DE1245761B - Hydrodynamic-mechanical transmission for motor vehicles - Google Patents

Description

FEDERAL REPUBLIC OF GERMANY GERMAN wXJsf ^ PATENT OFFICE

EDITORIAL

IntCl .:

B 60 k

B62d
German class: 63 c -34/01

Number: 1245761

File number: G 2909911/63 c

Filing date: February 24, 1960

Open date: 27th June 1967

The invention relates to a hydrodynamic-mechanical transmission for motor vehicles, consisting of from a hydrodynamic torque converter and rotating gear sets interacting with it, wherein a reaction element of a forward gear set with the turbine wheel of a fluid coupling that can be filled and drained is connected and can be held by a brake and the pump wheel of the fluid coupling with a other link of the forward circulation gears is directly or indirectly connected, so that the Fluid coupling as direct coupling of the forward gear planetary gear set or as a vortex brake when the turbine wheel and the driven pump wheel are held works, including the fluid coupling a first outlet control valve, which by centrifugal and spring forces opened to drain the fluid coupling and closed by fluid pressure can, and a second outlet control valve, which is used to cool the fluid coupling when working as a vortex brake can open a throttled outlet for a flow of liquid, are assigned.

In a known fluid coupling (German patent specification 708 264) the first outlet control valve The centrifugal force keeps the output shaft closed at high speeds and at low speeds Speeds opened by a spring force overcoming the centrifugal force, creating a fast Emptying the fluid coupling is effected. The first outlet control valve is operated by fluid pressure when supplying liquid to the fluid coupling held closed and opens when the fluid supply is shut off.

In a hydrodynamic change gear (German Patent 1197 763) a fluid coupling with two outlet control valves is provided, of which one is fluid-related and acts as a normal outlet control valve and the other when it is opened releases a certain throttled cross-section, so that the fluid coupling is continuously from one a certain small amount of oil remains flowing through it for cooling. Since this valve is only dependent works from high pressures occurring during braking, the fluid coupling remains in operation closed as a direct clutch, so that no cooling then occurs.

The invention is based on the object, even when the fluid coupling is operated as a direct coupling to achieve a cooling, this being the cooling required when working as a vortex brake is reduced.

Hydrodynamic-mechanical transmission for motor vehicles

Applicant:

General Motors Corporation,
Detroit, me. (V. St. A.)

Representative:

Dipl.-Ing. K. Walther, patent attorney, Berlin 19, Bolivarallee 9

Named as inventor:
John James O'Malley,
Carl Edwin Shellman, Detroit, Mich. (V. St. A.)

Claimed priority:

V. St. v. America 26 February 1959 (795 774)

The invention consists in that for cooling the working fluid when the fluid coupling is in operation as a direct coupling, another throttled outlet line that determines a lower flow rate than the outlet line which is open when the fluid coupling is operated as a vortex brake will. In this way, when the fluid coupling is operated as a direct coupling, that for cooling sufficiently low flow rate ensured.

In a further embodiment of the invention it is provided that the second outlet control valve is throttled when the fluid coupling is operated as a vortex brake Auslaßleitußg and during operation of the fluid coupling the other throttled outlet line opens as a direct coupling. For the optional Only one valve is therefore required to control the cooling. With a hydrodynamic-mechanical Transmission of this type, in which the second outlet control valve is subject to the influence of centrifugal force, is also provided that to open the two throttled output lines the one removed from the output shaft Centrifugal force against the force of a

709 618/332

valve slide of the second exhaust control valve burdensome Spring works.

The scope of the invention is evident from the claims. In the drawings are in the following Description of illustrated embodiments of the hydrodynamic-mechanical Transmission shown according to the invention. In these drawings is

F i g. 1 shows an overview diagram of the assignment of FIGS. 2, 3 and 4, which schematically represent a hydrodynamic-mechanical Represent transmission according to the invention and a control device for this transmission, and

F i g. 5 and 6 modified designs of the hydrodynamic-mechanical Transmission according to the invention.

general structure

2 shows a hydrodynamic-mechanical transmission which contains an input shaft 10 driven by the vehicle engine and an output shaft 12 connected to the vehicle wheels, which are connected to one another by a hydrodynamic torque converter 14. The hydrodynamic torque converter 14 has a pump wheel connected to the input shaft 10, a first turbine wheel T ₁ , a second turbine wheel T ₂ and a stator S with adjustable blades 16. The adjustable blades 16 of the stator 5 are attached to the upper end of cranks 18 , which can be moved into different angular positions by a servomotor 20 which contains a piston 22 acted upon by hydraulic fluid.

Reverse running of the stator 5 is prevented by a one-way brake 24, one side of which is connected to a stationary part 26.

The working capacity runs in the hydrodynamic torque converter 14 clockwise in a circuit from the pump wheel / via the turbine _{wheels T 1} and T ₂ and the stator 5. The torque gain in the hydrodynamic torque converter 14 can be changed by adjusting the blades 16 of the stator S. The movement of the blades 16 between a position small and a position large angle of attack takes place as a function of the conditions of an engine throttle-dependent pressure fed to the servomotor 20 and the working pressure in the hydrodynamic torque converter, which acts on the outer surface of the piston 22. If the hydrodynamic torque converter works with torque amplification and the engine throttle-dependent pressure is zero, the working pressure in the hydrodynamic torque converter moves the piston 22 so that the Scheufein 16 have small angles of attack for normal travel conditions. At the highest machine throttle-dependent pressure, such as B. when the throttle valve is fully open, the piston 22 is adjusted by this pressure and moves the blades 16 into the position of large angle of attack. In this position of the blades 16, an improved acceleration is achieved since the hydrodynamic torque converter delivers a maximum torque. In addition, overcoming very large wheel forces is made easier. The blades 16 can assume any desired position between these limit positions, which is dependent on the respective ratio of the forces acting on the piston 22.

The torque gain of the hydrodynamic torque converter 14 can be further increased by planetary gear system, in particular through the turbine wheels associated epicyclic gear set 28. This epicyclic gear set having a ring gear 30 which is connected to the first turbine wheel T _1, and a operating as output part epicyclic gear carrier 32 connected to the second turbine wheel T _? connected is. Revolving gears 34 are mounted on the planetary gear carrier 32 and mesh with the ring gear 30 and a sun gear 36 serving as a reaction member. Reverse rotation of the sun gear 36 is prevented by a one-way brake 38, one side of which is connected to the stationary part 26.

When the hydrodynamic torque converter 14 starts up, the first turbine wheel Tj torque becomes transferred to the ring gear 30 and, since the sun gear 36 cannot rotate backwards,

ao, the planetary gear carrier 32 rotates forward at a reduced speed, so that the torque of the turbine wheel T _{1 is increased in} accordance with the gear ratio of the planetary gear set 28. If the hydrodynamic torque converter 14 and the planetary gear set 28 in the planetary gear set 32 have gear ratios of 2: 1, the overall gear ratio will be 4: 1. As the speed of the pump wheel increases, that of the first turbine set T ₁ also increases accordingly, until the second turbine wheel T ₂ begins to transmit torque to the planetary gear carrier 32. The reaction torque acting on the sun gear 36 and thus the torque ratio of the planetary gear set 28 is then determined by the difference between the speeds of the first and second turbine wheels T ₁ and T ₂ . Finally, the speed of the second turbine wheel T _{2 reaches} a value at which this causes the sole drive, while the first turbine wheel T _{1 is} idling.

Then the hydrodynamic torque converter 14 runs in the clutch state, and the stator S begins to run freely, ie to rotate forward. Apart from the slip, the hydrodynamic torque converter 14 causes a direct drive. Likewise, the planetary gear set 28 brings about an almost direct drive, since it approaches its blocked operating state at approximately the same speeds of the two turbine wheels T ₁ and T _2.

The hydrodynamic-mechanical transmission also contains a forward gear set 40 and a reverse Gaog planetary gear set 42, both in the drive chain between the planetary gear set 28 and the output shaft 12 lie. The forward gear set 40 has as an input link a ring gear 44 which is connected to the planet gear carrier 32. A serves as the reaction element Sun gear 46 and, as an output member, an epicyclic gear carrier connected to the output shaft 12 48 for planetary gears SO which mesh with the ring gear 44 and the sun gear 46.

The forward gear set 40 can work with two translations. Translated into slow motion Propulsion is achieved by preventing the sun gear 46 from rotating in reverse while the Ring gear 44 is driven forward. The circulation gear carrier 48 then runs at a lower speed around. The reverse rotation of the sun gear 46 is controlled by a one-way clutch 52 and a servomotor

5 6

56 for a forward brake 54 is reached. The various brakes of the transmission, like the one, rotates

do the drive direction in overrun mode, so reverse gear brake 82, the forward gear brake

drives the revolving gear carrier 48, and the sun 54 and the brake 58 can be of any type

Wheel 46 can move forward unhindered. Is this so z. B. band, disc or cone brakes,

not desired, rather a resistance against 5 The one-way brakes 24 and 38 as well as the one-way

the overrun by the vehicle engine achieved clutch 52 are of conventional design with between

are, a brake 58 with the help of an adjusting race rings, lock in one direction of rotation.

motors 60 actuated so that the sun gear 46 od in both roles.

the directions of rotation is recorded. Dadufch- The hydrodynamic-mechanical described If there is a high-speed drive of the io gearbox, apart from idling, several Ar-ring gears are possible 44. The significance of this fact for work areas, which as drive area, between the Machine braking is made up of the later drive area, drive brake area and reset become apparent. upward drive range are referred to.

The direct drive of the forward gear circulation When idling, all clutches and brakes are gear set 40 is disengaged by a fluid coupling 15 and the fluid coupling 62 is emptied. 62, which has a hydrodynamic torque converter 14 connected to the ring gear 44 and a pump wheel 64 connected to the sun gear 46 , "but can neither have a connected turbine wheel 66 on the output shaft 12 it is either filled or emptied above lung 62. When the reverse gear set 42 is filled, it causes the ring gear 44 and the sun gear 46 to transmit torque.

rotate at essentially the same speed, so around the hydrodynamic-mechanical transmission

that the forward gear set apart from shifting to the drive range, the forward

applied by the slip in the fluid coupling 62 in the direct gear brake 54, so that the reaction

th drive is working. element of the forward gear set 40 effective

The engagement of the brake 58 prevents the 25 sam. The drive then takes place from the in-circulation of the turbine wheel 66 and thus of the output shaft 10 via the hydrodynamic rotary sun wheel 46, so that the fluid coupling then torque converter 14 and the planetary gear set 28 to not as a fluid coupling, but as a flow forward gear set 40. As described, brake works. The drive of its planetary gear carrier 48 will be explained in more detail about this will. First of all, it should only be mentioned that this results in a 30 on the output shaft 12 at a lower speed than Additional resistance to the overrun operation is transmitted to the speed of the ring gear 44. The targeted is, because since the ring gear 44 with overspeed together with the transmission results from the torque drives is, the pump wheel 64 runs with reinforcement by the hydrodynamic rotation essentially the same speed. Since the door torque converter 14 and the gear ratio gear 66 but stands still, the liquid in 35 nits of the two planetary gear sets 28 and 40. The the fluid coupling 62 whirled, and this we-torque amplification by the hydrodynamibelbremse provides a resistance to the rotation see torque converter 14 and this zugedes Ring gear 44 and thus the output shaft 12th arranged planetary gear set 28 is of course with steep

If the fluid coupling 62 operates as a flowing vehicle engine speed at normal

clutch, so any slippage of the fluid due to road resistance on the vehicle wheels will decrease,

a locking clutch 68 prevents the between the low gear almost exclusively by the

see the pump wheel 64 and the turbine wheel 66 transmission ratio of the forward gear circulation

lies. The locking clutch 68 is determined by wheel set 40,

a servomotor 70 is engaged and causes a. At a certain driving speed, the

Revolving of the ring gear 44 and the sun gear 46 45 fluid coupling 62 filled, whereby the front

at the same speed, so that then the forward gear set 40 is essentially on

reverse gear set 40 is switched unaffected by the direct drive, so that the

Slip of the fluid coupling 62 in a direct anhydrodynamic-mechanical transmission for operation

drive runs. is prepared at high driving speed. Short

The reverse gear set 42 asked as 50 time thereafter, the locking clutch 68 in the output member becomes an epicyclic gear carrier 72, which is engaged in a manner to be described so that the planetary gear carrier 48 of the forward gear results in a more precise direct drive in which the planetary gear set 40 and the output shaft 12 of the forward gear carrier 48 of the forward gear carrier. Two groups of planetary gears 74 and 76 are rotatably mounted in the planetary gear carrier 72 at the same speed as the revolution, 55 gear carrier 32 of the planetary gear set 28 rotates. The fluid losses that are also the only one with each other and one group are, when locked, either with a fluid coupling 62 serving as an input member in the hydrodynamic sun gear 78 or in a torque converter 14 as a reaction member. It does not matter whether the front ring gear 80 meshes. The ring gear 80 can work on the reverse gear set 40 in direct or in the rotation by a reverse gear brake 82 60 slow geared drive, which is operated by a servomotor 84 loading blades 16 of the stator S of the hydrodynamic. Since two groups of planet gears 74 are provided with torque converter 14 at a larger angle of attack and 76, if the is held the adjustment will be made in order to increase the torque of the ring gear 80 through the reverse gear brake 82 of the hydrodynamic torque converter 14 A greater acceleration can be achieved through the gear ratio of the reverse range.

gear set 42 is intended, backwards for the intermediate drive range is located

to run. . hydrodynamic-mechanical transmission in the

was in the drive area as with a low gear ratio, only the brake 58 is also applied. Since when overrun, z. B. when the vehicle is going downhill, the rotating gear carrier 48 of the forward gear set 40 is driven and the sun gear 46 is prevented from rotating forward by the brake 58, the ring gear 44 is driven at overspeed, which is transmitted via the planetary gear carrier 32 to the second turbine wheel J _ä of the hydrodynamic torque converter 14 is transmitted. The vehicle engine will oppose the catching up of the speed of the pump wheel / resistance and thereby decelerate the second turbine wheel T _t by swirling the liquid. This results in moderate braking with the vehicle engine. If the vehicle engine begins to take over the drive again, the low transmission ratio, as described, becomes effective.

If more braking is necessary, e.g. B. when descending a steep slope uphill, the drive brake area is used in which the hydrodynamic-mechanical transmission is in the same state as in the intermediate drive area, but the fluid coupling 62 is filled with liquid. The brake 56 holds the turbine wheel 66 of the fluid coupling 62 and the sun wheel 46 of the forward gear set 40 in place. The pump wheel 64 of the fluid coupling 62 is driven by the second turbine wheel T _{2 of} the hydrodynamic torque converter 14, so that a vortex of the fluid occurs in the fluid coupling 62, which supports the braking effect described for the intermediate drive in order to counteract the increase in speed of the ring wheel 44 through the output shaft 12 . There is therefore considerable braking with the vehicle engine in the drive braking area.

For the reverse gear range, only the reverse gear brake 82 is activated by the servomotor 84 created. The input shaft 10 is then driven via the hydrodynamic torque converter 14 and the set of epicyclic gears 28 assigned to the reverse gear set of revolving gears42, which reverses the direction of rotation because of the two groups of planet gears 74 and 76 and causes the output shaft 12 to run backwards.

Control device

The various parts of the hydrodynamic-mechanical transmission are controlled by a control device which is shown in FIGS. 2 to 4 is shown. This is supplied with pressure fluid from a pump 86 which is driven by the input shaft 10 at its speed. The pump 86 is designed as a positive displacement pump, so that when the vehicle engine starts up, it conveys pressure fluid via a feed line 87 to a main network line 88. Between the delivery line 87 and the main network line 88, a pressure control valve 90 is provided, which in the main network line 88 a certain pressure, for. B, 7.04 kg / cm ² .

The control device contains a number of valves, the valve slides in fixed valve housings slide, while a number of other valves have valve spools which slide in valve housings rotating with the output shaft 12, so that the movement of the valve slide is influenced by the centrifugal forces.

First, a description of the individual valves of the control device follows, followed by an explanation the interaction of the valves connects.

Manual selector valve 96

The main power line extends through the bore of a stationary valve housing 92 in which a valve spool 96 of a manual selector valve slides

ίο (upper part of Fig, 3). The valve slide 96 has spaced apart control collars 98, 100, 102 and 104 which, depending on the position of the valve slide, distribute pressure fluid coming from the main network line 88 via various openings in the valve housing. The valve slide 96 is adjusted by a shift fork which engages between two collars 106 and 108 of the valve slide and is moved by a shift lever (not shown) located near the driver's seat. As a result, the valve slide can be set to one of the positions P for parking, N for idling, D for drive range, IN for intermediate drive, D _B for drive brake range or R for reverse drive. The description of the effect

he manual selector valve will follow later.

The first throttle-dependent valve

Below the manual selector valve 110 is shown in FIG. 3 shows a first throttle-dependent valve. It has a valve slide 110 with spaced apart control collars 112 and 114, the slides in a bore of a stationary valve housing 92. In the same hole sits to the right of that Valve spool 110 a piston 116 on which an accelerator pedal 118 acts and which transmits its movement to the valve slide 110 via a spring 120.

If the accelerator pedal 118 is depressed, the control collar 112 allows the first throttle-dependent Valve, the transfer of pressure fluid from a branch line 122 of the main network line 88 to a line 124, from which it is via a branch line to the left end face of the control collar 112 arrives. If the pressure of this liquid is sufficient to overcome the opposing forces, so the valve slide 110 is moved to the right until its control collar 114 opens an outlet 128 while its control collar 112 blocks the branch line 122 of the main network line 88. The pressure in the pipe 124 is thereby reduced until the valve slide 110 can be moved to the left again and the connection to the branch line 122 of the main network line 88 releases again.

This customary regulation sets a pressure in line 124 that is dependent on the position of the accelerator pedal. The throttle-dependent pressure in line 124 (TF ₁ -DmCk) will increase as the accelerator pedal 118 is depressed more strongly and thus represents a measure of the torque supplied to the hydrodynamic-mechanical transmission. When the accelerator pedal 118 is fully depressed, the first throttle-dependent valve is fully open, so that the regulated TV ₁ pressure is equal to the network pressure, i.e. 7.04 kg / cm ⁸ .

The influence of the first throttle-dependent valve

on torque can best be explained by assuming that maintaining a

9 10

certain driving speed by actuation of the throttle-dependent valve TF ₁ -DrUCk via the Leides accelerator pedal 118 is intended. tion to provide 124, so this comes to the right increases the road resistance of the vehicle, so side of the valve spool 162 and increase the force should the acceleration of the spring are pressed 164 on the valve spool 154. As a result, pedal 118 to overcome it to the running - 5 will maintain the TF ₂ pressure in the ratio of the TF ₁ pressure speed. This increases the kes rise until it finally reaches the maximum value TF ₁ -PRESSURE. In the same way, with a reduction of 7.04 kg / cm ² , which corresponds to the main network pressure of the braking resistors, the acceleration value would be achieved.

pedal 118 have to be taken back a little, ~,. ..., -, ... , _.

whereby the TF. pressure is reduced. io ^{The valve 1 of the} forward gear brake 54

The valve slide 110 could instead of loading in a stationary valve housing 92 (bottom left

acceleration pedal 118 z. B. also from a sub in F i g. 4) a valve slide 172 is slidably actuated pressure device, which is arranged on the intake, which is connected to a control collar 174 smaller and system of the vehicle engine. has a control collar 176 of larger diameter,

»5 which guide bore holes in a valve-valve of the brake 58 in correspondingly large parts. The valve slide 172 is through

In the lower part of FIG. 3, a valve for the one spring 178 is pressed into the open position. This brake 58 is shown. It has a stationary valve regulates the pressure, which is fed via a line 180 valve housing 92 to a valve slide 130 with in from the manual selector valve depending on the distance from one another control collars 132, ao on the torque requirement, and via a 134, 136 and 138th through a spring 140 is the line 182 of the servomotor 56 of the forward gear valve slide 130 to the right against a piston brake 54 is supplied. The TF ₁ -DmCk is pressed 142 , which sits in the valve bore. The via a branch line 184 to the spring-side valve is used to supply a line 144 with the end of the valve slide 172 , whereby the pressure fluid, which is passed to the servomotor 60 , controls the valve as a function of the torque,
to apply the brake 58 . In the open position of the valve slide 172

the pressure fluid reaches between the control shut-off valve collars 174 and 176 in the line 182 for the forward

In addition to the valve of the brake 58 sits in a gear brake. A throttled branch conduit 186 verortsfesten valve housing a valve spool 146 with 3 °, the valve bore binds the right of the Steuerin distance from each other lying control coils 148 collar 174 of small diameter with the conduit 182. and 150. The valve spool 146 is controlled by a If the delivered through the throttled line 186 Spring 152 pushed to the inoperative position. Pressure high enough to overcome the spring 178. This shut-off valve causes a blockage, which is necessary for the valve slide 172 to move to the left, forcing downward switching, as shown in FIG. 35, and the control collar 174 blocks the supply line 180 as will be explained later. from, while the control collar 176 has an outlet 188

weakly opens. The pressure in line 182 to

The second throttle-dependent valve forward brake is thereby reduced until

the spring 176 after the valve slide 172 again

In a stationary valve housing 92 a 4 ° can slide to the right, which opens the supply line 180 valve slide 154 of a second throttle-dependent again.

Valve (Fig. 4, bottom right), the two at a distance In the absence of a T-F ^ pressure, the valve

control collars 156 and 158 lying apart from one another. slide 172 a certain minimum pressure, z. B. In the same valve bore sits next to the 1.41 kg / cm ² , develop. But as soon as TF ₁ -DmCk control collar 156 a control piston 160, while in addition to 45 is available, the regulated pressure of the control collar 158 is increased with a valve slide 162 until it reaches a shaft size directed at the valve slide 154 at maximum TF _{1 -pressure,} ie 7.04 kg / cm ² , achieved
sits. Between the valve spools 154 and 162 is the servomotor 56 of the forward gear brake

a spring 164 is provided. 54 pressure supplied via line 182 changes

The second throttle-dependent valve is a control 50 with the TF ₁ -DmCk, so that the forward valve, the pressure depending on the TF ₁ -DmCk gear brake 54 with small openings of the throttle within certain limits, e.g. B. between the minimum flap of the vehicle engine by relatively at least 2.45 kg / cm ² and at most 7.04 kg / cm ² , low pressure, but when it is fully open it also modulates. The minimum pressure is regulated when the maximum pressure is applied. This ensures that there is no TF ₁ -DmCk, because then the spring 164 55 softly applying the forward gear brake pushes the valve spool 154 to the left until the inner openings of the throttle valve and a quick control collar 156 apply the opening to the main power line 88 when the throttle valve is larger , something opens. The regulated TF ₂ -DmCk is determined via r> ττ τ, η *; ι

a line 166 and a throttled line 168 ^Uas umsc & aitventu

directed to the left side of the control collar 156 . This may 60 rotating in a to the output shaft 12 as it is sufficiently large, the spool valve housing 94 slides a valve spool 190 of a 154 adjusted so that the control collar 152, the comparison selector valve, connection at a distance from each other three blocks to the main power line 88, where the horizontal tax collar has 192, 194 and 196 . The control collar 158 exposes an outlet 170 . The working centrifugal force pushes the valve slide 190 to the right and the second throttle-dependent valve 65 against the force of a spring 198.
corresponds to that of the first throttle-dependent valve, the valve slide 190 is in the left-hand one

but because of the spring 164 a minimum pressure position for downshifting, a branch line of 2.46 kg / cm ^{2 is} developed. If the first 200 of the line coming from the manual selector valve begins

Device 180 is connected between the control collars 194 and 196 with a line 202 to a regulator valve to be described, while a line 204 supplying the fluid coupling between the control collars 192 and 194 is relieved to an outlet 206. In the upshift position of the switching valve shown, the line 202 to the regulator valve between the control collars 194 and 196 is relieved to an outlet 207 , while the branch line 200 is connected to the line 204 to the fluid coupling 62 between the control collars 192 and 194. If there is TF ₂ pressure in line 166 , this counteracts the opening of the valve slide 190 , so that the opening point changes with the setting of the throttle valve. For example, when the throttle valve is open to zero, this is about 29 km / h driving speed and when the throttle valve is fully open it is about 114 km / h driving speed.

Regulator valve

A regulator valve (FIG. 4, top right) has in a valve housing 94 rotating with the output shaft 12 a valve slide 208 with two spaced apart control collars 210 and 212, which is pressed to the right by a spring 214 and by centrifugal force. This regulator valve regulates a regulator pressure in a regulator pressure line 216 which increases with the speed of the rotating valve housing 94 .

During operation, the pressure fluid fed to the regulator valve via the line 202 reaches the regulator pressure line 216 between the control collars 202 and 212 , from which a branch line 217 leads to the right side of the control collar 212 of the valve slide 208. When the pressure in the branch line 217 a certain value, the valve spool 208 is moved to the left until the control land 212 shuts off the line 202 and the control land 210 uncovers an outlet 218th As a result, the pressure in the regulator pressure line 216 drops until the valve slide 208 releases the line 202 again. This regulation takes place as long as the switching valve 190 keeps the connection of the branch line 200 of the line 180 with the line 202 open.

When the manual selector valve is set to idle, line 180 no longer receives any pressure fluid. The supply to the regulator valve then takes place in a different way. When the valve slide 96 of the manual selector valve is set to the position N or R , a line 220 is supplied with hydraulic fluid from the main network line 88. This line 220 is connected to the regulator pressure line 216 via a ball check valve 222 , which opens when the pressure in the regulator pressure line 216 falls below a certain minimum pressure, so that the regulator pressure line 216 is supplied with hydraulic fluid in this way for reasons to be explained. A throttle 224 located upstream of the check valve 222 ensures that any pressure drop resulting from the regulator valve via the outlet 218 could not affect the main parts of the regulating device.

The regulator valve 208 works similarly to a safety valve in order to regulate the pressure in the regulator pressure line 216 and to keep it at a certain minimum value. This minimum pressure is increased when idling and when driving forwards, because the centrifugal force pushes the valve slide 208 to the right, so that a higher pressure arises in the regulator pressure line 216 before the outlet 218 is opened. In the absence of centrifugal force, the pressure in the regulator pressure line 216 is determined by the spring 214 and has a lower value than the main network pressure. The check valve 222 will open and close often enough to help the regulator valve maintain this pressure.

Limiting valve

The line 204 to the fluid coupling 62 leads to a bore in a circumferential valve housing 94 for a limiting valve slide 226 (FIG. 2, bottom center), which has two control collars 228 and 230 that are spaced apart from one another. Two branch lines 232 lead from the line 204 to the right side of the control collar 230, so that the pressure supplied by them presses the limiting valve slide 226 against a spring 234 to the left. The centrifugal force acts in the same direction. If the pressure acting on the control collar 230 and the centrifugal force are sufficiently large, the limiting valve slide 226 is moved into the position shown in which the control collars 228 and 230 allow the line 204 to be connected to a line 236 which is connected to the fluid coupling 62 to fill this up.

The relief valve protects the downstream portion of the control device from excessive pressure drop that could result from filling the fluid coupling 62 . As soon as the pressure in the line 204 falls below a certain value, the force of the spring 234 will predominate, so that the limiting valve slide 226 is moved to the right in order to shut off the line 204 completely or partially with its control collar 228. If the pressure builds up again in this line, it acts on the control collar 230 and thus moves the limiting valve slide to the left in order to reopen the connection between the lines 204 and 236. An outlet 238 is connected to the line 236 to the fluid coupling when the limiting valve slide 226 is approximately to the right of the position shown. This is one of the ways in which the fluid coupling 62 can be relieved.

Outlet control valve for the fluid coupling 62

Fluid is continuously withdrawn from the fluid coupling 62 in order to cool it, but this takes place to different degrees, depending on whether the fluid coupling works as a coupling or as a vortex brake. A valve slide 240 of an outlet control valve of the flow coupling (FIG. 2, bottom left), which slides in a circumferential valve housing 94 , is used for this purpose. This could also rotate with part of the fluid coupling 62 .

The valve slide 240 has control collars 242 and 244 and is moved by centrifugal force against the force of a spring 245 . In the left part of the valve bore a cup-shaped piston 246 is provided, the movement of which to the right is limited by a stop 247. Part of the spring 24S protrudes into the cup of the piston.

If the filled fluid coupling 62 works as a coupling and the valve housing 94 runs with a certain minimum speed around, the centrifugal force moves the valve spool 240 to the left up to Abutment against the stop 247, so that between the control collars 242 and 244 an outlet line 248 the fluid coupling 62 is connected to an outlet 249. Outlet conduit 248 includes one Throttle point 250, so that the working fluid of the fluid coupling is continuously circulated through it is, with a given by the cross section of the throttle point 250 below speed Maintaining a pressure that allows the fluid coupling 62 to function properly as a coupling guaranteed.

An outlet line 252 is connected to the edge of the fluid coupling 62 and is sufficient throttled. It leads to the right end of the outlet control valve, so that the pressure prevailing in it the valve slide 240 also to the left with an ao with the centrifugal pressure line in the fluid coupling 62 changing force presses In the right end position of the valve slide 240 is a branch line 254 of the outlet line 252 separated from the outlet 249 by the control collar 242.

In order to obtain a different speed when operating the fluid coupling as a vortex brake, is a control pressure via a line 258 from a control pressure valve to be described passed to the left side of the piston 246. The force exerted by this becomes the valve spool Hold 240 in the position shown until the opposite speed at a certain speed Centrifugal force moves the valve slide 240 back into its regulating position. In this the pressure is off the branch line 254 of the outlet line 252 is relieved via the outlet 249 and the pressure io dependence of the spring force, the centrifugal force and the one on the right side of the valve slide 240 acting pressure from line 252 regulated. So takes the speed of the revolving valve housing 94 closes, the outlet 249 is opened more and the outflow speed increases, so that the desired additional cooling of the liquid can take place. Is the speed sufficient high, the regulated pressure can become almost zero, so that only the flow resistances are overcome and the liquid flows at the highest possible speed.

50 The valve of the locking clutch 68

The engagement of the locking clutch 68 by the servomotor 70 is controlled by a valve which has a valve slide 260 with two control collars 262 and 264 in a circumferential valve housing (FIG. 4, top left). The valve slide 260 is moved to the left by the centrifugal force against the RH ₂ pressure, which is conducted via branch lines 266 from the line 166 to the left side of the valve slide. A line 268 leads to the servomotor 70 and is supplied with pressure fluid from a line 270, which is also connected via branch lines 272 to the right-hand side of the valve.

The line 270 comes from the already mentioned control pressure valve and is through this over a branch line 276 is supplied by the line 236 serving to fill the fluid coupling. If fluid is fed to the fluid coupling 62 and the control pressure valve allows the connection between lines 276 and 270, the valve of the lock-up clutch 68 begins to close work. Its valve slide 260 moves through the one acting on the right side of the control collar 264 Liquid pressure from line 270 to the left, if this is sufficiently large, until the control collar 262 exposes the opening of the line 270 in the valve bore, whereby the servomotor 70 with Hydraulic fluid is supplied via line 268. The valve spool 260 is in the right End position, the servomotor 70 is emptied because the line 268 between the control collars 262 and 264 is connected to an outlet 278. This arrangement ensures that the locking clutch 68 is eist can be engaged when a certain pressure is reached in the fluid coupling 62, the then the valve slide 260 is moved to the left into the working position.

The control pressure valve

The control pressure valve has a valve slide 274 seated in a circumferential valve housing 94 and spaced apart from one another by control collars 279, 280 and 282 (FIG. 4, top center). The valve _{slide is pressed to the left by TF 2} -DmCk, which is passed via branch lines 284 of the TF ₂ -pressure-carrying line 166 to the right-hand side of the control pressure valve. In this position, the lines 276 and 270 are connected to one another, so that the valve of the locking coupling 68 can be effective, as has already been mentioned, but will now be explained in more detail. In this left end position, the line 258 is relieved to an outlet 286, so that the outlet control valve 240 of the fluid coupling is in the position of low outflow speed.

If there is no TF ₂ pressure, the centrifugal force moves the valve slide 274 into the right end position. The line 270 to the valve of the lock-up coupling 68 is then connected to an outlet 288 so that the valve of the lock-up coupling 68 becomes inoperative. The line 258 is connected to the line 276 between the control collars 279 and 280, so that this pressure supports the movement of the outlet control valve into the position described above for greater outflow speed when the fluid coupling 62 is braking.

The valve slide 274 of the control pressure valve thus has two working positions; in one is the line 258 is supplied with pressure fluid in order to increase the outflow velocity from the flow coupling 62 change, in the other, the valve for the locking clutch 68 is acted upon, which when the The pressure is high enough to actuate the servomotor 70 of this locking clutch.

The fluid coupling exhaust valves

The fluid coupling 62 has one or more Exhaust valves 290 (Fig. 2). Each of these exhaust valves has a flange-like head 292 which is in the Pump wheel 64 is slidably mounted. A branch line 294 for filling the fluid coupling serving line 236 is connected across the top of the head 292 so that it is during filling

15 16

the fluid coupling is moved downwards and in the position P or N of the valve slide 96

a transverse channel 296 closes, which also receives the work of the manual selector valve, the line 260

space of the fluid coupling 62 with the outlet pressure fluid from the main network line 88, further

connects. An oppositely acting spring 298 has a line 306 leading to the valve of the brake 58, and

Together with the centrifugal force, the outlet 5 tries a line 308 which leads to the check valve. Of the

To move valve 290 into the position shown, the pressure in lines 306 and 308 supports the

is reached as soon as the pressure fluid is supplied to the spring 140 of the valve of the brake 58 or the spring

Fluid coupling 62 is shut off. The working 152 of the shut-off valve to its valve slide 130

fluid then flows through the open transverse channels and 146 to keep it in the right end position. Of the

296 to the outside. io line 220 is via the check valve 222 the

. Regulator pressure line 216 supplied.

Operation _{The Omck from the} regulator pressure line 216 is

The operation of the control device of the hydro-over the branch line 217 on the right side of the dynamic-mechanical transmission is described below control collar 212 of the valve slide 208 of the controller in the order that is directed at a valve that shuts off the line 202 . This movement of the valve slide 96 of the manual selection line 202 is connected via the line 180 to the exhaust valve from left to right, that is to say from the position P loaded bore of the manual selection valve / Js to the position R. The valve slide 208 of the control valve is with

the control collar 210 the outlet 218 sufficiently far

Parking and empty According _{ao öffnenj to the} regulator pressure line 216 a min-

The vehicle engine can preferably only receive minimum pressure, this being rotated back when the valve slide 96 of the check valve 222 is supported. The permanent Ab-Handwählventils in one of the positions P or N is current through the outlet 218 of the regulator valve and with the setting P does not lower the main network pressure, not shown, because, as already mentioned, pawl in the output shaft 12 or one with as upstream of the non-return valve 222 the circumferential part has collapsed, which a movement point 224 is provided. The delivery rate prevents the vehicle from moving. Pump 86 and the size of the restriction 224 are

As soon as the vehicle engine starts up, it begins selected so that the main network pressure is maintained

Pump 86 of the main power line 88 is liquid with.

a value determined by the pressure control valve 90, the controller 30 from the pressure regulator conduit 216 acts zuzufördern pressure. The hydraulic fluid is from the right side of the control collar 138 of the valve pressure control valve 90 at a certain pressure the slider 130 of the valve of the brake 58, but can also the hydrodynamic torque converter the valve spool 130 does not move to the left, supplied to 14 via a line 300th since the forces of the spring 140 and the

The system pressure is supplied to main power outweigh pressure from the main power line 88 35 tung 306

via the branch line 122 to the first throttle in this position of the valve spool 130 of the valve

dependent valve supplied, which, as soon as the loading are between the control collars 134 and 136 a

Acceleration pedal 118 is depressed slightly, branch line 310 of the regulator pressure line 216 with

in line 124 regulates a TF ₁ -DmCk. If a line 312 to a reverse gear lock

if desired, this can be connected to a small initial value of 40 piston 314 .

obtained by selecting the spring 120 accordingly. The reverse gear locking piston 314 slides in a

will. Hole and is through one on a pin 318

Another branch line 302 conducts hydraulic fluid-supported spring 316 in the inoperative position.

speed from the main power line 88 to the valve of the hold. A slot 320 at the outer end 322 of the

Brake 58, where the path through control collars 136 45 reverse lock piston takes up pin 318 .

and 138 of the valve slide 130 is blocked. One the regulator pressure overcomes the force of spring 316,

Junction 304 leads from branch line 302 so engages outer end 322 of the reverse gear

to the shut-off valve and is there through the control collar, the shut-off piston 314 into a part of the manual selector valve 96

148 of the valve slide 146 shut off. or its operating linkage and prevents

The supply of the main network pressure to the second so the setting of the manual selector valve to reverse

throttle-dependent valve causes this, with the drive.

Regulation to begin so that in the TF ₂ pressure of the reverse gear locking piston 314 is determined for the leading line 166 a pressure of about the case that the vehicle is regulated ^{at idling-2.46 kg / cm 2.} This JF ₂ -DmCk position of the manual selector valve 96 is moved. In one arrives at the change-over valve to the control pressure valve 55. Movement speed of about 11 or 12 / perpetrators of the branch lines h 284 and to the valve of the anlaßt that of controller lock-up clutch 68 centrifugal valve acting through the branch lines to the valve spool 208 a sufficient Schliemann 266. The Valve spool 260 and 274 of the valve of the outlet 218, so that the regulator pressure in the locking clutch 68 and the control pressure valve of the regulator pressure line 216 of the reverse gear lock valve will then assume the position shown, 60 piston 314 in which the setting of the reverse during the valve slide 190 of the switching valve drive preventive situation. As a result, the spring 198 is already in the downshift by the reverse gear set is pushed before. If there is already a TF ₁ pressure in the possible damage is saved.

Line 124, this acts on the valve slide When the vehicle engine is running and on P or N 162 of the second throttle-dependent valve and adjusted valve slide 96 of the manual selector valve, the adjustment of a proportional works, although the hydrodynamic torque _{higher TF 2} pressure, like this already described converter 14, however, the output shaft 12 was. core torque are transmitted because the front

17 18

Reverse gear set 40 is determined in the absence of a down 28 and 40. The transmission ratio support is ineffective when the forward gear of the hydrodynamic torque converter 14 brake 54 is released and the fluid coupling 62 is partially emptied of the angle of attack of the blades. 16 depend on the guide wheel 5, and their position DrivV.shArf.ir.v. ⁵ w "^ by the ratio between the TF, pressure Antr se from the line 124 to the servomotor 20 and the

When setting the valve slide 96 of the hand working pressure in the hydrodynamic torque

selector valve in position D , the line 220 converter is determined,
between the control bonds 100 and 102 with a

Outlet 324 connected so that it idles and io switching from low to high ratio
is closed by the check valve 222.

The control collar 104 overflows the line 180, the at a certain, of the respective position

is thereby connected to the main power line 88. of the accelerator pedal 118 dependent vehicle

The lines 306 to the valve of the brake and 308 speed, for example between 29 and

to the shut-off valve remain with the main power line 88 15 114 km / h, the hydrodynamic-mechanical

tied together. niche gear from low to high gear ratio

Switched from the one now charged with hydraulic fluid. Switching takes place when the

Line 180 is the liquid to the valve that the valve spool 190 of the switchover valve.

Forward brake passed, which begins to regulate kende centrifugal force is sufficient to the forces of the spring

and the line 182 to the servomotor 56 of the pre 20 198 and the T-Fj pressure from the line 166

reverse gear brake 54 supplies regulated pressure. At the resilient end of the valve slide 190 to be over-

Absence of TF ₁ -DmCk in branch line 184 of the winds. The valve spool 190 then moves

TF ₁ -Pressure leading line 124 is a minimum to the right in the position shown, in the between

by z. B. 1.4 kg / cm ² regulated. This pressure is applied to control collars 192 and 194 to branch line 200

increases accordingly with increasing TF ₁ pressure. 25 of the line 180 with the line 204 for flow

As already explained, the valve delivers the forward clutch being connected. At the same time, the line

gear brake such a pressure to the servomotor 56, tang 202 to the regulator valve via the outlet 207

that the forward brake 54 relieves all throttle between the control collars 194 and 196,

flap positions in a satisfactory manner- The pressure from line 204 acts on the left

is placed. 30 side of the valve slide 208 of the regulator valve and

Via the branch line 200 of the line 180 this moves into the right end position in which the

Hydraulic fluid to the switchover valve and reaches the regulator pressure line 216 via line 202 to the

is relieved by the outlet 207 located in the downshift on the switching valve. Here-

The valve slide 190 of the switchover valve via the line is used to switch the valve upwards

tang 202 to the regulator valve. This works in the 35 brake 58 communicated. Was this by the influence

previously described manner and supplies in the regulator the regulator pressure is applied, so it is through the

pressure line 216 a pressure that assured with increasing drop in the regulator pressure that they are not

The speed of the valve housing 94 increases. The controller remains applied as they then switch upwards

pressure from the regulator pressure line 216 will prevent both.

the valve of the brake 58 as well as the reverse 40. The pressure from the line 204 acts via the gear locking piston 314 supplied. The spool valve branch lines 232 are also on the right side of the 130 of the valve of the brake 58 is still in the control collar 230 of the limiting valve slide 226 the position shown, and the reverse gear and supports the centrifugal force to the limiting piston 314 remains in the inoperative position to move valve slide 226 to the left when the the driving speed the value of about 11 to 45 pressure from line 204 is large enough. then Reached 13 km / h. becomes the line 204 between the control collars 228

When the vehicle engine is idling, this is enough and 230 is connected to the line 236, which is the

from the hydrodynamic torque converter 14 filling the fluid coupling 62 is used and from

supplied, via the planetary gear sets 28 and 40 via which the branch line 294 is supplied, in order to

Do not carry torque to the outlet 50 valves 290 of the fluid coupling down

Rotate shaft 12 and move the vehicle. to move so that the transverse channels 296 are closed

The forward gear set 40 is to be ins. This begins the filling of the flow

Slow geared drive switched, whereby clutch 62.

the hydrodynamic-mechanical transmission for loading is carried out by filling the fluid coupling

drive is prepared with a low gear ratio. 55 62 the pressure in line 204 has been reduced too much,

χι- <vu ^so the limiting valve interrupts their connection

Niednge translation dung with line 236 in whole or in part to them

Since the forward brake 54 is applied, after the pressure has been built up in the line 204

to be released again when the vehicle engine speed increases. The filling of the flow coupling

the output shaft 12 with reduced speed 60 treatment 62 can therefore never one of the function of the

through the forward gear set 40 caused pressure drop which is dangerous for the control device,

drifted and the vehicle starts. As already, the limiting valve slide 226 by the

imagines, the drive runs on the hydrodynamic centrifugal force in the position shown for filling the

Torque converter 14, held the fluid coupling assigned to this, the speed is the

Revolving gear set 28 and the forward gear 65 pump 86 high enough to provide sufficient

Set of gears 40 to output shaft 12, with the excess delivery rate to deliver and the rapid filling of the

Settlement ratio through that of the hydrodynamic fluid coupling without noticeable pressure drop

To enable torque converter 14 and the planetary gear sets of the main network pressure.

If the fluid coupling 62 is full, the forward gear set 40 is brought to direct drive, as a result of which the switching is completed. The valve slide 240 of the outlet control valve of the fluid coupling is in the position in which the outlet line 248 is connected to the outlet 249 , whereby sufficient circulation of the liquid for cooling is ensured while maintaining a sufficiently high pressure.

Since the TF 274 of the control pressure valve keeps ₂ pressure the valve spool in the drawn position, the pressure from the line 236 also passes through the branch line 276 between the control collars 280 and 282 of the control pressure valve to line 270. As long as the fluid coupling is filled 62 holds the _{rF 2} pressure the valve slide 260 of the valve of the locking coupling 68 in the position shown. If, however, the pressure in line 270 acting via branch lines 272 on the right side of control collar 284 is high enough to move valve spool 260 to the left, lines 270 and 268 are connected to one another and servomotor 70 engages locking clutch 68 a. The fluid coupling 62 is thus bypassed, so that a more precise direct drive of the forward gear set 40 results and only the slip in the hydrodynamic torque converter 14 occurs.

Forced downshift to low

Translation by pressing the

Accelerator pedals

When operating the hydrodynamic-mechanical transmission with a high gear ratio, a forced downshift to the low ratio can be achieved at a speed below the maximum switching travel speed of 114 km / h by depressing the accelerator pedal 118 beyond the full throttle position as far as it will go. The accelerator pedal 118 then closes an electrical switch 326 which connects a battery 330 , which is connected to ground 332 , via an electrical line 328 to the winding 334 of a relay, which is connected to ground 336 . The excited winding 334 pulls an armature 338 with a valve member 340 upwards against the force of a spring 342 , whereby a branch 344 of the line 308 to the check valve is relieved. As a result, the pressure in the spring chamber of the check valve drops, so that the valve slide 146 is only held in its right-hand position by the spring 152.

A throttle 346 upstream of the branch 344 in the line 308 prevents the network pressure from being influenced by the liquid outflow via the valve member 340. The pump 86 can maintain a sufficient network pressure of 7.04 kg / cm ² during this outflow.

The movement of the accelerator pedal 118 against the stop also adjusts the valve slide 110 of the first throttle-dependent valve in order to increase the pressure in the line 124 _{carrying TF 1} -DmCk to the network pressure. This maximum TV ₁ pressure is conducted via a branch line 347 of the line 124 to the right side of the valve slide 146 of the track valve and forces it into the downshift position, since the spring 152 is too weak to prevent this / so that the branch line 304 becomes the Main network line 88 is connected between the control collars 148 and 150 to a line 348 leading to the second throttle-dependent valve 154 . The pressure acting on the control collar 158 moves the valve slide 154 to the left, so that the TF ₂ pressure in the line 166 is also increased to the maximum value of 7.04 kg / cm ² .

Since the TF ₂ pressure and the main network pressure are the same, the valve slide 190 of the switching valve is moved into the downward switching position in which the line 204 for the fluid coupling between the control collars 192 and 194 is connected to the outlet 206 , while between the control collars 194 and 196 the connection between branch line 200 of line 180 and line 202 to the regulator valve is established. The regulator valve 208 again supplies regulator pressure while the fluid coupling 62 is quickly emptied in three ways. If the speed of the valve housing 94 is such that the limiting valve slide 226 , when moved to the right, opens the outlet 238 , the fluid flows from the fluid coupling 62 to the latter via the line 236. If this speed is higher, the outflow from line 236 takes place via outlet 206 of the switching valve. By relieving the line 236 , the pressure in the branch line 294 drops so that the centrifugal force moves the outlet valves 290 of the fluid coupling outward and opens so that the liquid can flow out via a second path, namely the transverse channels 296 . Finally, the valve slide 240 of the outlet control valve is in the left-hand position in which the liquid flows out of the fluid coupling 62 via the outlet 249.

As soon as the line 236 to the fluid coupling is emptied, its branch line 276 no longer supplies pressure via the control pressure valve to the line 270, so that the valve slide 260 of the valve of the locking coupling 68 is in the position shown through the line leading via the branch lines 266 of the TV _{2 pressure} 166 supplied pressure returns. As a result, the servomotor 70 is emptied via the line 268 to the outlet 278 and the locking clutch 68 is disengaged.

By switching off the fluid coupling 62 , the one-way clutch 52 and the forward gear brake 54 become effective again and prevent reverse rotation of the sun gear 46 of the forward gear planetary gear set 40, which serves as a reaction element and which runs in the low-speed drive, which enables rapid acceleration. The hydrodynamic torque converter 14 supports this, since the maximum TF ₂ pressure forces the blades 16 of the stator to a large angle of attack, so that the hydrodynamic torque converter brings about a maximum torque gain.

Forced downshift for low
translation

If the hydrodynamic-mechanical transmission runs with a high gear ratio at a certain maximum speed below the mentioned driving speed of 114 km / h, a forced downshift can be achieved without fully depressing the accelerator pedal 118 as far as it will go. It will only go far enough, e.g. B. to

to the position of full throttle valve _{opening, so that the developed TF 1} pressure in the second throttle-dependent valve _{causes the formation of a TF 2} pressure which overcomes the centrifugal force acting on the valve slide 190 of the switching valve and moves it into the downshift position. Then the hydrodynamic-mechanical transmission is shifted downwards. As described above, the transmission ratio of the hydrodynamic torque converter 14 is determined by the TF ₁ -DmCk and the resulting inclination of the blades 16 of the stator S.

Downshift with closed throttle

If the accelerator pedal 118 is withdrawn and the vehicle decelerates, a driving speed is reached at which the combined effect of the TF ₂ pressure of 2.46 kg / cm ² (TV ₁ pressure is not available) and the spring 198 of the switching valve sufficient to move their valve spool 190 against the centrifugal force and the differential pressure between the differently sized control collars 192 and 194 into the downshift, so that the hydrodynamic-mechanical transmission is downshifted in the manner already described.

The different areas of the control collars 192 and 194 result in a resultant force in the direction of the upshift position. This results in a hysteresis fleck, since the switching points when switching up and down are different under otherwise identical conditions, which prevents the valve slide from swinging. This could occur if the hydrodynamic-mechanical transmission is engaged at a switching travel speed of, for example, 29 km / h and the vehicle continues to travel at approximately this speed. The design of the control collars 192 and 194 therefore shifts the switch-off point to, for example, 22.5 km / h.

Shift down to the low ratio
by hand

This is achieved when the valve slide 96 of the manual selector valve is moved from the position D to the position IN at a driving speed lower than 114 km / h. The mode of operation results from the following description of the operation in the intermediate area.

Intermediate area

As already mentioned, the purpose of the intermediate range is to keep the hydrodynamic-mechanical transmission in a low ratio in order to utilize the additional torque available when moderate braking with the vehicle engine is desired to decelerate the vehicle. This range is selected by setting the valve slide 96 of the manual valve to the / JV position. In this position, the main network line 88 is connected between the control collars 102 and 104 to a cross line 350 , which is connected between the control collars 98 and 100 with a line 352 to the shut-off valve. In this position the lines 220 to the regulator valve and 306 to the valve of the brake 58 are connected to the outlet 324 in the manual selector valve.

Between the control collars 148 and 150 of the valve slide 146 of the shut-off valve, which is in the right position, the line 352 is connected to the line 348 , which leads to the second throttle-dependent valve, the valve slide 154 of which is moved far enough to the left by the pressure to establish the unthrottled connection Establish between the main power line 88 and the TF ₂ pressure leading line 166 . The TF ₂ pressure is therefore equal to the main network pressure and causes the valve slide 190 of the switching valve to be held in the downshift position until the vehicle speed exceeds 114 km / h.

A movement of the valve slide 96 of the manual selector valve from position D to position IN will thus cause a manually operated downshift of the hydromechanical-mechanical transmission, since the TF ₂ pressure moves the valve slide 190 of the switchover valve into the downshift position.

Then the fluid coupling 62 and the locking coupling 68 become ineffective.

When the line 306 to the valve of the brake 58 is relieved, the regulator pressure can move the valve slide 130 of the valve of the brake 58 to the left at approximately 6.4 to 8 km / h driving speed. In this position, the branch line 310 of the regulator pressure line 216 is connected between the control collars 134 and 136 with the line 144 to the brake 58, so that its servomotor 60 causes it to be applied. This prevents the sun gear 46 of the forward gear planetary gear set 40, which serves as a reaction element, from rotating in both directions of rotation. The specified travel speed of 6.4 km / h at which the brake 58 is actuated can be reduced if desired, but below this travel speed braking with the vehicle engines will generally not be necessary. On the other hand, the regulator pressure is sufficient at this driving speed to hold the brake 58 under the given loads. As the driving speed increases, the regulator pressure increases, which increases the holding force of the brake 58.

The TF ₁ -DmCk acting on the end of the piston 142 supports the regulator pressure from the regulator pressure line 216 in order to move the valve slide 130 into the position in which it causes the brake 58 to be applied. The application of the TF ₁ pressure to the piston 142 takes place for a purpose to be explained later and has nothing to do directly with the actuation of the brake 58.

In its left position, the valve also connects the branch line 302 of the main network line 88 with the line 312 to the reverse gear locking piston 314 between its control connections 136 and 138. This is therefore held in a position by the main network pressure instead of the regulator pressure, which allows the driver to adjust the valve slide 96 of the manual selector valve in position R.

In the intermediate range, the hydrodynamic-mechanical transmission can be operated with a low gear ratio up to 114 km / h. If the accelerator pedal 118 is withdrawn and overrun operation occurs, the ring gear 44 of the forward gear planetary gear set 40 is driven at overspeed as a result of the fixed sun gear 46. The vehicle engine offers resistance, so that in the interim

A greater braking effect occurs in the area than in the drive area. When a driving speed of 114 km / h is exceeded, the valve slide 190 of the switching valve is switched on so that the fluid coupling 62 and the locking coupling 68 become effective, while the regulator valve becomes ineffective and the brake 58 is released. If the driving speed falls below 114 km / h again, the brake 58 is applied again and the vehicle engine can be used to brake.

Drive braking range

As already mentioned, the drive braking area offers a greater braking effect during overrun than the intermediate area. It is selected by moving the valve slide 96 of the manual selection valve to the right into the next position D _B. In this position, the main network line 88 is connected between the control links 102 and 104 to a cross line 354 , which is connected to a line 356 between the control links 98 and 100 . Between the control collars 100 and 102 , the line 308 to the shut-off valve with the outlet 324 is relieved; Furthermore, the control collar 98 releases the line 352 to an outlet 358 on the left side of the manual selector valve.

The pressure from line 352 acts on the left side of control piston 160 in the bore of the second throttle-dependent valve. Its valve slide 154 is moved into the inoperative position, so that the RH ₂ pressure line 166 is relieved via the outlet 170. The TF ₂ -DmCk will therefore drop to zero. A branch line 360 of the line 356 leads to the valve of the brake 58, which in the illustrated position of the valve slide 130 of this valve is connected between the control collars 132 and 134 with the line 144 to the servomotor 60 of the brake 58 .

Since there is no TF ₂ pressure that could hold the valve slide 190 of the switchover valve in the downshift position, it will switch on at a certain minimum travel speed and feed hydraulic fluid to the fluid coupling 62 in the manner described. The switching valve should be switched on before the regulator valve delivers a sufficiently high pressure to move the valve slide 130 of the valve of the brake 58 to the left, although the drive range is normally switched on when the vehicle comes into overrun mode at a relatively high driving speed, where a considerable Braking is required.

When the fluid coupling 62 is filled, the valve slide 274 of the control pressure valve will be moved to the right by the centrifugal force because of the missing TF _{2 pressure.} There is therefore the line 276 between the control collars 279 and 280 of the valve slide 274 of the control pressure valve in connection with the line 258 , while the line 270 to the valve of the locking clutch between the control collars 280 and 282 is connected to the outlet 288 , the engagement of the locking clutch 68 so is prevented. The pressure from the line 258 switches the valve slide 240 of the outlet control valve to the already mentioned position for braking operation of the fluid coupling 62. The greater outflow speed from this ensures the additional cooling of the liquid, which is required because of the considerably greater heat generated during brake vortexing compared to the considerably greater heat development during coupling operation is.

This greater braking effect is exerted partly by the vehicle engine and partly by the swirling of the fluid in the fluid coupling 62.

ίο Since this area is not intended for normal forward drive, the hydrodynamic-mechanical transmission is protected against negligent operation as a function of the position of the accelerator pedal 118. The accelerator pedal 118 must be depressed in any case when forward travel is to be initiated. However, whenever it is depressed beyond a certain position, the JF ₁ pressure reaches such a value that it, acting on the control piston 142 of the valve slide 130 of the valve of the brake 58 , moves this valve slide 130 to the left, so that the connection between lines 360 and 144 is interrupted. The brake 58 is thus released, and since the fluid coupling 62 is filled, the hydrodynamic-mechanical transmission is operated with a high gear ratio. As soon as the accelerator pedal 118 is released, the vehicle engine can be braked again in the manner described.

Reverse drive

When the valve slide 96 of the manual selector valve is set to the R position, the control collars 102 are to the right of the mouth of the main network line 88 and the control collar 104 to the right of an outlet 362. Between the control collars 100 and 102 is the main network line 88 with the line 220 to the regulator valve, the line 308 to the shut-off valve, the line 306 to the valve of the brake 58 and a line 364 connected. Between the control collars 98 and 100 , the line 356 is connected to the outlet 362 via the cross line 354 . Thus, only the lines opening between the control collars 100 and 102 receive pressure fluid, so that the valve slide 146 of the shut-off valve and the valve slide 130 of the valve of the brake 58 remain in their right-hand position as in the drive area.

Since the line 180 is connected to the outlet 362 , the changeover valve is ineffective, and since this changeover valve blocks the connection to the line 208 , the line 220 again acts as a feed line to the regulator pressure line 216 as when idling. A regulator pressure is now generated in the same way, which acts on the reverse gear locking piston 314 , and as long as the vehicle is moving at more than 11.3 to 13 km / h, the reverse gear locking piston 314 prevents the valve slide 96 of the manual selector valve from being set to the R position . this protects the hydrodynamic-mechanical transmission from potential damage.

Since the line 180 serves to supply the servomotor 56 of the forward gear brake 54 , its relief causes the forward gear brake to be released so that the forward gear planetary gear set 40 can not transmit any torque. The drive therefore runs from the input shaft 10 via the hydrodynamic torque converter 14 and the

25 26

this associated set of epicyclic gears 28 for as is, the flow losses in both the Input member serving sun gear 78 affect the reverse operation with high translation. at reverse gear set. The servomotor 84 operating with a low gear result Reverse gear brake 82 is acted upon by the line 364 the same conditions as with hydrodynamic, so that the reverse gear brake 82, -, 5 mechanical transmission according to Figure 2, provided that the is applied and serving as a reaction member forward gear set 40 and the hydro ring gear 80 holds on. The forward running solar dynamic torque converter 14 is the same over wheel 78 will then have the revolving wheel carrier 72 and its setting ratios. Would a lock with the output shaft 12 with reduced speed treatment clutch as in the hydrodynamic-mecharüekwärts drive «* o nischen transmission according to the Fig. 2 are provided, so would the gear ratio at that

Emptying the control device hydrodynamic-mechanical transmission according to FIG. 5

the ratio 1 at a high ratio: 1 the vehicle näherist stopped coming than the hydrodynamic-mechanical vehicle engine is stopped and the valve spool 15. A transmission according to Figure 2, as in the Strömungskupp-96 of the Handwählventüs in one of the positions P or. tion 62 'no flow losses and adjusted in the hydrodynamic N , the hydrodynamic rotary mixing torque converter 14 can significantly reduce torque converter 14 in any way, flow losses that would be emptied would occur,
the. The fluid coupling 62 is emptied Limiting valve and by the resistance to the rotation of the input shaft 10, below the liquid level in the flow coupling and this resistance is the ability of the Fahrlung outlet valves 290 the forward planetary gear set 40 at thrust port 278 of the valve of the lock-up clutch 68 to oppose. Is the braking with the emptied. The servomotor 56 of the forward gear brake of the vehicle engine itself is not sufficient, so and the servomotor 84 of the reverse gear brake, the fluid coupling 62 'will ensure adequate braking via the bore of the manual selector valve.

empties, since the line 364 with the outlet 324 and 30. The control device can according to the gedie Line 182 may be formed via the valve of the forward gear dimension in FIGS. 2 to 4. Is a locking brake and the line 180 with the outlet 362 treatment coupling is not provided, so is that are connected. The servomotor 60 of the brake 58 to omit the valve of the locking clutch 68, empties via line 144, the branch line and the lines leading to it would have to be emptied and close line 356 via outlet 324 of 35.

Manual selector valve. The hydrodynamic-mechanical transmission according to _A ,, - .. ~. 6 has a fluid coupling 62 "with a modified design pump wheel 64", which is directly connected to the output shaft 12, and with a turbine wheel of the hydrodynamic-mechanical transmission 40 66 ", which is associated with Son-Fi g converted reverse gear set 42 ". Ar-comma in F i g. 5 have been and with reference numerals with two beitet the fluid coupling 62 "as the flow Beistrichen in F i g. 6 denotes. $$ clutch so be they of the epicyclic The hydrodynamic-mechanical transmission according to carrier 48 and sun gear 46 of the forward gear -F i g. 5 contains a fluid coupling 62 'with an epicyclic gear set 40 coupled to one another, while the impeller 64', which is directly connected to the input shaft 10 in the hydrodynamic-mechanical transmission, and with a turbine wheel according to FIG. 2, the fluid coupling 62 with die-66 ', the sun gear 46, which is connected as in the hydrodynamic-mechanical gearbox, with the ring gear 44 as shown in FIG. Ürjalauf- is connected to the hydrodynamic-mechanical transmission according to the gear set 40. If the flow Fig. 6 works essentially the same as with the coupling 62 'as a coupling, then t a rotary hydrodynamic-mechanical transmission according to Fig. 2 torque branching, in which part of the rotation is 55, the only difference is the required torque directly from the input shaft 10 on the swallowing capacity of the two flow coupling, the pump wheel / the hydrodynamic rotation. At a high ratio, the flow torque converter 14 switches, while the clutch 62 ″ has the same transmission ratio of the other part of the torque via the flow as with the hydrodynamic-mechanical clutch 62 'to the gearbox according to FIG essentially direct Renrad 46. Since in this case only one drive, with the exception of the slip in the flow part of the torque, is passed through the hydrodynamic clutch 62 ″ and the hydrodynamic mixing torque converter 14, there are torque converters 14 when its flow losses are engaged little influence on lock-up clutch 68 corresponds to the ratio of the overall efficiency. 65 ratio exactly to that of the hydrodynamic

Since the forward gear set 40 both mixed-mechanical transmissions according to FIG.
If the fluid coupling 62 ″ works as a vortex brake driven by the fluid coupling 62 ′, then it provides direct resistance to the hydrodynamic torque converter 14

turning the output shaft 12. This is different compared to the hydrodynamic-mechanical transmission according to FIG. 2, in which the fluid coupling works with overspeed of the ring gear 44 of the forward gear set, and compared to the hydrodynamic-mechanical transmission according to FIG. 5 where they are on the input shaft 10 acts as a brake. In all cases, however, the end result is a braking of the output shaft 12 when overrun by the vehicle engine and the fluid coupling acting as a vortex brake achieved.

The reverse gear set 42 "of the hydrodynamic-mechanical transmission according to the Fig. 6 has a ring gear 80 "which is connected to the planet carrier 48 of the forward gear set is, a serving as an input member sun gear 78 ″ connected to the ring gear 44 of the forward gear set is connected, and a rotating gear carrier 72 ″ acting as a reaction part for um- Running wheels 74 "which mesh with the sun gear 78" and the ring gear 80 ". So it is only one group Revolving wheels provided. If the circulation gear carrier 72 "is carried out by a reverse brake 82", the is operated by a servomotor 84 ", held, as so the forward running sun gear 78 "causes the ring gear 88" to run backwards with reduced Speed corresponding to the ratio between the sun gear 78 "and the ring gear 80". In contrast to the hydrodynamic-mechanical transmission according to FIG. 2 or FIG. 5, in which two groups of planetary gears are provided and the ring gear 80 is held for the reverse drive is in the hydrodynamic-mechanical transmission according to FIG. 6 for this the circulation wheel carrier 72 "for the to hold a group of planet gears 74 ″ in place.

Also for the hydrodynamic-mechanical transmission according to FIG. 6, the control device according to F i g. 2 can be used.

From the above it follows that every design of the hydrodynamic-mechanical transmission contains a fluid coupling that work both as a vortex brake and as a fluid coupling can. Working as a fluid coupling, it causes the transmission ratio to change, and as a Working as a vortex brake, it causes considerable braking in overrun mode. Furthermore, there is another Drive range for low gear with moderate braking available, so that braking ranges for everyone Operating conditions are available. The control device of the hydrodynamic-mechanical Transmission requires only a very small number of valves, as some of the valves perform several tasks meet and because some of the valves are contained in a rotatable valve housing, making them the driving speed-dependent influence, which is required for precise control, is conveyed.

Claims (7)

Patent claims: 1. Hydrodynamic-mechanical transmission for motor vehicles, consisting of a hydrodynamic torque converter and rotating gear sets interacting with it, whereby a reaction element of a forward gear rotating gear set is connected to the turbine wheel of a fluid coupling that can be filled and emptied and can be held by a brake and the pump wheel of the fluid coupling is connected to a the other member of the forward gear set is centrally or directly connected, so that the fluid coupling works as a direct coupling of the forward gear set or ^{as a vortex brake when the turbine wheel and driven pump 1} wheel are held, for which purpose the flow clutch has a first outlet control valve, which by centrifugal and spring forces for emptying the flow coupling can be opened and closed by fluid pressure, and a second outlet control valve, which has a throttled outlet for a fluid to cool the fluid coupling when working as a vortex brake itsstrom can open, are assigned, characterized in that for cooling the working fluid when the fluid coupling (62) is operated as a direct coupling, another throttled outlet line (248) which determines a lower flow rate than the outlet line (252) which is open when the fluid coupling is operated as a vortex brake is opened. 2. hydrodynamic - mechanical transmission according to claim 1, characterized in that the second outlet control valve is throttled when the fluid coupling (62) is operated as a vortex brake Outlet line (252) and when the fluid coupling is operated as a direct coupling, the the other restricted outlet line (248) opens. 3. Hydrodynamic - mechanical transmission according to claims 1 and 2, in which the second Outlet control valve is subject to the influence of centrifugal force, characterized in that to open of the two throttled outlet lines (248 and 252) the one removed from the output shaft (12) Centrifugal force against the force of the valve slide (240) of the second outlet control valve loading spring (245) acts. 4. hydrodynamic - mechanical transmission according to claims 1 to 3, characterized in that that the valve slide (240) of the second outlet control valve when the fluid coupling is in operation (62) as a direct coupling the other throttled outlet line (248) with an outlet (249) connects and when the fluid coupling is operated as a vortex brake, those against the force centrifugal force acting on the spring (245) of the valve housing rotating with the output shaft (12) (94) of the second outlet control valve, the connection between the throttled outlet line (252) and the outlet (249). 5. hydrodynamic - mechanical transmission according to claims 1 to 4, characterized in that that the spring (245) loading the valve slide (240) of the second outlet control valve is supported on a piston (246) which, when the fluid coupling (62) is in operation, acts as a vortex brake by the fluid pressure in a line (258) to increase the force of the spring is movable. 6. hydrodynamic - mechanical transmission according to claims 1 to 5, characterized in that that the fluid pressure acting on the piston (246) of the second outlet control valve is derived in the line (258) from a control pressure valve, which is on the position of the Accelerator pedal (118) and the speed of the output shaft (12) of the yd ^ * mechanical transmission responds. 7. hydrodynamic - mechanical transmission according to claims 1 to 6, characterized in that that the throttled outlet line (252), which during operation of the fluid coupling ^) as a vortex brake is effective in the area the outer circumference of the fluid coupling (62) is arranged Considered publications: German Patent Specifications No. 910 029, 708 264; British Patent No. 790619; USA ^ Patent Nos. 2562464, 2480933. Older patents considered: German patents No. 1197763, 1082504. For this purpose 2 sheets of drawings 709 618/332 7.67 ® Bundesdruckerei Berlin