Patent GB-460403-A (GB)
Title: Improvements relating to reversing hydraulic transmission gears
IPC: F16H47/07
Filed: 1936-05-15
Abstract: 460,403. Hydraulic transmission of power. KRUCKENBERG, F., STEDEFELD, C., and BLACK, W. May 15, 1936, No. 13877. Convention date, May 15, 1935. [Class 69 (ii)] [Also in Groups XXIV and XXXI] Toothed reversing-gear, for a rail-car driven by an internal-combustion engine, is combined in a complete unit with a turbo-hydraulic coupling or torque-converter, the reversing clutch or clutches being accommodated within the length of the turbo-gear on a countershaft parallel to it. Change speed arrangements, controlled by filling one turbo-gear and emptying another, may also be incorporated. The gear shown in Fig. 2, comprises a driving shaft 15 and a driven shaft 17, which shaft 17 drives, through bevel-gearing a bogie-axle over which the driving motor is mounted. The torque-converting turbo-gear comprises a pump-wheel 22 on the driving shaft 15, a stationary guide vane ring 24, and a doubleringed driven wheel 23, permanently connected to toothed wheels 27, 28 meshing directly and through an idler 32 respectively, with loosely-mounted wheels 31, 33, adapted to be selectively clutched to the driven shaft 17 for forward or reverse, by a splined clutchsleeve 34. In Fig. 3, not shown a turbogear is arranged on each side of the wheels 27, 28 in permanent driving connection therewith, one turbo-gear being of low-speed ratio, the other of high, and serving for starting and normal running respectively, by filling one and emptying the other. Single dog-clutches are also arranged outside the wheels 31, 33 on the driven shaft. Fig. 10 describes the drive of a single axle from the shaft 17, in which the starting and normal running turbogears 22, 40 are identical, the necessary speed reduction for starting being obtained from the gearing. Both turbo-gears 22, 40 are secured to the driving shaft 15 and they drive wheels 27, 28 respectively, 27 being smaller than 28. The wheels 27, 28 mesh respectively through an idler 32 with a wheel 33, and directly with a wheel 31, the wheels 31, 33 being selectively clutched to the driven shaft 17 by the reversing clutch 34, and they also mesh with different sized wheels 66, 65 on a countershaft 64. The wheels 27, 33, 66 are all the same size, as are the wheels 31 and 65 so that, when filled, the starting turbo-gear 22 drives the shaft 17 at the same speeds as the shaft 15 either forwardly through the wheels 27, 32, 33 or reversely through wheel 22, countershaft 64 and wheels 28, 31. Similarly when the turbo-gear 40 is filled, it drives the shaft 17 in either direction, but at a greater speed than the shaft 15 by virtue of the upward ratio at 28, 65, or 28, 31. Additional turbo-gears of different ratio may be provided. Fig. 4 shows an arrangement for driving both axles 12, 19 of the bogie. As in the previous constructions the motor 11 drives back to the axle 12 through shaft 15, reversing and turbo unit 43, shaft 17 and bevel-gearing 18. An additional driven shaft 44 is now provided for driving the axle 19. Fig. 5 shows a twostage reversing and turbo unit for such an arrangement, the two driven shafts 17, 44 being adapted to rotate in opposite directions by virtue of the disposition of the axle bevelgears. High-ratio starting turbo-gears 22 and 46 on the driving shaft 15 drive reverse and forward wheels 27, 28 respectively. A normalrunning turbo-gear 40 also on the driving shaft drives the forward wheel 28 only. At starting, the high-ratio turbo-gears 22 and 46 are filled together, both axles being then driven together in either direction according to the setting of two double dog-clutches 34, 52, one of which is clutched to a forward train 28, 31, whilst the other is clutched to a reverse train 27, 56, 57. For normal running the turbo-gears 22 and 46 are emptied and 40 filled. Either axle is then driven alone according to the direction required.. The driven shafts 17, 44 lie in a plane below that of the driving shaft 15 and the reverse idlers 32, 56 may constitute a single wheel engaging both outer wheels 33, 57 and the wheel 27. A chamber for the storage of water for the turbo-gears is arranged at the bottom of the casing. In modifications, Fig. 8 (not shown), the starting turbo-gears are arranged on the outer sides of the wheels 27, 28 the normalrunning turbo-gear being centrally arranged, and in Fig. 9 (not shown), the two starting turbo-gears of Fig. 5 are replaced by a singlecircuit turbo-gear with two driven elements. The reversing clutches may alternatively be frictionally synchronized, or friction, magnetic or " hydrostatic " clutches, the last-mentioned comprising a reciprocating or gear-wheel pump, supplying working fluid to a similar motor. The gear-unit may be driven through multiplier-gearing, whereby the size of the turbogears can be reduced.