DE1202148C2 - Control device for the automatic switching of motor vehicle change gearboxes - Google Patents

Description

FEDERAL REPUBLIC OF GERMANY

GERMAN

PATENT OFFICE

PATENT LETTERING

Int. Cl.

B62d

German class: 63 c -20/30

Number:

File number:

Registration date:

1 202 148
G2110011 / 63c
December 14, 1956
September 30, 1965
April 28, 1966

Display day:

Issue date:

The patent specification corresponds to the patent specification

The invention relates to a control device for the automatic switching of motor vehicle change gearboxes.

Such a control device is known in which a liquid-servo-operated device for changing gears and a pressure regulating valve for controlling the pressure of a pump Servos for changing gears supplied fluid is provided.

The invention solves the problem of using such a control device in a motor vehicle change gearbox, which contains a hydrodynamic vehicle brake.

It is known in motor vehicles, in the power transmission system to arrange a hydrodynamic brake between the drive motor and the driven wheels, which is used to brake the vehicle, thus as an additional or sole service brake acts and with the gearboxes of the epicyclic type that can be shifted by means of servo fluid existing shift brakes has nothing to do with it. The braking torque of this hydrodynamic vehicle brake can be influenced by a brake control valve for the fluid supply to the brake chamber. The integration of the hydrodynamic vehicle brake is not easily possible because at when they are turned on, the drive torque load is considerable under certain circumstances excessive load on the gearbox occurs, so that for the fluid-servo-operated device or There is a risk of slipping bodies, thus taking advantage of the use of hydrodynamic Vehicle brake would be eliminated entirely.

Accordingly, the invention relates to the aforementioned control device for the automatic Switching of motor vehicle change transmissions with a hydrodynamic vehicle brake.

The invention is characterized by a brake control valve, which in a manner known per se Liquid is fed to a brake chamber of the hydrodynamic vehicle brake, and by responding of the pressure regulating valve on the actuation of the brake control valve in order to reduce the to increase the regulated fluid pressure. This prevents slipping in the gearbox.

The increase in the regulated pressure of the fluid delivered by the pump is expediently proportional to the torque absorbed by the hydrodynamic vehicle brake when it is actuated. Here, the pressure control valve can depend on the pressure of the hydrodynamic vehicle control device for the automatic switching
of motor vehicle change gearboxes

Patented for:

General Motors Corporation,

Detroit, me. (V. St. A.)

Representative:

Dipl.-Ing. K. Walther, patent attorney,

Berlin 19, Bolivarallee 9

Named as inventor:

Howard W. Christenson, Indianapolis, Ind .;

Mark E. Fisher, Carmel, Ind .;

Edward T. Mabley,

Indianapolis, Ind. (V. St. A.)

Claimed priority:
V. St. v. America December 22, 1955
(554720,554 866)

Brake be dependent on flowing liquid. For this purpose, the pressure control valve has a chamber which is connected to an outlet line from the brake chamber so that the pressure regulating valve is influenced by the pressure in the outlet line to increase the regulated pressure. But it can also the pressure control valve has two oppositely acted upon chambers of different sizes, which with the outlet line of the hydrodynamic vehicle brake are connected, and another chamber which is connected to a pressure line leading to the servo devices, the in The pressure prevailing in this line has the effect of the outlet pressure of the hydrodynamic vehicle brake in one of the first-mentioned chambers releases the regulated pressure when actuated hydrodynamic vehicle brake and engagement of a servo-operated device. Advantageous it is also when the outlet line is in the vicinity of the radially outermost part connected to the brake chamber and an inlet line at a radially inner location are.

The drawing shows an exemplary embodiment of the invention. In this is

F i g. 1 is a schematic representation of a hydromechanical Compound transmission with one in the

609 563/308

Gearbox structure included hydrodynamic vehicle brake and

F i g. 2 shows a representation of part of a hydraulic control device for this transmission.

The speed change transmission according to FIG. 1 comprises a hydrodynamic torque converter with a lock-up clutch 70 that enables direct drive, a hydrodynamic one Vortex brake 171. . and a mechanical transmission part consisting of a two-speed intermediate planetary gear transmission and a main planetary gear with three forward and one reverse gear. The hydrodynamic vortex brake serves as a service vehicle brake, which is in addition to the other vehicle brakes or can be used in place of the latter. The required gear ratio in the mechanical transmission part is determined by a hydraulic control device via a manually operated selector valve Adjustable to reverse drive, idle, drive range, medium range and slow range is and actuates the clutches and brakes assigned to the transmissions for shifting.

A shaft 24 driven by the vehicle drive motor drives an impeller 26 of the torque converter whose turbine wheel 31 is connected to an intermediate shaft 59. The torque converter also has two idlers 33 and 37, which have one-way clutches 34 and 38 with a fixed Bush 35 are connected. The torque converter has a lock-up clutch 70 to direct Enable drive. The impeller 26 also drives a front oil pump 106 that the Control device supplied with pressure oil.

The one driven by the motor shaft 24 via the torque converter or the lock-up clutch 70 Intermediate shaft 59 carries a rotor 171 of the hydrodynamic vortex brake, its blades 178 in a brake chamber 175 which contains fixed blades 176 and 177, rotate. the Brake pressure oil can be fed via a line 180 in the middle of the blades 177 while the outflow takes place via an outlet line 181 connected to the outer edge of the brake chamber 175.

The intermediate shaft 59 is also connected to a ring gear 114 of the two-speed intermediate planetary gear transmission connected. The ring gear 114 meshes with planet gears 116, which are rotatable in a planet gear carrier 117 are stored. The planetary gear carrier 117 is connected to an intermediate shaft 119 on which the associated sun gear 131 is rotatably mounted. This is connected to a drum 133 which Can be braked firmly via a brake 136 in order to be able to use the pre-shift planetary gear to effect small translation. Furthermore, there is a coupling 154 between the drum 133 and the planetary gear carrier 117 provided the indented large translation in

ίο preliminary planetary gearbox results. On the intermediate shaft 119 two sun gears 228 and 254 of the main planetary gear are keyed.

The sun gear 228 meshes with planet gears 227, which are rotatable in a planet gear carrier 206 are stored. An assigned ring gear 229 can be braked via a brake 231 in order to be used in the main planetary gear train switch on medium gear ratio. The planet carrier 206 is with a drum 199 connected, which via a coupling 197 to a drum 192 seated on the intermediate shaft 119 can be connected to obtain large translation in the main planetary gear train. The planet carrier 206 is also connected to a ring gear 251 assigned to the sun gear 254, which is used to achieve small translation in the main planetary gear can be braked by a brake 256. With the ring gear 251 and the sun gear 254 mesh with planet gears 252, which are rotatably mounted in a planet gear carrier 253, which with a Output shaft 185 is connected. The ring gear 251 is furthermore provided with a one surrounding the output shaft 185 Hollow shaft 282 connected, which carries a sun gear 286. This meshes with planet gears 287, which in a planetary gear carrier 288 connected to the output shaft 185 are rotatably mounted. An assigned Ring gear 291 can be braked by a brake 292 in order to put the transmission in reverse gear to switch.

The output shaft 185 also drives a rear pump 321 which is also the control device supplied with pressurized oil when running forward.

Devices for generating the various control pressures for the control device are not shown.

The gearbox can be shifted according to the following scheme, in which the sign X indicates the engagement of the relevant clutch or brake.

gear

Primary gearbox

Clutch 154

greater
translation

Brake 136

smaller
translation

Clutch 197

greater
translation

Main transmission
Brake 231 K brake 256

medium small

Translation translation

Brake 292

backward

Neutral

1st gear

2nd gear

3rd gear

4th gear

5th gear

6th gear

Reverse gear

X X X

X X

X X X

X X

X X

Switching between the individual gears is automatic or arbitrary

takes place automatically depending on the control 65 forced switchover and the necessary for this

press, but can not be described in a known manner control means,

arbitrarily enforced. As it was in the case of the invention, the control device contains, among other things, a

tion, however, does not involve the automatic switching device pressure control valve 341 (FIG. 2), which controls the pressure in

a main power line 340 determined from which, among other things, the clutches and brakes for switching of the gearbox are supplied.

The hydrodynamic vortex brake can be switched on arbitrarily by a brake control valve 690 will.

Only the parts of the control device that are of interest here are shown in the schematic circuit diagram.

The front pump 106 conveys pressure oil via a delivery line 327, which directly leads to an opening 358 of the pressure control valve 341 and via a double check valve 333 to an opening 352 of the Pressure control valve arrives. The rear pump 321 has a delivery line 329 that passes through the double check valve 333 is connected to the main power line 340. The main power line 340 is thereby supplied by the higher pressure delivering pump.

The pressure regulating valve 341 contains a regulating piston 346 for responding to an engine throttle dependent Pressure and on the pressure for the lock-up clutch 70, a pressure regulating slide valve 343 as the network pressure determining member, a brake control piston 347, the pressure in the hydrodynamic brake is subject to a sealing piston 348 and a piston 349, which with the Lock-up clutch 70 cooperates.

The control piston 346 has three control collars: a small end control collar 346 a, which slides in a bore 381, a central, larger control collar 346 6, which slides in a bore 382, and a lower control collar 346 c, which is inserted into a chamber containing a spring 367 366 large diameter protrudes. The pressure control slide 343 has an end flange in the chamber 366, two control collars 343 α and 343 Z? Sliding in a bore. and a smaller end control collar 343 c which slides in a bore 353. The brake control piston 347 and the sealing piston 348 have the same diameter. They are each set off to a smaller diameter in the upper part. The piston 349 has two control collars; an upper, smaller control collar 349a and a lower, larger control collar 3496, the same diameter as the pistons 347 and 348 has.

The pressure control valve 341 has eleven openings in the valve housing: one opening leading to the bore 381, which is connected to a line 90 to the lock-up clutch; an opening between the Control connections 346 a and 346 ft, which are connected to a line 408 with a throttle-dependent valve, changeover valves and exhaust valves is connected; one to the chamber, 366 between the control piston 346 and Pressure control slide 343 leading opening which is connected to the Bremsenauslaßleitüng 181, which also leads with a branch to the brake control valve 690; one controlled by the control collar 343 a Outlet port 361; the opening 358 cut into two by a slotted guide wall 359 Parts is divided; an opening 355 controlled by the control collar 343 & 6p to a conduit 356 which leads inter alia to the brake control valve 690 and with an outlet line 714 of an oil cooler 711 connected is; the opening 352 between the control collars 343 6 and 343 c, one between the pressure control slide 343 and the brake control piston 347 lying opening 388, which is connected to a pressure line 170 leads to the clutch 154 of the upstream planetary gear transmission and to its switching valves; an opening 389 between pistons 347 and 348 which is connected to brake outlet conduit 181; one Outlet port 391 between pistons 347 and 348; one between the tax bonds 349 α and 3496 lying opening with a line leading to the switching valves of the main planetary gear connected is; an opening below the piston 349, which is connected to a switching device of the lock-up clutch leading line is connected. The latter is related to the one here interesting function without meaning.

The brake control valve 690 has a valve slide 691 with three control collars 691a, 6916 and 691c, which slide in a bore 692. The control collar 691a has a beveled shoulder 706 which is directed against the control collar 6916. A spring 693 presses the valve slide 691 to the right against an end wall 698 through which a stem 699 of the valve slide 691 passes to the outside. The shaft 699 is connected to a brake linkage that can be operated by the driver.

The valve housing of the brake control valve 690 has the following seven openings: an outlet opening 696 on the left side of the valve slide 691; one controlled by the control collar 691a and its shoulder 706 Opening to line 356; an opening between the control collars 691 α and 691 6 to the line 180, which is used to fill the hydrodynamic vortex brake; one controlled by the control collar 6916 Outlet port 701; an opening controlled by the control collar 6916 to a line 703 leading to the inlet the oil cooler 711 leads; an opening between the control collars 6916 and 691c for the brake outlet line 181; an outlet opening 704 controlled by the control collar 691c.

The pressure regulated in the main network line 340 by the pressure regulating valve 341 is increased when the system is switched on the hydrodynamic vortex brake, when opening the engine throttle and when engaging the lock-up clutch 70 increased. The pressure at the outlet of the hydrodynamic vortex brake is that of this brake recorded torque proportionally and is via the outlet line 181 of the Spring 367 containing chamber 366 supplied. It acts on the free face of the control collar 343 α and assists the spring 367 in increasing the regulated pressure. As mentioned earlier, the Pressure line 170 leading to the servo devices with a chamber 388 of the pressure control valve see above connected that the pressure prevailing in this line has the effect of the outlet pressure of the hydrodynamic Vehicle brake in chamber 389 is released to the regulated pressure when actuated increase hydrodynamic vehicle brake with engagement of the servo-operated device 154.

The brake outlet pressure from the line 181 also acts on the control collar 346 6 upwards, i.e. the pressure-increasing effect of the engine throttle-dependent pressure and the pressure from the lock-up clutch 70 contrary, causing an excessive increase in the pressure in the main power line 340 is prevented. Meanwhile, the engine throttle is normally closed when the hydrodynamic Brake is operated so that there is no throttle-dependent pressure. As already mentioned, the brake outlet pressure also acts on the area opposite to that acted upon by it

of the pressure control slide 343 smaller area of the brake control piston 347, namely against the pressure in the chamber 366, in order to lower the main network pressure, so that a small pressure increase influence can be achieved without having to use control collars that are too small.

As already mentioned, the brake control valve 690 is actuated arbitrarily, the position of the valve slide 691 being a measure of the effect of the brake. In the drawn outlet position of the valve slide 691 , the lines 356 and 703 are blocked by the control collars 691 α and 691 b. The line 180 to the hydrodynamic brake is α between the control collars 691 and 691 b to the outlet port 701 and the Bremsenauslaßleitung 181 between the control collars 691 b and 691 c relieved to the outlet port 704th To switch on the hydrodynamic brake, the valve slide 691 is moved against the spring 693 . Here, because of the inclined shoulder 706, the line 356 is gradually released, so that a gradually increasing oil flow flows via the line 180 to the hydrodynamic brake. At the same time the outlet line b is connected between the control collars 181 691 and 691C with the line 703 to the oil cooler 711, while the exhaust ports 701 and 704 closed. The extent of the movement of the valve slide 691 determines the amount of oil flowing from the line 356 to the hydrodynamic brake and thus determines the braking force. The oil from the oil cooler 711 returns to the line 356 via the line 714.

Braking can take place in all gears of the gearbox, but this is automatically in the highest gear of the drive range selected by means of the manually operated selector valve is engaged, So the 6th or 4th or 2nd gear. Since the braking torque of a hydrodynamic brake is about increases with the third power of the speed, the hydrodynamic brake limits the driving speed in the slow range to a small value, in the medium range to a medium value and in the drive area to a high value. Thus, depending on the vehicle load and the slope of the road, the range can be selected in which the required braking torque for a safe top speed is obtained. There are thus three operating areas of the brake, which allow going downhill without having to use the vehicle brakes, whereby the Safety increases and the service life of the vehicle brakes is extended.

Since the hydrodynamic brake absorbs more torque than the vehicle drive motor delivers, the outlet pressure of the hydrodynamic brake, which is proportional to the torque absorbed by it, is fed to the pressure control valve 341 in order to increase the main network pressure so that the gearshift brakes and clutches of the gearbox, which between the drive wheels of the vehicle and the hydrodynamic brake are more firmly engaged to safely absorb the reaction torques or clutch torques.

At the driving speeds normally given with hydrodynamic braking, the lock-up clutch 70 is engaged, so that full engine braking is also available at the same time.

Claim 6 is a real subclaim and has only in connection with the preceding claims patent law significance.

Claims (6)

Patent claims: 1. Control device for the automatic switching of motor vehicle gearboxes with a fluid-servo-operated Device for changing gears and a pressure regulating valve for control ίο the pressure of the fluid supplied by a pump to the servo devices for changing gears and with a hydrodynamic vehicle brake, characterized by a brake control valve (690) which, in a manner known per se, supplies fluid to a brake chamber (175) of the hydrodynamic vehicle brake (171,176,177,178) , and by response of the pressure regulating valve (341) to the actuation of the brake control valve to increase the regulated fluid pressure supplied by the pump (106, 321). 2. Control device according to claim 1, characterized in that the increase in the regulated Pressure of the liquid conveyed by the pump that of the hydrodynamic a5 see vehicle brake recorded when actuated Torque is proportional. 3. Control device according to claim 2, characterized in that the pressure regulating valve (341) is dependent on the pressure of the fluid flowing out of the hydrodynamic vehicle brake (outlet line 181). 4. Control device according to claim 3, characterized in that the pressure regulating valve (341) has a chamber (366) which is connected to an outlet line (181) from the brake chamber (175) , so that the pressure regulating valve from the pressure in the 'outlet line ( 181) to increase the regulated pressure is influenced. 5. Control device according to claim 3, characterized in that the pressure regulating valve (341) has two oppositely acted upon chambers (366, 389) of different sizes, which are connected to the outlet line (181) of the hydrodynamic vehicle brake, and a further chamber (388), which is connected to a pressure line (170) leading to the servo devices, the pressure prevailing in this line canceling the effect of the outlet pressure of the hydrodynamic vehicle brake in one of the first-mentioned chambers (389) in order to increase the regulated pressure when the hydrodynamic vehicle brake is actuated and a servo-actuated one is applied Increase facility (154). 6. Control device according to claim 4 or 5, characterized in that the outlet line (181) are connected in the vicinity of the radially outermost part of the brake chamber (175) and an inlet line (180) at a point radially further inward. Considered publications:
German Patent No. 934 685;
German Auslegeschrift B 1524511/63 c (published on October 13, 1955);
French Patent No. 1,059,052;
U.S. Patent No. 2,170,128. 1 sheet of drawings