Patent GB-931877-A (GB)
Title: Improvements in or relating to power transmission systems providing automatic changes of gear ratio
Inventor: ELLIS FREDERICK EDWARD
IPC: F16H61/02
Filed: 1961-04-14
Abstract: 931,877. Change-speed gear and control. AUTOMOTIVE PRODUCTS CO. Ltd. April 9, 1962 [April 14, 1961; June 27, 1961], Nos. 13556/61 and 23288/61. Class 80 (2). [Also in Group XXXI] A change-speed gear for a motor car &c. comprises an engine crank-shaft 11 driving through an hydrodynamic torque converter 12 and gears 15 . . . 17 to an input bevel sun gear 24 meshing the larger gear of a two-gear bevel planet pinion cluster 26 in a carrier 25 which may be stationed by engagement of an hydraulically operated friction cone brake 49, the larger planet pinion also meshing a reaction bevel sun gear 52 stationed by engagement of a band brake 54 and the smaller planet pinion meshing two output sun gears 29, 31, the former driving through a shaft 19 when the carrier 25 is held to an hydraulically controlled friction cone clutch 34 engaged to transmit forward drive to an output gear 23, and the latter sun gear 31 driving under the same conditions through a sleeve 32 and a similar clutch 39 to the output gear 23 for reverse drive. Manual selection of forward and reverse is effected by a ratio range selector valve 66, Fig. 3, retained in position by a spring-biased detent 89. In the drive, D, position shown, an engine-driven pump 61 supplies liquid under pressure from a sump 62 through a main pipe 63 containing a pressure relief valve 64 itself retained in a predetermined position by spring bias and by back-pressure acting through a shut-off valve 75 in a servo space 78. Main pressure 63 metered through the pressure relief valve 64 passes via a pipe 68 to the torque converter 12, and through a valve 71 and a cooler 73 back to the sump 62, while main pressure 63 is connected through the valve 66 to the forward drive clutch 34. Also, main pressure 63 is simultaneously connected through the ratio range valve 66 to a valve 80 controlled by an output driven centrifugal governor 56 itself subjected to variable control in dependence of the compression of a spring 96, adjusted by alteration of the setting of the car accelerator pedal. With the car at rest, the governor-controlled valve 80 admits main pressure 63, 65 through a spool valve 83 to the brake 49 stationing the carrier 25, so that first ratio is established preparatory to the car moving off. With increasing speed, the valve 80 is slidden leftwards by the governor to a position where it vents the brake 49, Fig. 4 (not shown), to free the carrier 25, and instead connects main pressure 63, 65 through a spool valve 84 to a servo 81 which applies the band brake 44 and stations the sun gear 31. The carrier 25 now rotates, and the bevel sun gear 29 &c. rotate at an intermediate speed. With further increase of output speed, the governorcontrolled valve 80 is slidden still further left to a position where it vents the servo 81, Fig. 5 (not shown), to disengage the brake 44 and instead connect main pressure 63, 65 to a servo 82 which applies the band brake 54 and thus stations the reaction sun gear 52. The carrier 25 and the bevel sun gear 29 &c. now rotate at an increased speed. With still further increase of output speed, the governor-controlled valve 80 is slidden to its furthest left position, Fig. 6 (not shown), venting the servo 82 to disengage the band brake 54 and simultaneously connecting main pressure 63, 65 to the clutch 39. Both clutches 34, 39 are now engaged to lock-up the gear, and direct drive is established. At the same time, the governor-controlled valve 80 connects main pressure 63, 65 through a pipe 95 to the shut-off valve 75, which moves to vent main pressure acting in the servo space 78 of the pressure relief valve 64. Main pressure 63, 65 is thereby reduced when direct drive is established. Downshifts with decreasing output speed are effected in a similar manner. To establish reverse, the ratio range selector valve 66 is slidden rightwards, Fig. 7 (not shown), to connect main pressure 63 to the brake 49, stationing the carrier 25, and to the clutch 39. The governor-controlled valve 80 is now isolated from main pressure 63. The third ratio can be established manually by sliding the valve 66 to supply main pressure 63 to the clutch 34 and the brake 54, Fig. 8 (not shown). The second and first ratios may also be established manually by sliding the valve 66 to supply the appropriate clutch and brake, Figs. 9, 10 (not shown). In each of these settings the governor-controlled valve 80 is isolated from main pressure 63. For tow starts of the car engine, a valve 98 is opened manually to connect an output driven pump 97 to the main pipe 63. According to the first Provisional Specification, the torque converter is replaced by a centrifugal clutch. According to the second Provisional Specification, one of the friction clutches is replaced by a positive clutch, which may be engaged by a positive detent acting as a parking lock.