Patent GB-1181798-A (GB)
Title: Variable Speed Transmission Mechanism
Inventor: HANZI CARL WESLEY
IPC: C08J5/00
Filed: 1966-11-08
Abstract: 1,181,798. Change-speed control. BORGWARNER Ltd. 5 Feb., 1968 [8 Nov., 1966], No. 49944/66. Heading F2D. In a vehicle change-speed planetary gear giving three forward gears and reverse which are selectively engaged by hydraulicallyactuated clutches and brakes controlled by automatic shift valves G, H which respectively control 1-2 and 2-3 gear shifts in accordance with opposing signal pressures responsive to vehicle speed (sensed by a governor, not further described), and engine throttle position, and a manually operable PRNDL ranging valve A controlling servo-pressure distribution from a primary regulating valve B to the shift valves, 3-2 downshifts on moving the ranging valve A from its " D " setting to its " L " setting are prevented by holding the 2-3 shift valve H in its upshifted position until the vehicle speed falls to a safe value, and an additional " L " 1-2 shift valve K is moved to the right against its spring by throttle pressure 9a, or, Fig. 2 (not shown), by governor pressure 2 to disconnect line pressure 6 from holding pressure 6a (which acts to hold the 1-2 shift valve G in its downshifted position), to allow 1-2 and 2-1 shifts by the 1-2 shift valve G, in the " L " setting of ranging valve A. Function summary.-The " R " setting of manual valve A provides a single ratio reverse. " L " provides start in two-way first, with automatic upshift to two-way second. " D " provides start in one-way first, with automatic upshifts to two-way second and two-way top. Kick-down 3-2 and 2-1 shifts are provided. Gear arrangement.-The gearing is that of Specification 973,493 and includes a torque converter connected to a planetary gear train controlled by a front and a rear clutch, a front and a rear servo-applied brake, and a one-way brake. For two-way first in " L " range, the front clutch is engaged, and the rear brake applied. For one-way first in " D " range, the front clutch is engaged, and the one-way brake holds the reaction member. In two-way second, the front clutch is engaged, and the front brake applied, and two-way top is provided by engaging the front and rear clutches. For reverse, the rear clutch is engaged and the rear brake applied. Servo - pressure supply and regulation.- Initially an engine driven front pump alone supplies the system through a primary regulator valve B which regulates the pressure in the servo supply line 1 by exhausting it to a secondary regulator valve C which regulates pressure in line 21 to the converter by exhausting it to line 23 for lubrication and, on excessive pressure, to the front pump suction 24. The spool of valve B is urged to the right by its spring and by throttle pressure 9, and to the left by engine-pump pressure and by modulator pressure 8, from a modulator valve F, which pressure, at low vehicle speeds, is lower than throttle pressure 9. At higher vehicle speeds the spool of valve F is moved to the right by governor pressure 2 and modulator pressure 8 becomes equal to throttle pressure 9. Also, with increased vehicle speed, the output driven rear pump takes over from the front pump to supply the system through the regulator valve B, the front pump delivering to the converter through conduit 21. Shift control pressures.-Governor pressure 2 is provided by a governor valve (not further described), and increases with vehicle speed. Throttle pressure.-An engine throttle-sensitive pressure 9 is provided by a throttle valve D. Depression of the throttle pedal moves the piston of a kickdown shift valve E to the right, urging the piston of valve D to the right against its spring to connect line pressure 1 to line 9. The valve piston is urged to the left by throttle pressure in line 9 through a restrictor and, at high speeds, by throttle pressure 9a from modulator valve F. Before being applied to the 1-2 and 2-3 shift valves, the throttle pressure in line 9 is modulated by a shift plug H 3  in the 2-3 shift valve H, which meters modulated throttle pressure into a line 10 passing to the shift valves. Automatic shift valves.-The 1-2 and 2-3 shift valves are loaded to the right into their upshift positions by governor pressure 2 and to the left by spring pressure, line pressure and modulated throttle pressure. The 2-3 shift valve is also urged to the left by full throttle pressure 9. The 1-2 and 2-3 shift valves have multiple pistons G 1 , G 2  and H 1 , H 2 , H 3  respectively. A kickdown valve operates on wide open throttle to supply throttle pressure 11 to the shift valves to produce successive downshifts. The "L" 1-2 shift valve K which is responsive to throttle pressure 9a functions, in the " L " range of the manual valve A, to be moved to the right by throttle pressure to cut-off holding pressure 6a acting to hold the 1-2 shift valve G downshifted to allow a 1-2 shift in " L " range. Again, Fig. 2 (not shown), the " L " 1-2 shift valve may alternatively be responsive to governor pressure. A servo-orifice control valve J functions to soften the engagement of the front brake during a 3-2 downshift. 3-2 shifts due to moving the ranging valve from D-L are prevented, above safe speeds, by line pressure 3 and 6 acting on the piston H 1  of the 2-3 shift valve H, until the governor pressure 2 falls to a safe value.