Patent GB-1391633-A (GB)
Title: Planetary transmission mechanism and hydraulic control
IPC: F16H61/02
Filed: 1972-05-10
Abstract: 1391633 Change-speed gear; friction clutches BORG-WARNER CORP 10 May 1972 [1 June 1971] 21811/72 Headings F2D and F2C Ratio selecting friction clutches 20, 21 and brakes 23, 24, 25, in a torque-converter-driven three-speeds and one reverse transmission on a vehicle, are engaged by fluid-pressure servos under control of fluid pressure signals responsive to output speed and engine throttle setting, each servo being connected directly to an accumulator 144, 146, 148 having two operative faces, one 412 subject to servo pressure, the other 413 (differential land), subject to line pressure 420, which is itself regulated by the speed and torque signals, so that the rate of pressure increase and decrease in the corresponding servo is controlled in accordance with prevailing speed and torque requirements. In addition the servos of that clutch 21 and brake 25 used for reverse each have two pistons 52, 70 and 58, 71, only one of which is used during forward operation, but both of which are used together in reverse, for pressure augmentation, their application being in sequence to provide smooth engagement. Included in the feed lines to the accumulators 144, 146, 148 and their servos are orifice valves 480, 482, 484, comprising replaceable plates having separate orifices 492, 494 closed in opposite flow directions by ball check-valves. The orifices are thus independently effective for supply to and release from the appropriate servo and can be independently calibrated for that purpose. Function summary.-A manual valve 116 and detent section 180 of a throttle valve 118 provide manual and kickdown shifts to second and third ratios below engine-safe speeds, the manual valve providing for automatic selection of all three ratios in D setting, first and second both being one way. Manual 2 and 1 settings suppress respectively third and second ratios, both ratios being two-way in these settings. In N setting no line is pressurized, whilst in P the manual valve pressurizes a manual low brake 25 only. Gear arrangement.-Two reduced ratios, direct drive and one reverse are provided. The torqueconverter drives two input clutches one, a forward clutch 20, engaged in all forward ratios to drive the ring gear 31 of a rear planet train, the other, a direct-reverse clutch 21, driving connected suns 36 of front and rear planet trains for direct-drive and reverse, drive issuing to output 13 from the connected front ring and rear carrier. Automatic low is by a one-way brake 60 on the first carrier, paralleled by a disc brake 25 applied in manual low and reverse. Second, automatic, is by applying a brake 24 to a one-way brake 62 on the shaft 34 of the connected suns 36, a parallel brake 23 providing two-way manual second. Third, direct-drive, uses both clutches 20, 21 together, the one-way second ratio brake 24 remaining applied but overrun. Reverse uses the direct-reverse clutch 21 and the two-way low brake 25, the front train being used alone. Fluid pressure supply and regulation.-A single pump 110 supplies a main line 420 under control of a primary regulator valve 112 which also supplies a secondary regulator 114 controlling torque converter pressure. The regulator valves are loaded by a line 438 receiving regulated throttle pressure from a throttle valve section 182 of a throttle valve 118, loaded through a spring 206 by a detent valve section 180 operated by the engine throttle control. Load pressure 438 is also rendered speedsensitive by a cut-back valve 122 which, when depressed, supplies a downward pressurereducing bias to the throttle-valve section 182 through a line 443 acting on differential lands 192, 193. The cut-back valve 122 is depressed by modulated governor pressure in a line 452 supplied by a governor modulator valve 126 which regulates governor pressure 448 supplied by an output driven centrifugal governor valve 124, not described, the regulation being such that pressure in the modulated line 452 is unmodified governor pressure up to a predetermined level, 15 p.s.i., above which it does not increase. The pressure in the regulator-valve load line 438, and hence line pressure 420, thus reduces with speed increase up to the said limit and increases with engine throttle opening. Augmentation of regulator valve loading, and hence line pressure, is provided in reverse through a line 434. Shift valves.-Differentially-landed 1-2 and 2-3 shift valves 134, 128 are loaded upwards for upshift by governor pressure 450 acting at their lower ends, and downwards for downshift by throttle pressure 440. For the 1-2 valve 134 the throttle pressure 440 acts on the upper end in the downshift position through ports 305, 306 and two-way check-valve 445, and is cancelled in the upshifted position by blanking at a land 295, thus providing hysteresis. In the 2-3 valve 128 the throttle pressure 440 acts on the upper end in both positions, hysteresis being provided by allowing governor pressure 450 to act downwards on a differential land 260 in the downshifted position. The shift valves receive their line pressure for distribution to the brake and clutch servos from a manual-valve feed line 428, the 2-3 shift valve 128 receiving its servo pressure through a line 462 opened to 428 through the 1-2 valve 134 only after the latter has upshifted. Manual shift.-Both shift-valves 134, 128 have at their upper ends upwardly spring loaded coast valves, a low coast valve 136 for the 1-2 valve 134, and an intermediate coast valve 130 for the 2-3 valve 128. These serve to downshift the respective shift valves, governor pressure permitting, by line pressure 436, 430 supplied in settings 2 and 1 respectively of the manual valve 116. In addition to downshifting the 2-3 valve 128, manual 2 pressure 436 is regulated to a lower value, 30 p.s.i., in an intermediate coast modulator valve 132, into a line 458 and thence through the upshifted 1-2 valve 134 and line 460 to the servo 54 of the second ratio two-way brake 23. The action of the low coast valve 136 differs in that manual low pressure 430 is first reduced, to 30 p.s.i., in a low coast modulator valve 138 before acting at 432 on the low coast valve 136, depression of which, when governor pressure is overcome, passes the modulated pressure 432 through a line 466 direct to the small servo piston 58 of the two-way low brake 25. The servo pressure passes the lower end of a reverse sequence brake valve 140. bit is without effect thereon due to its low modulated value. Kickdown.-Line pressure 420, regulated to a lower value by a detent regulator valve 120, passes through a line 446, the detent section 180 of the throttle valve 118 in its kickdown position, and a line 442 to act downwards on a differential land 260 of the 2-3 valve 128, producing downshift below an engine-safe speed. The same kickdown pressure 442 reaches the upper end of the 1-2 valve 134 through the two-way ball check valve 445 for similar 3-1 kickdown at the appropriate speed. Reverse.-In forward third ratio, the directreverse clutch 21 is engaged, as above described, only by its small servo piston 70, and in manual low, the brake 25 only by the piston 58. For reverse in each case an additional servo piston 52. 71 acts on the clutch and brake respectively for increased torque capacity. The supply to these pistons is controlled by a reverse sequence clutch valve 142 and reverse sequence brake valve 140. In reverse setting R, the manual valve 116 pressurizes lines 430, 434, the latter acting on a differential land 256 of the 3-4 valve 128 to maintain its downshift position, in which the same manual valve pressure 434 passes through a line 454, orifice valve 482 and line 366 to thrust rightwards a reverse sequence clutch valve 142 (by virtue of the augmented line pressure in reverse setting). This valve 142 then directs the manual R pressure through a line 470 to the large piston 52 of the directreverse clutch 21, the small piston 70 of which is already being fed from the accumulator 146 and line 454. The two clutch servos thus engage smoothly and in sequence. The low-reverse brake servos 58, 71 are also fed in sequence, manual R pressure 430 passing unmodified through the low-coast modulator valve 138 to line 432 to downshift the low-coast valve 136 and pass through it and line 466 direct to the piston 58 of the low-reverse brake 25, and also, with reverse pressure augmentation, now being able to raise the reverse sequence brake valve 140, and supply pressure 468 to the second piston 71 of the low-reverse brake 25, which thus acts sequentially after the piston 58 to engage the brake smoothly and with increased torque capacity.