Patent GB-1220916-A (GB)
Title: Torque converter and control system therefor
IPC: F16H41/04
Filed: 1969-04-15
Abstract: 1,220,916. Hydrodynamic torque converter. CATERPILLAR TRACTOR CO. 15 April, 1969 [8 May, 1968], No. 19127/69. Headings F2C, F2D and F2L. To vary the power absorption capability of a vehicle torque converter, the converter has a pair of impellers 140, 146 or reactors (40), (46), Fig. 2 (not shown), connected together by a friction clutch 139 or brake (39), the application force of the clutch or brake being variable to adjust the slipping and hence control relative rotation between the two impellers or reactors. The clutch or brake may be controlled electrically (not further described), pneumatically or hydraulically. As shown in Fig. 15, the clutch comprises interleaved friction discs 141, alternate discs being splined to the free impeller 140 and to a member 143 fast with impeller 146 and with the input member 134. The clutch is engaged by a piston 144 in a fluid cylinder 145. The cylinder is fed through ducts 172, 180, and the exhaust is controlled by a centrifugal spool valve 171 including a spool 177 moved under centrifugal force against a spring 179 to progressively block an exhaust port 181 to reduce clutch slipping and hence increase the torque converter capacity proportionally. Again, Fig. 8, the clutch and torque converter are included in the main drive of a loader vehicle which has a loader bucket 152. The clutch engagement pressure is adjusted in accordance with the supply pressure 150 in line 154, to a tilt valve 151 controlling the actuator 147 of the bucket 152. Pressure in line 154 is throttled and reduced by a valve 153, the loading of which is manually adjusted at 158 between positions of MAX. and MIN. clutch slippage to provide minimum and maximum directing of power to the vehicle wheels. The outlet of valve 153 in line 161 acts on the end of a ratio valve 163 to direct fluid pressure from a pump 166 through the valve to clutch 139 with decreasing pressure in line 161. Again, Fig. 16, (not shown), the pressure 154 is applied directly to valve 163 and is derived from the connecting conduits between a pump and motor wheel drive such that, with wheel slipping, the pressure increases to increase slipping of the clutch and reduce the drive to the wheels. Also, Fig. 17 (not shown), a manual lever (190) positions a valve (194) to meter pump fluid (166) to the clutch. In Figs. 9-14 (not shown), alternative torque converters including a lockup clutch (170) and a three-element planetary train, are illustrated. A friction brake (39), Fig. 2 (not shown), is used to brake a second reaction (40) progressively, the first reactor (46) being fixed. The brake is applied by a piston (44) in a fluid cylinder (45). The pressure in cylinder (45) may be varied by a centrifugal valve (71), Fig. 5 (not shown), or by slipping of a vehicle wheel, Fig. 6 (not shown). Alternatively, a manual control, Fig. 7 (not shown), or a control dependent on the actuation pressure of a loader bucket actuator (47), Fig. 1 (not shown), is provided. The throttle valve (53) is again manually loaded, the MIN. position of the lever (58) corresponding to minimum brake slip and minimum transmission of power to the vehicle wheels. In Figs. 3 and 4 (not shown), alternative torque converters are illustrated in which the reactor (46) is mounted on a one-way brake (69), and a lock-up clutch (70) is provided.