| 摘要 |
457,361. Controlling change - speed gearing. MAYBACH-MOTORENBAU GES., Friedrichshafen, Germany. Nov. 27, 1935, No. 32957. Convention date, Dec. 12, 1934. [Class 80 (ii)] A centrifugal governor 7, driven by the engine of a motor vehicle, effects upward changes only, downward changes being effected only manually by the driver, who can also effect a manual upward change at any time. During an automatic change, the main-clutch, if any, is automatically disengaged, the engine throttled, and, in one form, a power synchronizer is energized. Compressed-air or electrical power may be used. In Fig. 1, the attainment of maximum engine-speed causes the governor 7 to open a spring-loaded valve 5, and supply compressed air from a reservoir 1 to actuate a spring-loaded piston 11, carrying a pawl 13, which turns a ratchet-wheel 18 one step to introduce the next higher speed. The ratchetwheel 18 is secured to the spindle of a multiple rotary distributing-valve 37 which supplies compressed-air selectively, from an inlet-pipe 38, to speed-changing cylinders. The valve can be turned by a hand wheel in either direction at any time. When the piston 11 reaches the end of its stroke, its crown uncovers a pipe 19, normally vented to atmosphere, thereby energizing a piston 21, which closes the engine throttle 25, without affecting the position of the accelerator-pedal 31, which has a resilient oneway connection 29 with the latter. In Fig. 3, the loading of the governor-valve 5 is adjustable at 48, and the valve acts only as a light relay to a valve 76, which energizes the speedchanging piston 11. The engine-throttle 25 is operated by a compressed-air motor 21, energized by a valve 83, controlled by the accelerator-pedal 90. Towards the end of a speed-changing stroke of the piston 11, the throttle-motor 21 is de-energized by compressed air, supplied through pipes 19 and 55 to close a valve 67, leading to the throttle-motor 21, which is thereupon actuated by a spring 75 to close the engine-throttle. In order to facilitate change when the vehicle is on a down-grade, the throttle-motor 21 is temporarily energized during the early part of the stroke of the valve 67, by an angular port 70 communicating with the pipe 55. The inlet-pipe 38 of the speedchanging distributer-valve 37 communicates with the compressed-air reservoir 1 only through a spring-loaded valve 94, operated by compressed air, mechanically or electrically, and maintained closed until the pipe 55 is under pressure, so that the distributer-valve, although turned, is inactive until the enginethrottle begins to close. The change-speed gear 61 is of the kind employing bevelled-faced clawclutches 105, Fig. 5, which ratchet over each other until synchronized and the faster moving claw-elements have retarding brakes or accelerating means, such brakes being operated by compressed air supplied through a pipe 53, in the manner described below. In the throttlecontrol pipe 55 is an additional valve 63, operated, through a pipe 62, by the energizing of the power synchronizers, so as to shut off the supply of compressed air from the speedchanging motor 11 to the throttle-closing valve 67, and supply the latter only from the synchronizers through the pipe 62 and an angular port 66. The engine-throttle is thus maintained closed until the synchronizers have been de-energized by completion of the gearchange, even though the speed-changing piston 11 may have returned to its initial position. For changing manually, the distributing-valve 37 is supplied with compressed air through a separate conduit, controlled by the acceleratorpedal. The synchronizing device, referred to above, is that described in German Specification 569,392 and comprises a compressed - air cylinder 119, Fig. 5, operating a brake-band on the faster-moving clutch-element, and energized by a valve 112, connected with a lever 108, which actuates a speed-changing clutch 105 under the influence of a double-acting compressed-air cylinder 111. During a charge, when the clutch-teeth 123 have been allowed to disengage, by the closing of the enginethrottle in the manner above-described, the power-cylinder 111 moves the clutch into a position for engaging the teeth 126. Direct engagement is not possible since the clutchelement 105 is running faster than the teeth 126, whereupon the clutch-element remains in this repulsion position in which the valve 112 energizes the servo-brake 119 which retards the clutch-element 105 to synchronous speed. The power-cylinder 111 then completes engagement, simultaneously venting the servo-brake 119 through the valve 112. |
