| 摘要 |
1,004,420. Hydro-mechanical variable speed gear. SVENSKA ROTAR MASKINER A.B. Sept. 13, 1961 [Oct. 5, 1960], No. 32805/61. Headings F2C, F2D and F2L. A variable-speed gear for a motor vehicle comprises a hydro-dynamic torque converter 12 having an impeller 20, first turbine 24, 28 and second turbine 26 which turbines are connected to each other and to an output shaft 48 by two sun-ring planet trains controlled by selective engagement of hydraulically operated friction brakes 56, 70 and a clutch 47 to provide two forward speed stages during which the turbines rotate in opposite directions and the same direction respectively and a reverse speed stage. The second turbine 26 is fast with the planet carrier 50 of the first gear train the planets 52 of which mesh a sun gear 44 fast with the first turbine 24, 28 and a ring gear 54 which may be held at 56. The planets 64 of the second train mesh a sun 62 fast with the first planet carrier 50 and an output carried ring gear 72 and the planet carriers 66 may be held at 70. The clutch 47 connects the first turbine directly to the output shaft 48. Oil under pressure is supplied to the torque converter through lines 116, 84, 86 from a pump 74 driven through gears 77, 76, 78, 80 from the torque converter casing 12. Outflow from the torque converter passes through lines 87, 88, 89, a one-way pressure relief valve 90, a cooler 91 and a filter 92 back into a sump 94. Pressure oil from the pump 74 is selectively supplied to servos 102, 106, 49 of the brakes 56, 70 and clutch 47 under the control of a manual neutral-forward-reverse selector valve 120, a valve 126 responsive to the speed ratio between the input and output shafts and a valve 142 responsive to accelerator pedal position. The valve spool 126 is splined at 128 to the gear 78 driven from the torque converter casing 12 and at its other end carries a friction disc 132 on a screw-threaded portion 130 thereof. The disc 132 is pressed by a spring into engagement with a drum 134 driven through gears 108, 110, 112 from the output shaft 48 so that below a predetermined ratio between the input and output shafts the valve spool is screwed to the left and above the predetermined speed is screwed to the right (position shown). For neutral with the vehicle stationary and the valve 126 in its left hand position the selector valve 120 is moved to the position 120a in which it blocks the oil pressure supply lines 118, 146 and exhausts the brake servo 102 at 152 through lines 136, 124, the brake servo 106 at 154 through lines 138, 122 and the clutch servo 49 at 156 through line 150. For forward drive the selector valve 120 is moved to the position 120b (position shown) in which pressure oil is supplied through lines 118, 122, 136 to engage brake 70 and through line 140 valve 142 and lines 146, 150 to the clutch 47. With the accelerator pedal in the throttle closed position the valve 142 is in the position 142a in which the pressure oil passes from the line 140 through a restriction 140b to the valve which now communicates with a pressure relief valve 148 so that reduced pressure is applied to the clutch 47 which thus slips and slows the first turbine 24, 28 prior to full clutch engagement. Depression of the accelerator pedal moves the valve 142 to the position 142b (position shown) to provide unrestricted communication between pressure supply line 140 and clutch line 150, for full clutch engagement and forward drive in a low ratio stage, during which the turbines rotate in opposite directions. At a predetermined speed ratio between the input and output members the valve 126 shifts to the position shown to vent the brake servo 106 at 152 through lines 138, 124 and engage the brake 56 by supplying pressure oil to its servo 102 through lines 122, 136 for high ratio stage during which the turbines rotate in the same direction. For reverse the selector valve 120 is moved to the position 120c in which the clutch servo is exhausted at 156 and with the valve 126 in its left-hand position pressure oil is supplied to servos 102, 106 through lines 118, 124, 136 ; 140, 146, 122, 138 respectively. The brake 70 is only partially engaged due to the valve 142 occupying its throttle closed position in which it reduces the oil pressure supplied to the brake servo 106, so that the planet carrier 66 is braked slowly. Depression of the accelerator pedal shifts the valve 142 for full engagement of the brake 70 providing reverse ratio. The valve 142 is operated by a solenoid the circuit of which is completed by closing a switch when the throttle valve is closed. In Fig. 2 (not shown), the planet carrier 50 is provided with an additional brake which when engaged together with the clutch 47 provides an additional forward ratio. Specification 880,063 is referred to. |
