Patent GB-1149282-A (GB)
Title: Power transmission mechanisms
IPC: F16D67/00
Filed: 1967-06-15
Abstract: 1,149,282. Hydrodynamic transmission and control; clutch combination. GENERAL MOTORS CORP. 15 June, 1967 [18 July, 1966], No. 27697/67. Headings F2C and F2L. A fluid coupling 11 between an engine and a load, particularly between a gas turbine 3 and a compressor or propeller load 23, is variably filled by a pump 46 driven by the output of a differential gear 33, the two inputs of which are driven, in opposite directions, at speeds proportional to engine and load speeds respectively. The initial large difference in engine and load speeds produces high pump output corresponding to high coupling cooling requirement when the coupling has its highest slip, and as slip decreases, the reducing difference between engine and load speeds produces reducing pump output corresponding to a lower coupling cooling requirement. The engine is connectible to be driven by a starter motor. As shown in Fig. 1, an input shaft 7 connected to compressor and turbine rotors within the engine 3 drives the fluid coupling impeller 9. The fluid coupling turbine 13 drives a sleeve shaft 15 which surrounds the shaft 7 and drives the load 23 through a reducing gear train 17, 19. A starter motor 1 is selectively coupled to the input shaft 7 by a multiplate friction clutch 5. The differential gear 33 comprises input side bevels 31, 35 respectively driven by the shafts 7, 15 in opposite directions through gear trains 25, 27, 29 and 39, 37, and planetary j bevels 41, 42 on a carrier pin 44 driving the pump 46 through a gear train 43, 45. The pump 46 feeds the fluid coupling through a line 47 and gland 48. In operation, the starter motor brings the engine to a speed, say 2200 R.P.M., at which the fuel is ignited, and is left in engagement until the engine has accelerated to, say 8,500 R.P.M., whereupon the starter clutch 5 is disengaged. The engine is further accelerated to, say, 12,500 R.P.M to prevent excessively high turbine temperatures. During starting, the fluid coupling 11 is empty so that the starter may be of comparatively low horse power. In addition, to prevent engine stall under full load, the quantity of fluid in the coupling 11 may be scoop controlled. In Fig. 2 (not shown) which may comprise a single power transmission line between the engine and the load or, as described, twin power transmission lines between two engines and a single load, there is provided a positive clutch bridging the fluid coupling. The clutch comprises pins (127) axially extending from an axially slidable gear (81) of the gear train between each engine driven input shaft and its input bevel to the common differential gear, and corresponding openings (129) in the loadfast gear (75) of the fluid coupling turbine/load train. The gearing ratios are so selected that at minimum fluid coupling slip the clutch halves are synchronized so that the gear (81) may be clutchingly axially moved by an hydraulic servomotor (115). The fluid coupling(s) may be as shown in Fig. 3. Fluid enters and leaves the coupling respectively through openings 165, 166. When fluid is not supplied by the pump, the coupling is exhausted through an opening 175. The turbine 157 is coupled to an output sleeve shaft 161 by helical splines 159. Initially the impeller and turbine 155, 157 are widely separated by a spring 173 in a chamber 169, coupling slip is high, and there is little or no torque transfer. As the coupling is filled and torque transfer occurs, the turbine, due to its helical spline connection, moves towards the impeller for load acceleration. This movement of the turbine is resisted by oil in the chamber 169 which oil must be pushed out through a restriction 177.