Patent GB-1010981-A (GB)
Title: Automatic multi-speed transmissions
IPC: F16H61/00
Filed: 1964-08-04
Abstract: 1,010,981. Change-speed gear and control. FORD MOTOR CO. Ltd. Aug. 4, 1964 [Aug. 22, 1963], No. 30475/64. Headings F2C and F2D. In a vehicle change-speed planetary gear giving three forward gears and reverse which are selectively engaged by hydraulically-actuated brakes 218, 242 and clutches 164, 248 controlled by automatic shift valves 346, 400 which respectively control 1-2 and 2-3 gearshifts in accordance with opposing signal pressures dependent on vehicle speed and engine throttle position, and a manuallyoperable valve 328 controlling servo-pressure distribution from a regulator valve 280 to the shift valves, application of servo-pressure to apply the brake 242 to engage second gear operates through a valve 380 to bias the regulator valve 280 to reduce the servo pressure in both second and third gears, i.e. servo pressure is augmented in low and reverse. Function summary.-The manual selector valve 328 has four settings: Reverse, Neutral, Drive, and Low/Hill Braking. In Low, the gear is locked in first, while Drive allows oneway first gear start, with automatic shifts between the three forward gears. 3-2 and 2-1 accelerator kick-downshift is provided below predetermined speeds in the Drive range. At small throttle openings the 3-2 downshift is smoothed by slowing the application of the brake 242 and the release of the clutch 248. Servo pressure is regulated in accordance with a pressure derived from engine throttle position (T.V. pressure) and is reduced in second and third gears except when it is already below a predetermined value. In low and Reverse the valve 380 is locked closed and the servo pressure is increased, and in Low the first speed is two-way. Above a predetermined speed, reverse cannot be engaged and first gear is inoperative in the overrun condition. Gear arrangement.-The engine shaft 28 is connected to the input shaft 86 of a gear-box 10, comprising two planetary trains 12, 14, having a common sun 194, through a torque converter 16 having a reactor S on a one-way detent 106, the torque converter and the gear-box being on opposite sides of an output differential housing 22. The gear output shaft 122, carrying the input bevel 24 of the differential, is drivingly connected to the ring gear 206 of the train 12 and to the planet carrier 192 of the train 14. For two-way compounded first gear in Low range, a clutch 164 is engaged to clutch the ring gear 156 of the train 14 to the input shaft 86, and a brake 218 is appplied to the planet carrier 214 of the train 12. For one-way first in Drive range, clutch 164 is engaged and the planet carrier 214 is held from reverse rotation by a one-way detent 228. For second, the clutch 164 remains engaged, and the sun 194 is held by applying a brake 242 which acts through a shell 256. For direct drive third, the clutch 164 and a clutch 248 clutching the sun 194 to the input shaft are engaged to lock the train 14. For reverse, the clutch 248 is engaged to apply the input to the sun 194, and the planet carrier 214 is held by the brake 218. Brakes and clutches.-Brakes 218, 242 are servo applied band brakes. Bores 182, 262 through the annular servo pistons 160, 234 of the multi-disc clutches 164, 248 are sealed by the clutch plates when the clutches are engaged, but on disengagement allow centrifugal draining of the clutch servo cylinders. Fluid pressure supply.-The pressure regulator valve 280, which is fed by an enginedriven pump 270 mounted on one end of the gear-box 10 (Fig. 1B) and driven by a shaft 146 extending through the gear input shaft 86, supplies oil through a line 310 to the torque converter and regulates the servo-pressure in lines 278, 326 in accordance with T.V. pressure in a line 490. Pressure in a line 392, connected through the valve 380 to the servo line to the brake 242, acts on the spool of valve 280 to reduce servo-pressure in second and third gears, while in Low and Reverse settings of the manual valve 328 pressure in a line 374 locks the valve 380 closed to prevent servo-pressure reduction, and acts on the regulator valve 380 to increase servo pressure. Shift control pressures.-(1) T.V. pressure. To provide T.V. pressure 452, 490, 502, a T.V. valve 460 supplied by a line 470 at servopressure is actuated by a vacuum servo-motor 474 connected to engine intake manifold pressure 486. T.V. pressure to the shift valves 346, 400 is modified by a boost valve 492 and a reducing valve 414. At low throttle openings a line 422 is connected by the valve 492 to T.V. pressure 502, but increasing T.V. pressure moves the valve spool rightwards to close the line 502 and progressively open a servo pressure line 504 to the line 244 to provide at large throttle openings a T.V. pressure great enough to delay upshifts. The reducing valve 414 fed by the line 422 gives a pressure in line 364 whose reduction is progressively reduced as the pressure 422 increases. (2) Governor pressure. The gear output speed governor 198 supplies with oil through a line 342 in all forward gears, has two orifices 544, 556 opening to exhaust which are respectively controlled by a centrifugal mass 540 and a spring-loaded ball valve 550. In a lower speed range the mass 540 controls the flow through orifice 544 to give a governor pressure 362 increasing with speed, while in a higher speed range the ball valve 550 is unseated and the governor pressure rises less rapidly with speed. A restriction 568 in the line 342 is bypassed by lines 582, 584 in a valve 570 when the governor pressure exceeds a predetermined value, to maintain adequate oil supply to the governor. Shift valves.-The spool of the 1-2 shift valve 346 is urged downwards against T.V. pressure 364 and a spring 366 by governor pressure 362 to a position connecting servopressure 342 to the line 372 to apply the brake 242 to engage second gear. The spool of the 2-3 shift valve 400 is urged downwards against T.V. pressure 364 and a spring 438 by governor pressure 364 to a position connecting servo-pressure 432 through a line 426 to line 176 to engage the clutch 248 for third gear, and to release the brake 242. Timer valve.-A timer valve 448 controls the rate of applying the brake 242, and hence the speed of 3-2 downshift, according to throttle opening. Operation.-Neutral. The manual selector valve 328 closes the servo pressure line 326 and all brakes and clutches are disengaged. Drive setting of the selector valve 328 admits pressure to lines 342, 432 and the clutch 164 alone is engaged. Start is made in one-way first gear with the planet carrier 214 reacting on the one-way detent 228. As the speed rises, governor pressure 362 moves the spool of shift valve 346 downwards to admit servopressure 342 into lines 370, 372, 383 to engage the brake 242 for two-way gear and to act through the valve 380 to reduce the servopressure maintained by the regulator valve 280. A further speed increase causes governor pressure 362 to move the spool of shift valve 400 downwards to admit servo pressure 432 to the lines 426, 176 to engage the clutch 248 and to release the brake 242 for two-way third gear. The line 374 remains pressurized. Kickdown shift is by a downshift detent valve 506 actuated when the accelerator pedal is fully depressed to admit servo-pressure from the line 326 through a limit valve 508 to a line 536 to move the spool of the reducing valve 414 downwards until line 536 opens above the spool to move the shift valves 400, 346 into their lower gear positions provided that the governor pressure is low enough. The spool of the limit valve is loaded rightwards by a spring 530 and by T.V. pressure, and leftwards by the outward pressure of the valve, to regulate said output pressure in accordance with T.V. pressure. Low/Hill braking setting of the selector valve 328 admits servo-pressure to line 342 to engage the clutch 164 and to line 374 to apply the brake 218 and to bias the regulator valve to increase servo-pressure. Shift valve 346 allows the engagement of the brake 218 to give twoway low only when the governor pressure is low enough to allow the valve spool to be in the upper position, but once servo-pressure is admitted to the line 378 it locks the spool in this position. Reverse setting of the valve 328 admits pressure to lines 374 and 428 to engage the brake 218 and the clutch 248 respectively.