Patent GB-800995-A (GB)
Title: Improvements in or relating to driving units for vehicles or the like
IPC: F16H47/08
Filed: 1954-12-10
Abstract: 800,995. Electrically propelled vehicles. SVENSKA ROTOR MASKINER AKTIEBOLAG. Dec. 10, 1954 [Dec. 15, 1953], No. 35771/54. Classes 79(2) and 79(3) [Also in Group XXIX] A driving unit for a railway vehicle comprises an electric constant speed motor driving a hydro-dynamic torque converter having control means to regulate the power delivered by the unit. The torque converter comprises pump blades 22, two interconnected series of turbine blades 28, 30 and guide vane blades 38 positioned between the two series of turbine blades. The pump blades are angularly adjustable, and the housing 44 enclosing the blades and forming the outer wall of the hydraulic circuit is freely rotatable. The pump blades are mounted on stub shafts 24 supported in a flange 20 forming part of the wall of the hydraulic circuit and which is integral with the driving shaft 10 of the converter. A gear wheel 56 geared to segments 54 of the stub shafts 24 is rotated for adjustment of the blades 22 by an axially movable ring controlled by rods 68 from a lever 70. The two series of turbine blades are interconnected by the member 36 forming part of the inner core of the circuit and are connected to the flange 34 forming part of the wall of the circuit and which is coupled to the driven shaft 32. The guide vane blades are coupled to a hollow shaft 40 surrounding the shaft 32 and which is adapted to be held by a brake 74 to hold the guide vane blades stationary or to be coupled upon ter through sun and planet gearing 80, 82, 84, 90 to the shaft 32. Under the latter condition the brake 74 is released and the guide vane blades move in a direction opposite to that of the turbine blades. To couple the shafts 40 and 32 together, a brake 92 is provided for holding the planet carrier stationary. A friction clutch may be provided to couple the shafts 10 and 32 for direct drive when it is so desired or dependent upon the loading and speeds of the converter. Alternatively the clutch may be replaced by sun and planet gearing with suitable braking for effecting a direct drive. An hydraulic system of control valves is provided for effecting actuation of the converter and includes a sleeve valve 156 for controlling the angle of the pump blades and for completely closing the blades and consequently closing the hydraulic circuit. There is also provided a reversing gear control 132 operated from valves 142, 144, 146 for moving a lever 130 to couple the driven shaft 32 with forward or reversing gears 118, 124 or to retain the lever 130 in a neutral position. The brakes 74, 92 are controlled by pistons 76, 94 and are so operated that one or the other is operative. The flow of pressure liquid to the pistons 76, 94 is controlled by valve 200 starting and at low speeds of the converwhich is itself controlled by a speed control valve 188 which is operated by the variation in speed between the pump shaft and turbine shaft. A separate control valve 208 is linked with the valve 132 so that when the control lever and lever 130 for the reversing gear are in the neutral position, the flow of pressure liquid to the valve 200 and hence pistons 76, 94 is completely cut off and the guide vane blades are not held or coupled to the shaft 32. In this neutral position of the levers the pump blades are held closed. The vehicle may have a number of units for driving it all of which may be under one control. Specification 800,994 [Group XXIX] is referred to. Reference has been directed by the Comptroller to Specifications 700,443 [Group XXIX] and 744,304.