t~ by reference n~eral 58. The ~prinq eh~r ~
73~
--lU--teristic of t:he thro~tle valve spri~g and the length of the ~pacer member 50 are ~elec~ed such that the ~pr~ng will move the valve towards the left but not be c~mpressed to a length equal to the smaller length of the spacer member 50. A~-cordingly, under normal operating condition~, the spacer member 50 will not be urged against the valve member 16.
In the event that the valYe becomes ~tuck {n the bore and cannot be moved further left by the force o$ ~he spring 14~ the action of the plunger urginq the spring to the left w~11 compress the throttle valve spring because the stuck throttle valve member 16 remai~s stationary within the bore.
When the spring i~ compressed such that its length equals that of th~ spacer element_50, th~ plunger heaa will now directly exert a force on the right end of the spacer ele-ment 50. L~kewise, the left end of the spacer element 50 is forced directly again~ ~he right end of land 38 of ~he ~alve member 16~ -Accordi~gly, afi the pl~nger 10 i~ urged further to t~e left, the ~pacer ~ember 50 i~ forced directly aga~n~t tHe Y lve me~b2r 16 ~o free ~t from its stuck posi t~on. A~ ~cte~, ~he spacer member i~ for~ed from a ~olia durable ma~er~al, as ~or example steel. The for~e exer~ed o~ ~ ~ælYe member by the pac~r eleme~t supplement~ the force ~till being exerted by the throttle valve spring 14 on the valve member~ and ~hould, in most ins~ance~, be suffi-c~ent to free the stu~k valve. Once the valve is freed and ~y move to the lef~ ~n ~e bore r the co~pressio~ s~ring e~p~d~ ~D it~ normal length which i~ greatar than t~e length of the spa~er element ~0. Accordingly, the spacer element again become~ freely sea~ed wit~i~ the throt~le ~lv~ ~pring a~d no longer exer~ a force o~ th~ valve me~-~er 16. Thu~, ;t is appa~e~t that the ~upplemental force to free ~ stu~k v~lve prov~ded by the ~pacer e~ement ~0 ~
prov~ded only for a~ long ~ ~he ~alve remalns Ctuck. Vn~e the Yalve i~ re~d by ~he ~uppl~ental force, the spacer ~lement retur~$ to i~ inopera~ive re~t~g p~sition ~na 2e~n8 freely seated w~th~n the thro~le ~alv~ spring.
. .~ . . . :, . ... .
t3733 The u~e of the ~pacer eleme~t ~0, a~ descr~bed above, ~uppl~me~ts the force provided ~y throttle valve spr~ng 14 to free a ~tuck valve in the event that the valve ~ticks as ~t i~ being moved toward its leftward full throttle posi-tio~. In the event that the valve oannot be freed even by the supplemental force of the spacer element 50, the spacer element still provi~es an ~mportant function by providing a driver with a perceivable indication that a problem exi~ts.
As ~iscussed, the plunger 10, which ari~es the throttle Yalve ~pring 14, i8 coupled by linkage to ~he accelerator pedal of the vehicle. I~ the event ~hat the throttle valve sticks and cannot be free~ even by the ~upplemental force o the ~pacer element 50,_ the ~river o the vehicle will re-alize the existence of problem because the urging of the spacer element 50 against the stationary stuck val~e member will ~e sen~ed by th~ driver as a phy~ical resistance to ~rther depre~sio~ of the accelerator pedal. The ~butmen~
of th~ ~acer element 50 ag~ins~ ~he ~tuck valve w~ll, op-po~e ~urther depre~sion o~ the acc~lera~or p~dal un~ he valv~ i8 fr~e~. Such indication will alert the driver that a pro~lem exists a~d ~ha~ ~mmediate.atte~tio~ Qcessary.
Accordin~ly, the vehicle will no~ be dri~e~ ~o any great extent with the ~alve 16 in a stuck po~io~ thereby mini-mizing the pote~ial for permanent da~age ~o the transmis-~$on fiyC~em.
A~ ~llustr~ted in Figure 3 of the drawings, a high rate c~pre88io~ spring 52 i~ ~ounted in th~ e~d of the bore 12 proxi~ate to the full throttle po~ion of the thro~le valve 16. Spring 52 i~ d~men~ion~d and posi~ionea to abut th~ end ~f ~e ~alve ~ember 1~ wh~n the ~alve approac~es i~s ~ull t~rottle po~ition. As will be expl~ined wi~h referenc~
to ~igure 4, ~pr~g 52 i8 conf~gured ~o be received within ~ open~ng def~ned w~h~n l~n~ 3~ In thi~ manneæ, the val~ wlll ~ever ~bu~ alre~tly agains~ ~he end o the bor~
w~ll not~ecome ~tuc~ ~n th~t p~it~o~O A~ no~ed above, pr~mary ~au~e for ~ ng o~ throttle ~alves occurs a~ a .
~?~ 3~3 result of wedg~ ng of particle~ or .impuritie~ between the valve an~ the bore. Such partis~le~ may ~e ~ ntroduced illtO
the ~y~;tem w~ th the transmi~iorl c~ as~d it i8 known that the~e parti~le~ tend to accumulate in the bore near the leftmost full throttle position of the valve.t Acoordingly, the high rate spring 52 prevents the valv2 fro~ entering this region and thereby reduces the potential for the valve becomirlg tuck in thi~ positior~O
~ low rate ~pring 54 is mounted to the left of land 36 and abut~ agai~;t a stop or land 36 which,, or exa~le ~nay be $he tapered end of a throttle valv~ ~leeve, illustrated generallsr by refererlce numeral 62. The lo~ rate ~pring is adapted to exert a rightwardly directed force again~t the let end of land 36 of the thro~tle valve 16 at all tim~.
5top 62 ~nclude~ a central opening allowing land 34 and spring 52 to pa~;~ therethrough so that spring 52 may abut the end 58 of- bt~re 12. The ~orce exerted by spri~g 54 and ~pr~ ng 52 oppo~ he forc~ exert~ by the throttle ~ralve spri~g 14, to ba~lance ~he overall foTce eacerted o~
lthrottle -val~ 8 ~t 1E~ b~nq movea towards ~e fu!Ll ~ottle! po3:Lti9~. IqoreoverO ~pri~g 5~ ~etu~ e valve to ~tes ~igh~:w~ 02~ zero throt~le po~;~ tio$1 whe~ such i~
~le~ red.
The h~ gh rate spring 52 i8 smaller in diame er and length l:h~n the low rate spring 54~ 5pring 14 1~; redesigned ~ length ~ad ra~ce or ~y ~himming wi~h ~;pacer~ 60 t~ balance tb~ low rate E~pring 54 a~ ~e actual point of o~ l pres~ure regulatlorl .
F~gure 4 of the drawing53 $11us~rate~ a detailëa view of ~o throttle valve member 16 . It i~ ign~ fieant to ~o e l~t the edges o larld~; 36 aDd 3~ ar~ ten~ionally sharp-Al3 di~l:u~ed fully abo~ he pri~ary cause fcsr the ~t~cklng ~iE ~ t~ars~le valv~ i ts bore iE~ ~he wedging of p~rtlcle~ b~wee~ the oll~e~ sur~ e o~ ~al~e a3~d t~
l~ner ~ur~ce of ~e~ bore. ~hese part~ are commo~ly ~tr~ucedl i~o the ~y~tem wit~ he hydr2lulit: fluid flowing through. q~he c:lear~nce between the ~ ger landa 36 ~ ..
and 38 of the valve 16 and the inner sur~ace o~ the bore 12 i~ typically of the order of about .001 inches. Therefore~
a particle o~ that size or greater potent~ally may become wedged betwee~ the bore and the valve member and thu3 result in ~ticking of the ~alve~ ~y designing the lands on the valve to ~ntentionally define sharp edges~ the valve itself ~ capabl~ of functioning as a milling tool to cut or shear any particle~ wedged between the lands and the bore. As already ~iscussed the force exertea on a ~alve which ha~
become stu~k in its movements towards full throttle position is supplemented by the additional force exerted by the spa-cer element 50. The increased force on the valve, tvgether with the sharp~ned edges defined by the lands on the valv~
will effecti~eJy shear or mill the wedged particle to a size which i8 no greater tban the clearance between the lands and ~he bore. Accordingly~ in additio~ ~o freeing a stuck valv~, th~ ~harpened edges on the valve cooperate wi~h the supple~ental force provided by the spa er element 50 to ~ctually sh~ar ~he particle which caused the sticking in ~be flr~t in~tance. Beeause the sheared particle i~ now~of a ~ze wh~c~ doe~ not exceed the clearance betwe~ bore and a ~lvar th~ particl~ i~ incapabl~ o~ aga~n b~comi~g wedged ~n~ w~ll freely ~low with the hy~raulic flu~d through the cle~r~nce ~etween ~he valve a~d the bore.
The sharpened edge~ ~ the l~nds on the valve al~s perfox~ a s~milar ~hearing or milling functlon if the valve b~comes ~tuck as ;t i~ mo~lng rightwardly toward its zero throttle p~tion. In this ~ns~ance, the low rate spring 54 supplement~ the orce exerted on the valve during ~ts right-w~rd movement. The forc~ on the valve ~ogether with ~he sharpened edge~ of the land on th~ valve ~end to shear or ~111 larger size parti~les wh~ch ~ay become wedged in ~he clear~nce during th~ rightward ~r~vel of ~he valve~ Addi~
tio~ally~ the force exer~e~ ~y th~ high r~te ~pri~g 52 and ~h~ low ra~2 ~prlng 54 $upplements other rightwardly di-r~t2~ force~ on ~h~ valve to as i~t in ~ree~ng ~ valve ~ .
,, :
.
: .
~l~;4 7~33 which may become stuck durtng ~ts movement towards itB zero throttle posit~o~. The low rate spr~ng 54 serve~ one ad-ditional related function as it helps to assure that the thro~tle valve will re~u~n ~o $t~ proper zero throttle po-~tion wh2n ae~xed. This zero throttle xightward p3sition in the bore i8 another region i~ which particle~ or other impurities may tend to accumulat2 at times whe~ the valve 16 i~ in it~ full throttle po~ition towards the left of the bore. By assuring that the valve re~urns ~o its proper zero throttle position, t~e spring 54 cau~es the sharpened edges of the iands on the valve to shear or mill any particles which may accumulate in the zero throttle position of the bore. If the valve did not return to its proper zero throttle posi~ion, particles would continue to accumulate in this regio~ increasing the potential for $he sticking of the valve proximate to the zero throttle posi~ion. By assuring that the valve 16 is in the full rightward position during cruise or li~t throttl~, spacer 50 may then be utilized dur~ng the least throttle opening in the event th~t valYe 16 stick~. In thi~ manner, the valve 16 may be freed by the spacer at the lowest po~sible engine torque, thereby sub-~ta~tially reducing the ri~k o~ transmission failure due to the sticking o~ valve 16. Accordingly, the ~orce exerted by ~pr~ngY 52 and 54 ad~a~tageo~sly help return the valve to its rightward po~ition during cruise operation so that the spacer 50 can immediately engage the valve a~ the zero throttle-po~itlon if it st~cks during crui~e.
F~gure 4 al80 illustrates that the ~maller le~ land 34 o~ the. v~lve 16 de~ines a longitudinally orien~ed bore 56.
Th~s bore i~ al~gned wi~h, and of suitabie dimension, to re~elve high rate spring 52 to control the position in the bore at whlch ~he spring 52 acts on the val~e. In alterna-t~v~ e~bod~ments of ~he inven~ on~ ~he spring 52 ~ay be ~ounted iD the bore sB o~ ~he valve and not on ~e end wall 58 of the bore 12 i~ which the valve rec~procates.
It become3 apparent from ~he abo~ d~scussion that the ne~ throt~le valve sys~em ~ncludes several different aspects whlch cooperate wi~h each o~her to prov~de an overall {m-~;
~Zt~C~73 proved ~y~te~ that ~ignificantly reduces the possibility of t~e valve ~ticking in the bore. The ~pacer el~ment 50 pro-vide~ ~ force which ~upplement~ the force of the throttle valve spring to free a ~tuck valve as it move~ toward~ ~ts ~ull throt~le pos$tion. ~he spacer element addit~onally cooperates with sharpened edges intentionally defined on laDds on the valYe to shear or mill particle~ wedged within ~he clearance between the valve a~d ~he bore to asfiure that the~e particle~ will not aqai~ become wedged i~ the clear-ance. Likewise, the supplemental foxce exerte~ by the low rate spring S4 tend~ to free the valve wh~ch ha~ Secome stuck in the boxe during its rightward movement~ toward~ it~
lift or zero throttle position. The sharpened edges of ~he lands on the valve also cooperate with the supplement~l force of spring 54 to shear or mill particles wedged in the clearanee between the valve and the bore. The high rate - 5pri~g 52 i8 pxovided to independently act ~pon the forward end of the valve member 16 ~o prevent thi~ valYe from ~trik-in~ or bottoming ag~inst the full throttle ~d of the bore, -and al80 ~upplements the rightward force o~ ~he valve. ~
It is appar~t that each individual aspects o~ the presen~ ~nvention provide~ an improvemen~ t~ ~o~ventional throttle v~lve system~ to significantly reduce the potenti~l for the sticking of ~he valve ~n ~he bore. The preferred embodiment o~ ~he inYention, which includes all asp~ct~ of ~he ~mproved ~y~t~m ~iscus~ed ~erein a~ they cooperate with e~ch other, adva~ageou~ly provi~es ~ea~s for free~ng ~tuc~
~alves, shearing partioles wh~ch cau~e the s~i~king ~o pre-Yent ~ubsequent s~i~king o~ the valv~ aDd~ in the worst ca~, providing a ~ignal ~o the dr~ver when the ~alve 1 ~tu~k ana cannot bQ freed.
T~ ai~cuss~on ~f the preferred embodiment~ of the ~vent~on herein have bee~ inte~aed to be illus~ra~ive only an~ ~ot re~tric~ve o ~he ~oope of ~he i~ve~ion, ~hat ~cope being defi~ed by ~Se ~ollowing ~la~ms ~nd ~11 equiqa-lent the~eto.
Claims (13)
1. A throttle valve system for automatic transmissions including a throttle valve member movable within a bore between two predetermined positions, a plunger for driving the throttle valve member in said bore, a throttle valve spring disposed between the plunger and the valve member for transmitting the force exerted by the plunger to the throttle valve member, and a rigid spacer element freely mounted within the throttle valve spring, said spacer element being of a length less than the length of said throttle valve spring when said spring is in its normal operative position, said spacer element adapted to exert a force directly on said throttle valve member if said valve member sticks in said bore and is no longer movable with said throttle valve spring, said spacer element directly abutting against said valve member and applying a force thereagainst, under the urging of said plunger, only if said valve member is stuck in said bore and said throttle valve spring is compressed to a length substantially equal to the length of said spacer element, said spacer element not directly abutting against said valve member during normal operation of said throttle valve system.
2. The improved system of claim 1 wherein said rigid spacer element is a metallic rod.
3. The improved system of claim 1 wherein said rigid spacer element is a metallic strip.
4. The improved throttle valve system of claim 1 wherein said throttle valve member includes at least one flange, said flange having sharpened edges adapted to shear particles wedged between said flange and the inner surface of said bore as said throttle valve member moves within said bore.
5. The improved throttle valve system of claim 1 further including a high rate spring adapted to act upon said throttle valve member and to exert a force thereon as said throttle valve member approaches one end of said bore to prevent said throttle valve member from striking said one end.
6. The improved throttle valve system as claimed in claim 5 further including a low rate spring adapted to exert a force on said throttle valve member as it approaches said one end of said bore to prevent said throttle valve member from striking said one end and to return said throttle valve member towards said other end of said bore.
7. The improved throttle valve system as claimed in claim 6 wherein said low rate spring is wider and longer than said high rate spring, and said low rate spring continues exerting said force after said high rate spring is fully extended.
8. The improved throttle valve system of claim 7 wherein said throttle valve member defines at least two separate flanges, said high rate spring adapted to act upon one of said flanges and said low rate spring adapted to act upon another of said flanges or seat therein.
9. The improved throttle valve system as claimed in claim 8 wherein said flange upon which said high rate spring acts defines an opening in alignment with said high rate spring, and said high rate spring is received within said opening as it acts upon said flange.
10. The throttle valve system as claimed in claim 1 further including means for maintaining said throttle valve in a zero throttle position during cruise or lift throttle operation so that said spacer element acts upon said throttle valve during least throttle opening if said throttle valve sticks in said zero throttle position.
11. A throttle valve system for automatic transmissions including a throttle valve member movable in a bore, a plunger for driving said throttle valve member in said bore, a throttle valve compression spring disposed between said plunger and said throttle valve member for transmitting forces from said plunger to said throttle valve member, and a rigid spacer element.
disposed within said throttle valve spring, said rigid spacer element having a length less than the length of said throttle valve spring in its non-compressed state and directly abutting against said valve member and applying a force thereagainst under the urging of said plunger only if said valve member sticks in said bore and does not move with said throttle valve spring, said spacer element not directly abutting against said valve member during normal operation of said throttle valve system, the outer surface of said throttle valve member and the inner surface of said bore defining a clearance therebetween, the outer surface of said throttle valve member having at least one sharpened edge for shearing particles wedged in said clearance.
disposed within said throttle valve spring, said rigid spacer element having a length less than the length of said throttle valve spring in its non-compressed state and directly abutting against said valve member and applying a force thereagainst under the urging of said plunger only if said valve member sticks in said bore and does not move with said throttle valve spring, said spacer element not directly abutting against said valve member during normal operation of said throttle valve system, the outer surface of said throttle valve member and the inner surface of said bore defining a clearance therebetween, the outer surface of said throttle valve member having at least one sharpened edge for shearing particles wedged in said clearance.
12. The system as claimed in claim 11 further including resilient means acting upon said throttle valve member for preventing said throttle valve member from striking the ends of the bore in which it moves.
13. The throttle valve system as claimed in claim 12 wherein said resilient means return said throttle valve to a zero throttle position during cruise or lift throttle operation so that said spacer element acts upon said throttle valve, if stuck in said zero throttle position, during least throttle opening.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US813,729 | 1985-12-27 | ||
| US06813729 US4711140B1 (en) | 1985-12-27 | 1985-12-27 | Throttle valve system for automatic transmissions |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1260733A true CA1260733A (en) | 1989-09-26 |
Family
ID=25213220
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000503273A Expired CA1260733A (en) | 1985-12-27 | 1986-03-04 | Throttle valve system for automatic transmissions |
Country Status (2)
| Country | Link |
|---|---|
| US (1) | US4711140B1 (en) |
| CA (1) | CA1260733A (en) |
Families Citing this family (15)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US4969377A (en) * | 1989-06-13 | 1990-11-13 | General Motors Corporation | Transmission throttle-valve linkage for vehicle traction control |
| US5259273A (en) * | 1992-06-26 | 1993-11-09 | Deltrans Inc. | Transmission vaccum modulator assembly |
| US5624342A (en) * | 1995-06-26 | 1997-04-29 | Younger; Gilbert W. | Method for modifying an original automatic transmission |
| US5967928A (en) | 1997-06-09 | 1999-10-19 | Younger; Gilbert W. | Methods and systems for improving the operation of transmissions for motor vehicles |
| US6117047A (en) * | 1999-01-08 | 2000-09-12 | Younger; Gilbert W. | Method and systems for improving the operation of transmissions for motor vehicles |
| US6565472B1 (en) * | 2000-03-03 | 2003-05-20 | Younger Gilbert W | Method and systems for improving the operation of transmissions for motor vehicles |
| US6814680B2 (en) * | 2002-02-11 | 2004-11-09 | Gilbert W. Younger | Methods and systems for improving the operation of transmissions for motor vehicles |
| US6964628B2 (en) * | 2003-10-24 | 2005-11-15 | Younger Gilbert W | Methods and systems for improving the operation of transmissions for motor vehicles |
| US9970534B2 (en) | 2011-08-08 | 2018-05-15 | Transgo, Llc | Methods and systems for improving the operation of transmissions for motor vehicles |
| US9429228B2 (en) | 2012-06-25 | 2016-08-30 | Silent Partner Grants | Methods for improving the operation of transmissions for motor vehicles |
| US9133920B2 (en) | 2012-09-28 | 2015-09-15 | Jeffrey Graham Schadt | Apparatus and method of controlling an automatic transmission throttle valve |
| US10724628B2 (en) | 2017-06-29 | 2020-07-28 | Transgo, Llc | Methods and systems for improving the operation of transmissions for motor vehicles |
| US10948059B2 (en) | 2017-10-16 | 2021-03-16 | Transgo, Llc | Input drum for transmissions for motor vehicles |
| US11408447B2 (en) | 2018-06-11 | 2022-08-09 | Transgo, Llc | Methods and systems for improving the operation of transmissions for motor vehicles |
| US11105415B2 (en) | 2018-07-03 | 2021-08-31 | Transgo, Llc | Methods and systems for improving the operation of transmissions for motor vehicles |
Family Cites Families (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US2733732A (en) * | 1956-02-07 | baker | ||
| FR1137544A (en) * | 1954-09-07 | 1957-05-29 | Gen Motors Corp | Improved control device for variable speed power transmission mechanism, intended for motor vehicles |
| FR1142433A (en) * | 1954-12-30 | 1957-09-18 | Hobbs Transmission Ltd | Variable-ratio power transmission |
| US4449426A (en) * | 1977-08-15 | 1984-05-22 | Younger Gilbert W | Laminated separator plate means for recalibrating automatic transmissions |
| US4291595A (en) * | 1978-04-10 | 1981-09-29 | George Luburich | Gas saving transmission |
| US4274305A (en) * | 1979-04-09 | 1981-06-23 | Ford Motor Company | Transmission throttle valve actuator for an automatic transmission |
| JPS5642761A (en) * | 1979-09-10 | 1981-04-21 | Toyota Motor Corp | Oil pressure controller for automatic transmission |
| JPS56138556A (en) * | 1980-03-28 | 1981-10-29 | Aisin Warner Ltd | Hydraulic pressure controlling apparatus for v-belt type stepless transmission for vehicle |
| US4331046A (en) * | 1980-03-26 | 1982-05-25 | Ford Motor Company | Transmission throttle valve system |
| JPS56138552A (en) * | 1980-03-27 | 1981-10-29 | Toyota Motor Corp | Hydraulic pressure controlling apparatus for automatic transmission for vehicle |
| JPS59183165A (en) * | 1983-04-01 | 1984-10-18 | Nissan Motor Co Ltd | Hydraulic control device of automatic speed changer |
-
1985
- 1985-12-27 US US06813729 patent/US4711140B1/en not_active Expired - Lifetime
-
1986
- 1986-03-04 CA CA000503273A patent/CA1260733A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| US4711140A (en) | 1987-12-08 |
| US4711140B1 (en) | 1993-03-23 |
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| MKEX | Expiry |