Patent GB-1045278-A (GB)
Title: Power transmission
Inventor: KEMPSON BERTRAM CARL
IPC: F16H47/04
Filed: 1962-09-26
Abstract: 1,045,278. Change-speed control. DOWTY HYDRAULIC UNITS Ltd. Sept. 11, 1963 [Sept. 26, 1962], No. 36593/62. Heading F2D. [Also in Division B7) In a diesel engine-driven motor vehicle wherein an hydrostatic gear comprising an infinitely variable positive displacement enginedriven pump 5 in closed circuit with a fixed positive displacement motor 9 is followed in series by a mechanical change-speed gear 12 having two or more stepped ratios and driving an output shaft 10 connected to the vehicle wheels, the ratio of the hydrostatic gear is determined by a pump speedresponsive means 26 tending to maintain the pump speed at a selected value, and the mechanical gear ratio is determined by the hydrostatic gear ratio to establish high mechanical gear ratio with high hydrostatic gear ratio and vice versa. The two-speed mechanical gear shown comprises planets 51, 52 loose on an output carrier 48 and respectively meshing input suns 46, 47 and ring gears 53, 54 which latter are brakable at 55, 66 by energization of fluidpressure servomotors 57, 58 to give high and low gear ratios respectively. The pump speed responsive means comprises a gear-type pump 6 driven by the engine pump shaft 4 and feeding a restrictor unit 26, the chambers 25, 28 of which, upstream and downstream of an orifice 27, are alternately connected through a Forward-Reverse changeover valve 42 to the opposite ends of a double-acting spring-centred servomotor 15 the piston 14 of which is connected to a Forward-Neutral-Reverse control lever 13 of the pump 5. The downstream chamber 28 is also connected, through a shuttle valve 31, to whichever is the low-pressure line between the pump 5 and motor 9 and, through a line 41, to a pilot valve assembly 22 controlling the mechanical gear servomotors 57, 58. The orifice 27 is controlled by a tapered needle 32. A conventional fuel pump 2 incorporates an engine speed-responsive governor the setting of which is adjusted by a lever 3 controlled by a manual speed-control lever 36. The needle 32 is also connected to the lever 36 for movement with the governor adjustment lever 3. At idling speed a groove 34 in the needle is positioned in the orifice 27 whilst at any higher speeds the tapered portion of the needle is moved into the orifice. The servomotor piston 14 is extended at 19 to carry a cam lobe 21 actuating the pilot valve assembly 22 which comprises two outer spring-raised valve plungers 72, 75 connecting when depressed, the line 41 to the servomotor 57 through lines 94 or 97 and 59, and two inner spring-raised valve plungers 73, 74 connecting when depressed, the line 41 to the servomotor 58 through lines 95 or 97 and 61. A laterally spring-loaded plate 77 coacts with projections 84 on the plungers so that on depression of one plunger by the cam lobe 21 that plunger is retained whilst a previously depressed plunger is released. A pair of restrictors 98, 99 conneets the lines 59, 61 to sump to prevent retention of pressure in the servomotors 57, 58 after supply cut-off. In operation, with the lever 36 in the idling position and the groove 34 occupying the orifice 27, pressure drop across the orifice is insufficient to displace the piston 14 from its neutral position. Due to previous engine stoppage the centred lobe 21 will have depressed plunger 73 or 74 so that pump 6 delivery engages the brake 56. Before moving off, the valve 42 is moved, say, to F for forward drive. Lever 36 is then moved to increase speed and the tapered portion of the needle 32 occupies the orifice 27. The pressure drop across the orifice then moves the piston 14 to the left to drive the vehicle through the hydrostatic gear and low-ratio mechanical gear. Assuming the lever 36 is held fixed, the vehicle accelerates and slightly rising engine speed increases the pressure drop to move the piston 14 fully over to give maximum pump 5 displacement and therefore high hydrostatic gear ratio and, due to depression and release of the plungers 75, 74 respectively, high mechanical gear ratio. Due to the then increased torque on the pump 5 a slight lowering of engine speed then reduces the pressure drop to reduce hydrostatic ratio to allow slight rise in engine speed until the selected speed is attained at which pump 5 displacement is advanced to its maximum. Further vehicle acceleration resulting in increased engine speed above the selected speed results in reduction in fuel flow by the governor and if the vehicle is on a down grade the fuel supply is reduced to a minimum for the engine to act as a brake. If the vehicle moves on to an up-grade with consequent reduction in engine speed down to the selected speed, the governor increases fuel flow to a maximum. When speed drops below the selected speed pump 5 displacement is reduced, and if the grade is sufficiently steep mechanical gear low ratio will be established. With consequent reduction in torque demand and hence increase in engine speed, the pump displacement may then increase. Further grade increase would then effect a reduction in pump displacement. The tapering of the needle 32 is such that for any position of the lever 36 the corresponding selected engine speed provides a pressure drop at the orifice just sufficient to give maximum displacement of the pump 5. In an arrangement providing more than two mechanical gear ratios, it is preferable for one at least of the intermediate ratios not to be selected when the vehicle is accelerated and pump 5 displacement is increasing. For this purpose the relevant intermediate plungers (Figs. 5, 6, not shown), are provided with spring-biased, pivoted heads which are thus effective to depress the plungers when the cam lobe 21 is moving in the pump 5 displacement reducing direction only.