Patent GB-1123419-A (GB)
Title: Improvements in or relating to multispeed drive axles
IPC: F16H37/00
Filed: 1965-12-01
Abstract: 1,123,419. Motor vehicle driving arrangements. EATON AXLES Ltd. 1 Dec., 1965 [2 Dec., 1964], No. 51079/65. Heading B7H. [Also in Division F2] Relates to a control for a multispeed vehicle axle assembly wherein two, forward and rearward, two-speed axles 11, 12 are driven in parallel through an interconnecting differential 21 and have their individual ratios separately selectable to provide three effective ratios, viz.: Low (Lo): both axles low ratio; Intermediate (Int.): one axle low and the other high ratio; and High (Hi): both axles high ratio. In such an arrangement, a manual distributor valve 48 selectively energizes or vents one or both of fluid, e.g. pneumatically-actuated, spring-returned servomotors 113, 114 effecting upshift and downshift in the axles 11, 12 respectively. The interconnecting differential 21 may be looked by energization of a fluid servomotor 179 when both axles are in high ratio or, preferably and as particularly described, only when both axles are in low ratio. Pistons of the servomotors 113, 114 are connected to shift sleeves of the respective axles 11, 12 through lever systems, shifts by energization and venting of the servomotors taking place only on reduction of transmitted torque below a predetermined value, as by main declutching or changing engine speed. The manual distributer valve 48 comprises a rotary plate spring- plunger detained in three positions, viz.: Lo in which lines 103, 104 respectively connected to the servomotors 113, 114 are vented; Int. in which the line 103 is connected to a compressorfed air tank 41, the line 104 remaining vented; and Hi in which both of the lines 103, 104 are connected to the tank 41. The distributer valve 48, shaped substantially as a gear shift knob, is mounted on the shift lever 49 of the vehicle change speed gear 24 which is connected to the input of the interconnecting differential 21. The shift lever 49 may comprise a hollow tube containing the pressurizing and venting lines. The tank 41 is connected to the valve 48 through an optional pressure protection valve 43 allowing air flow therethrough at outlet pressures above a predetermined value. The lines 103, 104 are connected to their respective servomotors through quick release valves 107, 108 and lines 111, 112, the valves 107, 108 venting the lines 111, 112 upon predetermined pressure drop in the lines 103, 104. The interconnecting differential locking servomotor 179 is energized from the tank 41 through a manual initiating valve 178 kept open only by continued depression of a plunger thereof, and through a blocking valve 161 which is so actuable by a cam connected to the shift lever system of one of the axles, in this case axle 11, that it is open only when the associated axle is in low ratio, the shift sequence provided by the manual distributer valve 48 ensuring that the blocking valve 161 is open for interconnecting differential locking only with both axles in low ratio. The initiating valve 178 may be located near the distributer valve 48 for actuation by the same hand of the operator so that the operator must release the valve 178 prior to pro-selecting a shift from Lo. In Figs. 10-12 (not shown), a solenoid valve (211) preferably arranged immediately following the pressure protection valve 43 is opened by closure of the vehicle gasoline engine ignition or diesel engine accessory switch (244), thereby ensuring that both axles are in low ratio soon after the switch (244) is open even when the distributer valve 48 is in Hi or Int. A manual switch (247) may be placed in series with the switch (244) to close the solenoid valve (211) to prevent loss of air from the tank 41 in the event of leakage in the system.