| 摘要 |
1,186,877. Change-speed and reverse gear combinations; slip couplings; friction clutches. EATON YALE & TOWNE Inc. 17 May, 1967 [19 May, 1966], No. 22892/67. Headings F2C, F2D and F2U. An automotive change-speed gear capable of ratio-shift without unloading the prime mover 1 is provided with a shock-reducing, slipping, torque-limiting means permitting speed adjustment between the prime mover and the load, following a ratio-shift, without transmission of excess torque. The torque capacity at which the limiting means is set exceeds that required to drive the load but is less than that required to decelerate or accelerate the prime mover on upshift or downshift respectively. Applications include heavy duty truck, off-highway, mine or industrial use, the prime mover being a diesel or gasoline engine or, in particular, a steam or, as described, gas turbine where turbine speed increase due to an unloading during shift could be destructive. Gear arrangement.-As shown, a change-speed gear provides four forward ratios in Forward and Reverse. A gear 5 selectively clutchable at 4 to an input shaft 3 constantly meshes a gear 7 fast on a shaft 11 and a gear 6 one-way clutchable at 6A to a shaft 8. A gear 19 fast on the shaft 3 constantly meshes a gear 13 one-way clutchable at 12 to the shaft 11. An output gear 21 constantly meshes a gear 9 fast on the shaft 8 and a gear 17 selectively clutchable at 16 to the shaft 11. The clutches 4, 16 are smoothly engageable magnetic or, as shown, oil pressure engaged friction clutches as described below. The output gear is connectable to an output shaft 34 through a reversing gear 24 comprising bevel planets 28, 29 mounted on a carrier 31 and meshing bevel suns 26, 27 respectively fast on the output shaft 34 and the output gear 21. Forward and Reverse through the gear 24 is by respective engagement of an oil pressure engaged, spring- released, multi-disc friction clutch 22 between the gear 21 and the shaft 34 and an oil pressure engaged, contracting friction brake 32 acting on the carrier 31. The torque-limiting means may be provided by suitably controlling slip in the Forward and Reverse clutch and brake 22, 32 or by a torque limiting slipping coupling 2 at the output or, preferably and as shown, the input end of the change-speed gear between the gas turbine 1 (which may act through a torque converter) and the input shaft 3. The slipping coupling 2 comprises interleaved plates 2A, 2B respectively connected to the turbine and the input shaft 3 and acted on by a spring 2C. A compensating device (Fig. 8) by which the torque capacity of the slipping clutch 2 is continuously adjusted to a value above but close to the steady speed turbine torque comprises a lever 158 pivoted at 159 on and within an L-shaped casing 146 having integral therewith a piston 148 and a cylinder 154. The piston 148 is movable within a fixed cylinder 149. One end of the lever 158 is pivoted to a piston 156 movable within the cylinder 154, and a variable rate spring 166 acts at this end between the lever and the casing 146. The other end of the lever 158 controls the output of a flow-restriction valve 168 fed by an oil pump 167, this output being fed to a chamber 171 of the torque limiting coupling 2. Increase of pressure in the chamber 171 acts against the spring 2C to reduce the torque capacity of the coupling. The gas-turbine comprises a gasgenerating portion 133 having an air-compressor wheel 134 which is driven by a generator turbine wheel 137 and forces air into combustion chambers 138, the rapidly expanding exhaust gas from the chambers driving the generator turbine wheel 137 and a free drive turbine wheel having an output shaft 141. The piston 156 is acted on through a flexible conduit 157 by oil pressure from a pump 142 driven by the free turbine output shaft 141 so as to render the lever 158 responsive to turbine output speed. Alternative speed detecting means could include an electric tachometer or a centrifugal air compressor driven by the free turbine. The piston 148 is acted on by output gas pressure from the compressor 134 so as to render the lever responsive to rotational speed of the generator compressor at constant temperature. A spring 152 acting on the piston 158 is responsive to the temperature of the gas so that a shift of the piston 148 is proportional to mass air flow through the gas generator whether due to a change in inlet air temperature or of generator speed. The compensator thereby increases the torque capacity of the coupling 2 with increase in free turbine torque due to increase in gas generator speed and decreases said torque capacity with decrease in free turbine torque due to reduction in free turbine speed. The diminishing rate at which the torque of the free turbine drops with its increase in speed is compensated for by the variable rate spring 166. Operation.-In First ratio, both clutches 4, 16 are disengaged for drive through the gears 19, 13, one-way clutch 12, shaft 11, gears 7, 5 (as idler), 6, the one-way clutch 6A, shaft 8, and gears 9, 21. For Second ratio, the clutch 4 is engaged for drive through the gears 5, 6, one-way clutch 6A, shaft 8 and gears 8, 9, the one-way clutch 12 releasing. During shift the coupling 2 slips whilst the turbine speed is reduced. For Third ratio, the clutch 16 is first engaged and then when the turbine is at least substantially synchronized to the new speed, the clutch 4 is released for drive through the gears 19, 13, one-way clutch 12, shaft 11, clutch 16, and gears 17, 21, the one-way clutch 6A releasing. For Fourth ratio, the clutch 4 is re-engaged, for drive through the gears 5, 7, shaft 11, clutch 16, and gears 17, 21, the oneway clutch 12 releasing. 2-4 shift may be effected, omitting Third ratio. Friction clutches 4, 16.-The clutches 4, 16 may, as shown in Fig. 7 in respect of clutch 16, comprise a driving base 62 of heat-absorptive material to which is clamped, by caps 66, 67, a steel or, as shown, elastomeric expansible member 68. A sleeve 69, fitted over the expansible member 68 between the caps 66, 67, is fixed mechanically or by adhesive to a driven casing 61 and is of high heat conductivity to minimize heat concentration. Frictional clutching engagement of the member 68 and sleeve 69 is by the supply of pressure oil to the zone between the member 68 and the base 62 via a line 64. |
