Patent GB-1207076-A (GB)
Title: Multiple ratio gearing
IPC: F16H47/08
Filed: 1969-05-21
Abstract: 1,207,076. Change-speed gear. FORD MOTOR CO. Ltd. 21 May, 1969 [25 July, 1968], No. 25924/69. Headings F2C and F2D. An automatic transmission on a motorvehicle comprises in series, an hydrodynamic torque converter; a three-speed and reverse planet gear; and a direct, overdrive planet gear, the ratios in the three-speed gear being established by fluid-pressure engaged friction clutches and brakes controlled by 1-2 and 2-3 shift valves 194, 196 actuated by fluid pressure signals responsive to output speed and engine torque delivery (manifested by inlet-manifold depression); the overdrive control comprising a direct-drive clutch and overdrive brake controlled by an overdrive control valve 198, itself controlled by an overdrive (3-4) shift valve 202 responding to the above-stated speed and torque pressure signals and supplied with control pressure in the overdrive setting (D4) only, of a manual ranging valve 192. A lock-up clutch for the torque-converter is similarly controlled by a converter-control valve 206, actuated by a converter lock-up shift-valve 204 responding to the pressure signals, except in overdrive when it is always locked, but only after overdrive has been established. Function summary.-The gear provides two reduced ratios, direct-drive, overdrive and one reverse, selected in ranges by a manual valve 192, which in addition to reverse and neutral settings R, N, has L, D3 and D4 settings giving respectively automatic shift between two-way first and second; between one-way first, second and third; and between all four ratios. Automatic lock-up of the torque-converter occurs in third ratio, in response, like all the other automatic shifts, to output speed responsive governor pressure and engine-manifold-modulated TV pressure, but it is unlocked when entering manual D4 and is locked up immediately after establishment of overdrive by a signal from the overdrive shift valve 202. A mechanically operated accelerator kickdown valve 438 is provided. Gear arrangement.-The gear comprises in series a torque-converter 18 with lock-up disc clutch (not shown in Fig. 4A); a three-speed and reverse Simpson gearset comprising two sun-ring-planet trains, with input clutches 120, 122 selectively driving the common suns or the first ring; a one-way brake 124 and two-way brake 126 on the second carrier for one- or twoway first speed and reverse; a brake 118 on the suns for second speed, output issuing from the connected rear ring and first carrier; and finally a sun-ring-planet overdrive train 140 with one- or two-way lock-up clutches (156), 174 for direct-drive and a sun brake 182 for overdrive, final drive issuing from the ring-gear. All the clutches and brakes are hydraulically actuated. Torque-converter lock-up clutch.-This is a friction clutch disc formed as a piston (62), Fig. 1A, not shown, arranged inside the converter casing and urged by converter pressure into or out of engagement with the driving casing according to the direction of flow of fluid to and from the converter through passages 82, 88. A spring torsional damper (74) is arranged between the clutch disc and the output turbine of the torque converter. Control. Three-speed gear.-The control of the three-speed and reverse gear, which is not fully described, is the same as that in U.S. Specification 3,309,939, comprising 1-2 and 2-3 shift-valves 194, 196 subject to opposing governor and boosted TV fluid pressures 262, 318, supplied respectively by an output-driven two-stage governor 190 and a TV valve 460 loaded by engine inlet-manifold depression, in conjunction with a throttle boost valve 458. The various items shown shaded in the drawing are not described. Converter lock-up control.-Reversal of flow through the torque-converter, for lock-up, is controlled by a converter control valve 206, upshifted (downwards) for lock-up by pressure 328 supplied to its upper end through a third to lock-up (3-L) shift-valve 204, subject to downward (upshift) governor pressure 262, 298 and upward modulated TV pressure 304, supplied by a separate 3-L TV modulator valve 306, which takes in boosted TV pressure 318 and modulates it to a lower value 304 to act on the 3-L shift valve 204. The 3-L shiftvalve 204 receives its control pressure through a line 276 which is only pressurized after the 2-3 shift-valve 196 has upshifted and hence shift to torque-converter lock-up cannot occur below third ratio. On upshift of the 3-L shift valve 204, the loading characteristic of the 3-L TV modulator valve 306 is changed by a loading passage 316, giving upshift-downshift differential. In overdrive the lock-up shift pressure 328 is supplied by the overdrive shift valve 202 (see below). 3-4 (Overdrive) shift control.-Pressure is supplied alternatively to a clutch line 396 or brake line 406 of the overdrive gear according to the downshifted (down) or upshifted (up) setting of an overdrive control valve 198, actuated by pressure 408 from an overdrive (3-4) shift-valve 202 subject to downward, upshift, loading by governor pressure 298 and upward loading by modulated TV pressure 368 supplied by a separate 3-4 TV modulator valve 366 similar to the 3-L TV modulator 306. The 3-4 shift valve 202 is fed through a passage 242 which is exhausted in D3 setting of the manual valve and pressurized in D4, so that shift to overdrive can only occur in that (D4) setting. On entering D4 range from lock-up third ratio, the 3-L shift valve 204 is first downshifted, to unlock the torque-converter, by pressure 242, 352 supplied from the manual valve 192, the same pressure 242 also feeding the 3-4 shift-valve 202. When governor pressure 298 overcomes modulated TV 368 and upshifts the 3-4 shift-valve 202, the latter immediately exhausts the line 408 through a check-valve 420, so that line pressure 242, 404, acting below the overdrive control valve 198, upshifts the latter to supply the overdrive brake-line 406 for upshift. At the same time the 3-4 shift-valve 202 supplies line pressure 242 through a passage 378, two-way checkvalve 326 and line 328, to act above the converter control-valve 206 for upshift to lock-up. The rate of pressure build-up in the line 378 is slow, so that the overdrive brake is always engaged before pressure 328 upshifts the converter control valve 206 for lock-up. 4-3 Downshift occurs when the 3-1 shiftvalve 202 downshifts and supplies line pressure 242 through a restrictor 418, by-passing the check-valve 420, and line 408 to downshift the overdrive control valve 198. Pressure in this downshift line 408 also acts above a spring- loaded accumulator 200 to cushion the 4-3 downshift.