Patent GB-947671-A (GB)
Title: Hydraulically operated clutch control
IPC: F16H3/00
Filed: 1962-02-07
Abstract: 947,671. Reverse gear and control; friction clutches. TWIN DISC CLUTCH CO. Feb. 7, 1962 [June 26, 1961], No. 4707/62. Headings F2C and F2D. An hydraulic control for a multidisc friction clutch, which may be in a reverse gear, comprises a valve movable between positions determining a supply of relatively low and relatively high pressure liquid to the clutch for slipping and for engagement, respectively, the valve being interconnected with the fuel control means of an engine connectible to the gearing, the arrangement being such that the engine idles until the change from the low to the high pressure is completed, further movement of the valve then opening the fuel control means. As applied to heavy duty motor vehicles such as tractors, &c., the reverse gear is preceded by an hydrodynamic torque converter and followed by a manually shifted changespeed gear (not further described). As shown, a rotary valve 126, Figs. 2, 3, is in the pipe circuit controlling forward and reverse clutches 31, 50 of a reverse gear, the valve acting through a cam roller 174, Fig. 4, and links 176, to control the carburetter butterfly 177 of a driving internal combustion engine. In the position shown in Fig. 2, an engine drive pump 66 draws oil from a sump 68 and passes it through a filter 69 and a heat exchanger 70 to a pipe 71, the pressure in which is metered at a relatively high value by a relief valve 72. The rotary valve 126 is shown in its neutral position, in which a groove 127 closes a port 123 connected to the high pressure pipe 71. At the same time, a pipe 129 passes high pressure oil through an orifice 131 to a pipe the pressure in which is metered at a relatively low value by a relief valve 132, low pressure oil being transmitted to a port 130 in the rotary valve which, as shown, is connected through ports 136, 137 to ports 148, 152 in an on-off valve 140 at present conditioned to close these two ports. Oil metered by the high pressure relief valve 72 passes through a pipe 73 to a torque converter 12, preceding the reverse gear, so that the torque converter is filled, and passes on to a pipe 119, the pressure in which is metered to a low value by a relief valve 97 before returning to the sump 68, the pipe 119 leading through pipes 120, 121 to disengaging balance chambers 47, 65 associated with servos actuating the forward and reverse clutches 31, 50. The servos actuating the clutches are of the type comprising fixed pistons 39, 57 surrounded by axially slidable cylinders 38, 58 providing closed spaces 46, 47; 64, 65 on opposite sides of the fixed pistons. The pressure oil transmitted to the pipes 119, 120, 121 passes to the spaces 47, 65 in the two servos, and moves the two cylinders 38, 58 leftwards of Fig. 2 in the clutch-disengaged directions. Oil is also metered from the pipes 120, 121 through restrictions 90, 110 to the inner edges of the disc packs for cooling. To engage one or other of the forward and reverse clutches 31, 50, the on-off valve 140 is first moved manually downwards from the position shown, so that the ports 148, 150 therein to which low pressure oil is supplied are connected to ports 155, 156 leading through pipes 157, 158 to the spaces 46, 64 within the clutch cylinders 38, 58, on the opposite sides of the fixed pistons 39, 57 to the disengaging spaces 47, 65. The oil under pressure supplied to the spaces 46, 64 is then able to slide the cylinders 38, 58 rightwards into engagement with the disc packs of the clutches 31, 50 to produce light initial engagement, both clutches then slipping. To establish either forward or reverse drive, the rotary valve 126 is turned either clockwise or anti-clockwise from the position shown. To establish forward drive, the valve 126 is rotated clockwise. On initial rotation of the valve 126, the groove 127 is put into communication with a port 134 leading through a pipe 138 to the pipe 149 and the valve port 148 in the on-off valve 140. Accordingly oil under high pressure is supplied from the pipe 71 to the valve 140 and thence to the pipe 157 and the clutch-engaging space 46 of the forward drive clutch 30. As the valve continues to rotate, the groove 127 gradually opens more fully to the'port 134, so that oil under high pressure is transmitted freely to the clutchengaging space 46. At the same time, the groove 128 is turned away from the port 136, and ultimately closes, so that the supply of low pressure oil to the pipe 149 and the forward drive clutch-engaging space 46 ceases, although low pressure oil continues to be supplied through pipes 139, 151, &c., to the clutch-engaging space 64 of the reverse clutch 50. During rotation of the valve 126, Fig. 4, and up to the point where full clutch engagement is achieved, the cam roller 174 actuating the butterfly valve 177 has ridden out of a dwell-point 123 in the valve and over a circular path 186 thereon, so that the throttle valve 177 is not opened and the engine continuing to idle. When full clutch engagement has been achieved, the cam roller 174 is at the foot of an inclined surface 184. Further rotation of the valve 126 accordingly cams the roller 174 along the surface 184, thereby gradually opening the throttle 177, until at the wide-open position, the roller enters a dwell-point 185, which retains it in position. To shut-off the engine, the valve 126 is turned anti-clockwise, the cam roller 174 first running down the slope 184, to idle the engine, and clutch disengagement following when the valve is restored to the neutral position shown in Fig. 2. Under these conditions, high pressure oil in the clutch-engaging chamber 46 is metered through the low pressure circuit and the pressure relief valve 132 to the sump 68 until the clutch begins to slip once more. To establish reverse, the valve 126 is rotated in the anti-clockwise direction, the action being similar to that described, but high pressure oil instead being fed through the pipes 139, 151, 158 to the clutchengaging space 64 of the reverse clutch 50. The two clutches 31, 50 may be completely disengaged by restoring the on-off valve 140 to the position shown, venting the pipes 157, 158 through ports 152, 153 and a pipe 154 to the sump 68. Gearing.-An internal combustion engine (not shown) drives a ring 10, Fig. 1, having internal toothed engagement permitting axial sliding with the housing 11 of the torque converter 12, comprising impeller, stator and turbine blades 18, 21, 20. The torque converter 12 is supplied with oil through a pipe 74 in a housing 29, and the oil leaves through pipes 75, 76, corresponding to the pipe 119 of Fig. 2. In the construction shown, a shaft 24 fast with the turbine 20 of the torque converter 12 can be connected by engagement of a forward drive clutch 31 to an output shaft 34, or alternatively can be connected through gears 30, 48, 55, an idler 56 and a gear 44 to the shaft 34 by engagement of the reverse clutch 50. The forward and reverse drive clutches 31, 50 are engaged by leftwards movements of sliding servo cylinders 38, 58 with respect to pistons 39, 57 axially fixed round the associated shafts. Oil is fed from the torque coverter 12 through the pipe 76, and through pipes, &c., 78, 85, 84, 88 to the disengaging space 47 of the forward drive clutch 31, and also through a restriction 90 and ports 93 to the inner periphery of the forward drive clutch pack. Oil is fed from the torque converter 12 through the space 75 to a pipe 94, containing the pressure relief valve 97, and through pipes, &c., 95, 96, 104, 106, 108 and a restriction 109 to the clutch-disengaging space 65 of the reverse clutch 50; simultaneously oil is fed through a port 110 to ports 113 leading to the inner periphery of the associated disc pack for cooling. To establish forward drive, oil under high pressure is supplied to the pipe 157, as described above, and thence through pipes, &c., 159, a pipe 83 within the output shaft 34 and ports 161, 162, 164 to the clutch-engaging space 46 of the forward drive clutch 31. To establish reverse, high pressure oil is supplied through the pipe 158, as described above, and through pipes, &c., 166, 105 to a pipe 103 mounted in a non- rotary gear support 49, and thence through pipes, &c., 168, 169, 170 to the clutch-engaging space 64.