Patent GB-1238612-A (GB)
IPC: F16H47/04
Filed: 1969-12-11
Abstract: 1,238,612. Hydro-mechanical variable-speed gear. GENERAL MOTORS CORP. 11 Dec., 1969 [3 Jan., 1969], No. 60479/69. Heading F2D. A motor-vehicle hydromechanical C.S.G. provides three forward speed ranges and two reverse speed ranges wherein the speed ratio between an input shaft 10 and an output shaft 12 in each range is infinitely variable by the variable speed ratio drive of an F.N.R. hydrostatic drive unit 14 incorporated therein, the parallel input and output shafts 10, 12 being operatively drivingly connected by the variable ratio hydrostatic unit 14 and by four threeelement planetary gear sets 16, 18, 20 and 22, whereby the various forward and reverse speed ranges are effectively controlled by selective operation of friction brakes 50, 74, 82 and. a clutch 84, the driving and driven members of the clutch and the rotary and stationary members of the brakes being arranged to. be synchronized for upshift and downshift from one speed range to another at a maximum output speed of the hydrostatic unit 14. The speed ranges are as follows:- 1st (lowest) FORWARD speed range.-Brake 50 engaged holding ring 46 of set 16, drive from input shaft 10 through hydrostatic unit 14 to sun 38 which drives carrier 44 and connected output shaft 12. 2nd FORWARD (split-power) speed range.- Brake 50 released and brake 74 engaged, mechanical drive from input shaft 10 by gear set 20 to carrier 54 of gear set 18, and hydrostatic forward through zero to reverse drive via unit 14 to sun 40 of gear set 18, the combined resultant effect driving the ring 56 and connected output shaft 12. 3rd FORWARD (split-power) speed range.- Brake 74 released and clutch 84 engaged, mechanical drive from input shaft 10 via clutch 84 to ring 46 of gear set 16, and hydrostatic reverse through zero to forward drive via unit 14 to sun 38 of gear set 16, the combined resultant effect driving the carrier 44 and connected output shaft 12. 1st (lower) REVERSE speed range.-Same as in 1st forward speed range, but with hydrostatic motor 28 oppositely driven by pump 26. 2nd REVERSE (split-power) speed range.- Brake 50 released and brake 82 engaged, mechanical drive from input shaft 10 by gear set 22 to carrier 54 of gear set 18, and hydrostatic reverse through zero to forward drive via unit 14 to sun 40 of gear set 18, the combined resultant effect driving the ring 56 and connected output shaft 12. OPERATION. Neutral.-All the drive establishing devices disengaged and the pump 26 conditioned for zero displacement. ' 1st (lowest) .forward speed range.-Forward/ reverse brake 50 engaged to brake ring 46 of gear set 16. Drive from input shaft 10 through hydrostatic unit 14 to sun 38 which drives planets 42 and carrier 44 on output shaft 12 in a forward reduced speed. 2nd forward '(split-power) speed range.-At maximum pump 26 displacement which gives maximum hydrostatic speed of motor 28 in the 1st forward range,the ring 72 of the planetary set 20 is stationary, the speed components of the mechanically driven sun 64 and hydrostatically driven planets and carrier 68, 70 being subtractive, one from the other, whereby there is no resultant drive to the ring 72, which thus becomes stationary. The shift from 1st to 2nd speed range is accomplished when this speed synchronized condition is reached, i.e. when the ring 72 is stationary and there is no relative movement between the unengaged brake members of the 2nd forward drive brake 74, the 1st forward/reverse brake 50 being then released and the 2nd forward drive brake 74 engaged to hold the: ring 72. Mechanical drive from input shaft 10 by gear set 20 to carrier 54 of gear set 18 drives carrier 54 in forward direction at a reduced speed, whilst simultaneously the sun 40 of gear set 18 is driven via the hydrostatic unit 14. With the sun gear 40 rotating in the same direction as carrier 54, the speed component of the sun 40 subtracts from the carrier 54 in the forward drive they provide to the ring 56 and connected output shaft 12, the speed of which increases with decreasing speed of sun 40 until the sun reaches zero speed, thus when sun 40 is rotated in the opposite or reverse direction, its speed component now adds to that of the carrier 54 so that the speed of the ring 56 and output shaft 12 increases with increasing speed of sun 40 in the reverse direction. Thus in the second speed forward range the displacement of pump 26 is initially decreased from its maximum displacement condition existing at the end of the 1st forward speed range, to decrease the speed of sun 40 and thus increase the speed of output shaft 12 until zero pump displacement and thus zero speed of sun 40 is reached after which the speed output shaft 12 speed is further increased by increasing the pump 26 displacement in the opposite sense to increase the speed of sun 40 in reverse direction until maximum output speed in the 2nd forward range is reached when maximum opposite displacement of pump 26 is reached. Downshifting from 2nd to 1st speed forward rangeis also provided with a speed synchronized condition at the first forward/ reverse brake 50 by the drive to ring gear 46 which conditions the reaction drive shaft 48 and thus the rotatable member of brake 50 at zero speed at the initial maximum motor speed in the 2nd forward range. 3rd forward (split-power) speed range.-At the opposite maximum speed of motor 28 in the last half of the 2nd speed forward range, the sun 38 of gear set 16 is driven by motor 28 in the reverse i.e. opposite direction to. that of driven carrier 44, the two drives combining to drive ring 46 and the connected driven member of the third forward-drive clutch 84 in the same forward direction and synchronized speed as the driving clutch member of the clutch 84. The shift from 2nd to 3rd speed range is accomplished when this speed synchronized condition of clutch 84 is reached, .the second forward brake74 being first released and the third forward clutch 84 then engaged. 'Mechanical drive from input shaft 10 via clutch 84 drives ring 46 of gear set 16 in the forward direction. Since sun 38 is driven by motor 28 in the opposite, i.e. reverse direction to that of ring 46, the speed component of sun 38 subtracts from ring 46 in the drive to the carrier 44 and connected output shaft 12, the speed of which again (as before) increases with decreasing speed of the sun 38 until sun 38 reaches zero, and when sun 38 is rotated in the forward direction its speed component now adds to that of ring 46 so that the speed of the carrier 44 and -connected output shaft 12 increases with increasing speed of sun 38 in the forward direction. Thus in the third speed forward range the displacement of pump 26 is decreased from maximum opposite displacement condition, existing at the end of the 2nd forward speed range through zero to maximum forward displacement to continuously increase the speed of carrier 44 and output shaft 12. Downshifting from 3rd to 2nd speed forward range is also provided with a speed synchronized condition at the 2nd forward brake 74 by sun 64 and carrier 70 in gear set 20 which establish ring 72 at zero speed at initial maximum speed of motor 28 in the 3rd forward speed range. 1st (lowest) REVERSE speed range.-Brake 50 engaged as in 1st forward speed range. Displacement of pump 26 increased from zero in a sense opposite to that in the 1st forward speed range to drive sun 38 of gear set 16 and thus output shaft 12 in reverse, the drive being as in the 1st speed forward range except that motor 28 is oppositely driven by pump 26. 2nd REVERSE (split-power) speed range.- At opposite maximum speed of motor 28 in the 1st Reverse speed range, the sun 66 of gear set 22 is mechanically driven forward by shaft 10 whilst ring 78 is reversely driven by carrier 54 of gear set 18 by the oppositely, i.e. reversely, driven motor 28, the oppositely rotating sun 66 and ring 78 combining to drive carrier 80 and their speed components synchronizing such that at maximum reverse speed of motor 28 at the end of the 1st Reverse speed range, the carrier 80 and a connected rotatable member of a 2nd Reverse brake 82 are stationary. The shift from 1st to 2nd reverse speed range is accomplished when the speed synchronized condition of brake 82 is reached, the brake 50 being then released and the 2nd reverse brake 82 engaged to hold the carrier 80. Mechanical drive from input shaft. 10 by gear set 22 to carrier 54 of gear set 18 drives carrier 54 in reverse direction at a reduced speed whilst simultaneously the sun 40 is reversely driven by the motor 28, the speed component of the sun 40, subtracting from that of the carrier 54 in the reverse drive to ring 56 and connected output shaft 12, the speed of which increases with decreasing speed of sun 40 until sun 40 reaches zero (i.e. zero pump displacement), and when sun 40 is-rotated in the forward direction its speed component now adds to that of the carrier 54, so that the speed of the ring 56 and connected output shaft 12 increases with increasing speed of sun 40 in the forward direction. Thus in the 2nd reverse speed range the displacement of pump 26 is decreased from its maximum opposite, i.e. reverse displacement condition, existing at the end of the 1st reverse speed range, through zero to maximum forward displacement to continuously increase the speed of the output shaft 12. Downshifting from 2nd to 1st reverse speed range is also provided with a speed synchronized condition at the brake 50 by the ring 46 of gear set 16 which establishes ring 16 at zero speed at initial maximum reverse speed of motor 28 in the 2nd reverse speed range. Various optional arrangements may be obtained by removing one or more clutch, brake and gear set.