Patent GB-1008307-A (GB)
Title: Change ratio transmission
IPC: F16H57/08
Filed: 1963-12-31
Abstract: 1,008,307. Change-speed gear and control; one-way brakes. FORD MOTOR CO. Ltd. Dec. 31, 1963 [Jan. 18, 1963], No. 51333/63. Headings F2D and F2E. A change-speed planetary gear for motor cars &c., comprises a ratio-establishing clutch, a bi-directional ratioestablishing brake and a oneway brake arranged in parallel with the bi-directional brake, a controlling actuator operating upon the one-way brake to bring it to its working condition before the bidirectional brake has been completely released during a ratio shift and before the clutch is fully engaged. Gearing.-In one form, an hydrodynamic torque converter 10, 12, Fig. 1, drives a sun gear 58 meshing planet pinions 92 in a carrier 90 fast with an output shaft 96, and low ratio is established by hydraulic engagement of a band brake 66 to station a sun gear 82 meshing planet pinions 84 also meshing the planet pinions 92. The band brake 66 is in parallel arrangement with an hydraulically controlled one-way brake 26 (see below). Direct drive is established, following disengagement of the band brake 66, by energization of a servo cylinder 72 containing a ring- shaped piston which then engages a multi-disc clutch 68 against spring bias, so as to couple the two sun gears 58, 82. Reverse is established by engaging a band brake 100 to station a ring gear 86 meshing the planet pinions 92. In another form, an hydrodynamic torque converter 168, 170, Fig. 14, powers planetary gearing in which low ratio is established by engagement of a clutch CL2 to drive a ring gear 180 meshing planet pinions 182 on an output carrier 184 and in turn meshing a, sun gear 186 fast with a second sun gear 188, the latter meshing planet pinions 194 on a carrier stationed by energization of an hydraulically controlled one-way brake CL3. If engine braking is required, a band brake B2 in parallel with the one-way brake CL3 is energized. Intermediate ratio is established by engaging a band brake 210 in parallel with an hydraulically controlled one-way brake CL4 to station the sun gears 186, 188, while maintaining the clutch CL2 engaged. The train 180, 182, 186 alone is then effective to transmit drive to the output shaft 192. Direct drive is established by simultaneous engagement of the clutch CL2 and a further clutch CL1. Reverse is established on engagement of the clutch CL1 and the brake B2, so that the train 188, 194, 190 alone is effective to transmit drive. One-way brakes.-In one form, the one-way brake 26, Fig. 1, comprises an helical spring 122, Figs. 3, 4, anchored at one end 134 on a stationary race 120 fast with a casing connector plate and engaging at its other end a piston 126 in a cylinder 130, formed in the connector plate tangentially to the main gear axis and to which liquid is fed through a passage 132. The spring 122 lies radially within a flange 118 fast with the drum of the band brake 66. On energization of the cylinder 130, the helical spring is expanded radially outwards into engagement with the brake flange 118. In one direction of relative rotation between the parts, the resulting self-servo effect wedges the spring 122 against the brake flange 118, while in the other direction of rotation, the spring is wound up against the bias of the hydraulic pressure to a disengaged position. In another form of one-way brake, rollers 142, Figs. 5, 7, are loosely mounted in a cage 146 between a fixed race 140 having wedging cam pockets 144 and a smooth flange 138 rotating with the drum 64<SP>1</SP> of the band brake 66<SP>1</SP>. An axially extension 150, Fig. 6, of the cage 146 carries a strut 154, 156 engaged between a piston 160 and a spring 158, both arranged tangentially relatively to the main gear casing in the casing connector plate 26<SP>1</SP>. The spring 158 biases the cage 146 so to turn that the rollers 142 lie freely in the cam pockets 144, but on hydraulic energization of a cylinder 166 containing the piston 160, the spring bias is overcome and the rollers are forced against the brake flange 138. In one direction of relative rotation of the parts, the rollers 142 are then wedged by the self-servo effect against the brake flange 138, and in the other direction they are returned to the disengaged position. Control.-A control circuit for 1-2, 2-1 shifts of the gear shown in Fig. 1 comprises a regulator valve 236, Fig. 8, fed from input and output driven pumps 32, 112 and supplying main pressure to a pipe 234. The regulator valve 236 is itself subjected to control pressures applied through an accelerator pedal or engine suction actuated (TV) valve 252 and an output speed-responsive valve 114. The TV valve 252 and the output speed-responsive governor 114 supply pressures acting in opposition upon a shift valve 242 opening to connect main pressure 234 to a pipe 244 for a 1-2 upshift, and closing to vent the pipe 244 through a throttled exhaust 274 for a 2-1 downshift. On initiation of a 1-2 upshift, pressure begins to build-up in the pipe 244 and passes through a restriction C and a parallel by-pass valve 284, acting upon the piston 300 of a relay valve to connect main pressure 234 in a pipe 310 to a pipe 314. An actuator 316, corresponding to the brake-apply piston 126, 160 of Figs. 3, 6, is then moved and engages the one-way brake 122 or 142, respectively. Further build-up of pressure in the pipe 244 charges an hydraulic accumulator 278 against the bias of main pressure 234 applied through pipes 230, 294 to the small end 290 of its piston 288. When the accumulator 278 has been fully charged, the pressure in the pipe 244 has reached a sufficiently high level to act through a restriction A and a pipe 228 to charge the servo 72 of the direct drive clutch against spring bias, so that the clutch 68 engages. Further increase in pressure in the pipe 244 causes liquid to pass through a pipe 246, a restriction B and a parallel by-pass valve 250 into the disengage side 244 of a servo 218 which now releases the band brake 66. As pressure in the pipe 244 continues to increase with charging of the brake servo 218, the pressure applied through the clutch servo 72 simultaneously increases, so that the clutch 68 takes-up the drive. Disengagement of the band brake 66 later allows the one-way brake 122 to overrun. When a succeeding 2-1 downshift is initiated, the shift valve 242 connects the pipe 244 to the throttled vent passage 274. Consequential fall in pressure in the pipe 244 causes the by-pass valve 284 to close, so that discharge of the accumulator 278 and closure of the relay valve 300 is delayed by throttled flow through the restriction C. Therefore the one-way brake 122 is temporarily held engaged. The clutch servo 72 discharges through the restriction A to disengage the clutch 68 while the disengage side 224 of the brake-apply servo discharges more slowly through the restriction B, the one-way valve 250 having closed. The clutch 68 is thus disengaged before the band brake 66 is engaged, the band brake itself being engaged by main pressure 234 supplied through pipes &c. 230 to its engage side 220 before the one-way brake 122 is disengaged by closure of the relay valve 300. In a modified control circuit for effecting 2-3, 3-2 shifts in the change-speed gear of Fig. 14, the one-way brake CL4 is engaged and, following completion of the 2-3 upshift by engagement of the clutch CL1, is then disengaged. In the following 3-2 downshift, the one-way brake CL4 remains disengaged throughout. In this modification, a similarly TV and outputspeed controlled shift valve 334, Fig. 11, either connects main pressure 338 to a pipe 336 for an upshift or vents the latter through a throttled exhaust 356 for a downshift. On initiation of an upshift, a valve 330 is opened to connect main pressure 394 to a pipe 382 connected through an already opened valve 332 to a pipe 374 and a servo 372. The servo 372 establishes engagement of the one-way brake CL4. Increasing pressure in the pipe 336 is fed through a restriction A and a pipe 354 to fill the clutch-engage servo, and through parallel passages &c. 342, 344 to the disengage side of the brake servo. The feed pipes to the disengage side of the brake servo may optionally contain a TV and output speed pressure actuated control valve 352. As the pressure in the pipe 336 increases, the clutch CL1 is engaged and the band brake B1 is released, engagement of the clutch taking-up drive by over-run of the one-way brake CL4. The increasing pressure in the pipe 336 then shifts the valve 332 to the position shown, shutting-off the pipe 374 from main pressure in the pipe 382 and instead venting the servo 372 to exhaust 376. The one-way break CL4 is accordingly disengaged, and is not used during the following 3-2 downshift.