| 摘要 |
974,481. Hydro-mechanical change-speed gear and control. CATERPILLAR TRACTOR CO. July 31, 1961 [Aug. 15, 1960], No.27658/61. Heading F2D. In a control for a combined hydrodynamic torque converter and epicyclic change-speed gear 1, for vehicles, particularly motor graders, providing split-torque hydro-mechanical, direct, and overdrive, a vehicle speed (S) responsive centrifugal governor 36 successively opens shift valves 31, 32, with increasing speed and in opposition to throttle-variable (TV) pressure, to engage a direct drive hydraulically actuated friction clutch 11 and an overdrive hydraulically actuated friction brake 12, respectively, means responsive to the actuation of said shift valves acting to reduce pressure in, and thereby render inoperative, the torque converter. A manually controlled three-forward, one-reverse speed, or three-speed in both forward and reverse, epicyclic gear 2 comprising hydraulically actuated clutches is arranged in series following the gear 1 and has an hydraulic control so integrated with that of the gear 1 that the latter is returned to converter drive during gear 2 upshift or neutral. The gears 1 and 2 may be locked in converterlow, and means may be provided to prevent upshift out of direct drive in the gear 1. Safety means prevents gear engagement in the gear 2 when starting the engine with the manual control in a position other than neutral. The forward gear 1 comprises planets 117 mounted on a driving carrier 118 and meshing ring 119 splined on an intermediate driven shaft 4 and a sun 116 splined on a hollow shaft 125. The torque converter comprises an impeller 111 also splined on the shaft 125, a turbine 112 connected to the driven shaft 4 directly, or as shown, through a one-way clutch 128, and a fixed reactor 113. During split-torque drive 75% torque is through the ring 119 and 25% through the sun 116 and torque converter. Solid-direct and overdrive, during which the torque converter is inoperative and the one-way clutch 128, if provided, overruns, are respectively by engagement of the clutch 11 between the carrier 118 and the ring 119, and the brake 12 stationing the sun 116. In the rear gear 2 shown, low, second and high gear, engaged by clutches 16, 17, 18, are provided in both forward and reverse by engagement of clutches 14, 15. A main line 24 fed by a pump 21 through a filter 22 has branches 25 to the forward gear 1 and 26 to the torque converter. Fluid in the branch 25 passes through a reducing valve 29 to a flow control valve 30 leading to the shift valves 31, 32, a converter control valve 53, and a regulator valve 38. The regulator valve 38 comprises a converter hold valve 86 (described later), a pressure reducing valve 87, and a differential valve 88 dividing the outflow into lines 40, 41, respectively, connected to the shift valve 31 through a check valve 43 and the line 44, and the shift valve 32. The pressure differential maintained between the line 40, 41 determines the precise shift points in the gear 1 which points can be adjusted by a screw 88a. The reducing valve 87 is connected to the throttle linkage so as to increase pressure in the lines 40, 41 with throttle opening. Initially, with the shift valves 31, 32 closed and the clutch 11 and the brake 12 inoperative, the torque converter 10, fed from the branch 26 through a relief valve 49, is maintained under pressure by a charging valve 50, the spring-pressed spool 50b of which is urged to close the converter drain by branch 25 fluid flowing through the spring- opened control valve 53. The converter drain is directed through a cooler 51 to lubricate the transmission. Arms 34, 35 of the governor are adjusted so that at a first predetermined speed of a final output shaft 7 the valve 31 is opened, and as the speed is further increased the valve 31 is closed and the valve 32 opened. At a vehicle speed sufficient for the governor 36 to overcome TV pressure in line 44 the valve 31 is opened to actuate the direct drive clutch 11. A pressure differential due to flow through an orifice in the spool 30a of the valve 30 shifts the spool rightwards against a spring 30b to permit maximum flow through the outlet port 30c to the valve 31. As the clutch 11 is pressurized, fluid is directed through a check valve 82 to close the control valve 53, release the charging valve 50, and thereby render the torque converter inoperative, thereby obtaining overlap between torque converter and direct drive. At a vehicle speed sufficient for the governor 36 to overcome TV pressure in both lines 41, 44, the valve 31 is further moved to close and the valve 32 is opened to actuate the overdrive brake 12. An outlet port from the valve 30 to the valve 32 is offset from the outlet port 30c to limit flow to the overdrive brake. The converter remains inoperative by brake 12 pressure directed through the check valve 82. A high-pressure accumulator 85 charged through the check valve 82 and the valve 84 during converter and direct drive, discharges through the valve 84 and a line 84a to provide fast and, with the pressure from the shift valve 32, modulated overdrive brake 12 actuation. Low pressure accumulators 46, 47 ensure fast action of the valves 31, 32. As shown, a manual shift lever 66 for the rear gear 2 is fast on a shaft 67 controlling, through spline connections, a speed selection distributer valve 65 for the clutches 16, 17, 18, a direction control distributer valve 62 for the clutches 14, 15, a safety reset and converter hold valve 73, and an overdrive selector valve 74. With the lever 66 in neutral the valve 73 directs main line pressure in a branch 27 through a checkvalve 76, override lines 75, 75a, and a check valve 43, to prevent the valves 31, 32 from shifting and to keep the forward gear in converter drive. The valve 74 is provided with a slip clutch 72a so that it is opened throughout upshift movement and closed during downshift. During an upshift the rush of actuating fluid for the selected clutch 16, 17, or 18 reduces pressure in a line 63 acting against a spool 80b of an override shut-off valve 80 to permit a spring 80c to open the valve 80 and direct pressure in branch 27 through the open valve 74, the check valve 76, and over-ride lines 75, 75a to return the forward gear to converter drive. Then, as the actuating pressure for the selected clutch 16, 17 or 18 builds up, the valve 80 is closed to permit the S and TV shift valves 31, 32 to control the forward gear. The shift to converter drive is inoperative during downshift, which actually causes a temporary load drop and vehicle speed increase to place the forward gear in desired overdrive. To lock the forward and rear gears 1, 2 in converter drive and low gear, respectively, the lever 66 and shaft 67 are axially shifted to move the converter hold valve 86, through an arm fast on the shaft 67 and linkage, not shown, to connect the branch 25 to the override line 75a. Fluid in the main line 24 reaches the valves 62, 65 via a valve group 60 comprising a reducing valve 96, a safety valve 98, a sequence valve 99, a modulating reducing valve 101 and a check valve 103. Reduced main line pressure is passed to the direction control valve 62 and thereafter to the safety and sequence valves 98, 99, ensuring engagement of the direction clutches before the speed clutches. With zero pressure, the valves 96, 98, 99 are spring-urged to their topmost positions. When the engine is started and the lever 66 is in any position other than neutral the safety valve 98 prevents the sequence valve 99 from opening to permit flow to the valve 65 and engagement of the speed clutches, the valve 99 remaining closed because fluid in a cavity 99a opposing the valve spring 99b is permitted to flow out through several radial passages 99c, and then to a drain line opened by the safety valve 98, faster than it flows in through a single radial passage 99d. While flow to the valve 65 is prevented, the line 63 thereto is drained through radial ports 100 in the valve 99. When the lever 66 is in neutral, the valve 73 opens a safety re-set line 73b to pressurize, through a port 98b, a cavity 98c to open the safety valve 98 to block the drain. Once opened, the safety valve stops open, since the cavity 98c continues to be fed through a port 98a. With the drain closed, pressure in the cavity 99a can build up to open the sequence valve 99 to the position shown permitting flow past the valve 101 and through the line 63 to the valve 65. During speed clutch actuation, pressure reduction permits the check valve 103 to move downwardly to dump, through a port 103b, pressure behind a load piston 101a of the modulating valve 101; then as pressure in the line 63 rises the valve 103 closes again to permit pressure build-up behind the load piston 101a through an orifice 63a. For nine speeds in forward and reverse a separate control lever is employed to actuate the direction control distributer valve 62. A further modification consists in means preventing upshift out of direct drive in the forward gear 1, when loading or fine grading. This is achieved by replacing the two position spool 86 by a three-position spool (Figs. 12-14, not shown) so as to be able also to direct branch 25 pressure, via a further line and check valve, against the overdrive shift valve 32 whilst retaining communication between the lines 75 and 75a to shift the forward gear 1 into converter drive during rear gear 2 upshift. |
