Patent GB-1174130-A (GB)
Title: A Vehicle Transmission and Control System
IPC: F16H61/662
Filed: 1967-09-26
Abstract: 1,174,130. Controlling variable-ratio gears; friction clutches. DEERE & CO. 26 Sept., 1967 [26 Sept., 1966], No. 43786/67. Headings F2C, F2D and F2L. A control system for the tractor variableratio gear of Specification 959,763, wherein an expanding-wheel steplessly-variable-ratio belt gear 36 is combined with a three-element planetary train 64 giving reduced, direct, and reverse ratios, comprises inter-connected hydraulic control circuits for the belt gear and the planetary gear controlled by a single shift lever 100 and arranged to provide ratio changes in a predetermined sequence and at a controlled rate, regardless of the speed at which the shift lever 100 is moved. Function summary.-A governed constant speed engine drives the gearing. Speed range selection is by transverse movement of the lever 100 to control ratio-engaging clutches L, H and brake R of the planetary train. Stepless speed variation within each range is by fore-andaft movement of the lever 100 to control the belt gear 36. For smooth starting from rest, the engaging pressure of the clutches H, L and brake R is dependent on the position of a "clutch" pedal 226, full depression of which causes full disengagement of the clutches H, L and brake R. Engaging pressure of the High range clutch H is decreased as the speed ratio of the belt gear is increased for increase of vehicle speed. Also, in High range the rate of change of speed ratio of the belt gear is reduced as the speed ratio increases. If the lever 100 is moved rapidly from the bottom of the Low range to the upper part of the High range, or vice versa, the belt gear is moved at a controlled rate to its lowest speed ratio setting, which is necessary for smooth Low-High or High-Low transition, before the change from one range to the other is effected. Gearing is as described in Specification 959,763. The planetary train 64 has an input sum 66, an annulus gear 68 secured to an output shaft 56, and a planet carrier 72. The belt gear 36 has input and output pulleys 38, 40 the effective diameters of which are established by hydraulic actuators 44, 46. An engine-driven constant speed input shaft 24 is connected via gears 25, 30 and the belt gear 36 to the sun 66, and via a gear 26 to a gear 60 coaxial with the planetary train. The planet carrier 72 is connected by a clutch L to the gear 60 for split-torque Low range, by a clutch H to the annulus 68 for series High range, and is held by a brake R for series Reverse range. The clutch H and brake R are actuated by a double-acting piston assembly 84, 90 movable in coaxial cylinders 85, 91 formed between the annulus 68 and a cylindrical outer portion 78 of the planet carrier 72, the latter also having radial portions 74, 76. The spring-released clutch L is engaged by hydraulic pressure on a piston 95. The speed ratio of the belt gear 36 is reduced to increase vehicle speed in the Low range and increased to increase speed in the High range, and is a minimum at the Low- High shift point (Fig. 2, not shown) at which stage the three planetary train elements are synchronous. In Low, maximum speed ratio of the belt gear 36 gives a Low reverse speed, e.g. 0À5 m.p.h. Gear selector linkage.-The lever 100 (Fig. 3) is movable in a gate marked with vehicle speeds, since a constant speed engine is used. A cam 112 rocked by fore-and-aft movement of the lever 100 is connected via a follower 116 and linkage 118, 134, 136 to a floating lever 132 of the belt gear control system. The cam 112 is symmetrical (Fig. 5) and gives minimum speed ratio at its mid position. An arm 106 on the lever 100 has a pin engaging in a slot of a pivoted plate 110 connected by a linkage 108, 242, 244 to a four-position shift lever 240, having a positioning detent 246, of the planetary gear control system. Hydraulic system.-An engine driven pump P provides line pressure in lines 124, 125 leading to the belt gear and planetary gear control systems respectively, via a flow dividing valve 122. The belt gear control system comprises valves 146, 158, 190 and a holding piston 138. A feeler 54 sensing the position of the movable flange of pulley 38 is connected to the end of the floating lever 132 opposite to the rod 136, and the spool 147 of valve 146 is also pivoted to the lever 132. Valve 190 is positioned according to the belt gear ratio by the feeler 54 and provides a variable restrictor 202 between a line 218 and the sump, with minimum restriction at minimum speed ratio. Valve 190 also connects a line 195 to the sump except at minimum speed ratio, when line 195 is connected to a pressure line 126. Valve 146 is moved by the lever 100 and by the feeler 54 to maintain a selected speed ratio, and admits line pressure 124 to the actuators 44, 46 via a rate control valve 158. The actuator for the pulley being contracted is supplied at line pressure, while that for the expanding pulley is supplied with a reduced pressure to maintain belt tension, pressure reduction being by a bleed to a line 188 connected to the sump by a relief valve 186. Rate control valve 158 has variable restrictors 172, 174 and is spring-biased to maximum restriction against a modulated line pressure in line 234. In Low and Reverse the line pressure is substantially constant and holds the valve 158 at minimum restriction. In High, a valve 204 reduces line pressure as the belt gear speed ratio increases, so that the restriction of valve 158 increases as speed increases, to reduce the rate of change of ratio. The planetary gear control system comprises valves 204, 250, 254, 256. Valve 204 regulates the pressure in lines 232, 234 according to "clutch" pedal position and, in High, belt gear speed ratio. The spool 206 is biased leftwards, to increase outlet pressure, by a spring 222 loaded from the "clutch" pedal 226, and rightwards by a spring 220 and pressure in a chamber 214 connected to a line 218 and by an orificed bore 212 to the valve outlet 230. When the pedal 226 is fully depressed, spring 222 is unloaded and the valve outlet 230 connected to the sump. In Low and Reverse, a valve 256 connects line 218 to the sump and the line pressure is constant. In High, valve 256 closes the line 276 and line 218 exhausts only through the variable restrictor of valve 190, so that line pressure falls with increasing vehicle speed. Pilot valve 250, in the position shown, for High, admits line pressure from line 124, valve 190, and lines 195, 268 to move a shuttle valve 256 to the High position in which modulated line pressure is supplied to the clutch H via lines 232, 286, 288, 87. When a spring 260 is allowed to move valve 250 to its rightward end position, for Low, Neutral, or Reverse, line 195 is connected to a line 270 to move the shuttle valve 256 rightwards to connect lines 87, 288 and 276, 218 to the sump. Line 195 is only pressurized when the belt gear is at minimum speed ratio, to give a smooth shift between Low and High. With valves 250, 254, 256 all in their extreme rightward positions (Fig. 6, not shown) line pressure from 232 is admitted via lines 286, 280, 98 to clutch L for Low. With lever 100 in the Neutral position (Fig. 9, not shown) the spool 282 of valve 254 is moved to a mid position in which the clutch L and brake R are connected to the sump. For Reverse (Fig. 8, not shown), spool 282 is moved fully leftwards to connect the line 232 to brake R via lines 286, 280, 93. Low-High sequence interlock.-If the lever 100 is moved direct from Neutral or Low to the upper end of the High range, line 195 remains unpressurized until minimum speed ratio of the belt gear is achieved, so that initially, shuttle valve 256 remains in its Low, rightwards position and line pressure is admitted to a chamber 142, to move the piston 138 rightwards against a spring 144, via lines 232, 286, 278, 262. This holds the follower 116 clear of cam 112 and ensures that the belt gear is moved progressively to minimum speed ratio. Then, line 195 is pressurized, valve 256 shifted to vent the chamber 242 and the clutch L, and to engage the clutch H, the speed control linkage being released to follow the cam 112. A similar sequence control operates for the High-Low downshift.