DE2716531A1 - POWER TRANSMISSION CONTROL SYSTEM FOR VEHICLES FOR REVERSING OPERATION - Google Patents

Description

TV / IN DISC, IHCOHPOHAl'ED
13? O Racine Street
Racine, Wisconsin, V.St.A.

Power transmission control system for vehicles for reversing operation

The invention relates to a power transmission control system for vehicles where it is desired to reverse vehicle direction at full throttle, such as for vehicles that are used in mining, at Use in the field or the like.

In devices from the prior art such, on the the present invention extends

1. The input direction clutches require a load capacity for a dynamic Reibiaonent, the idling rotary horn of the torque converter, and for a static torque to another excess to stop negative speed ratio torque (dies is a strict requirement in terms of load mechanical components and the viarmee; <■. ... \ rierige that are fed to the friction clutches), or

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2. could Reibmome.v, l-BeXastungni'ühigkeit for a gangsrichtunfjckuxjpliiijj'cn be reduced to ctändi · * dui'chzurutnc'.ben to ooyohl performance; from Drchmomentwaridlo as well as Fahrteugträgheitsenergxe to abychschlussendvJiVahr • to use vehicle delay before 'this requires a Kupp! with a comparatively large volume and a comparatively large surface area with ample air flow nicotine cooling).

The present invention provides a hydraulically operated control system for the transmission of input power to a hydraulic torque converter of the type comprising a plurality of selectively and hydraulically operated friction clutch type clutches, some of which are used to change the direction of the vehicle while others are combinations Klipplungen can be used to effect changes in speed in both directions of vehicle operation. In particular, the hydraulic control system of the present invention allows the vehicle to be dynamically reversed in its direction when the throttle position is fully open. If such a change in direction is made, the clutch for the output speed range drops to a residual cirehmoTODt capacity, the forward clutch remains in full; ¹ ; Engage, and the reverse clutch is fully engaged to brake the input. Then both the forward and reverse clutches are engaged. The ice drift is then closed. The system then brings the clutch for the output rotation 7, also in increased "braking operation card" - torque load capacity, in order to act as a brake in order to decelerate the vehicle. The static braking counter-torque from the clutch for the output area is held by the directional clutches that are locked. The system is set up so that when the vehicle speed reaches a predetermined lower value (where it has almost come to a standstill), this :: condition is detected by the control system. Immediately afterwards the forward clutch is used

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released and there is a push on the brake clutch (output speed range clutch) permitted to its fullest To increase in value. The vehicle then accelerates in the opposite direction (reverric "1 en) direction under the influence of the Dreh.oTneritwandler- ^ "bsüiTj ti ons characteristic. These characteristics determine the amount of acceleration of the vehicle.

This control system also provides a device for rapid and gentle throttle shifts in an operating state with the vehicle stopped or almost stopped; i.e., either a shift from the neutral position to a Range or a shift in direction.

An object of the present invention is to provide a reversing and line change power transmission with a hydraulic one Provide torque converter input, the adjustment in the reverse direction under full power in energy ranges that the Corresponding vehicle in motion, which would otherwise destroy the directional clutches thermally.

If the direction change distribution is made, the above is described, then the following deceleration to standstill, the transition and the subsequent acceleration should be relatively gentle in the opposite direction.

The present invention ensures that when special shifts are under full power in eirera standstill or an almost standstill operating state, a relatively smooth and smooth acceleration occurs.

The present invention provides a control system of the above Kind of before that out

1. a device for counting an operating condition with respect to the direction and the gear ratio by hand, and

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2. a rub-in; consists, essentially an Iu shock-free and smooth deceleration, About ^ f-ng (ie when EtJ11-stand), and HAS DECIDED AS:!. "eun.i supply of the vehicle zv cev / ir-ken, when mentioned above at a previously a gearshift is made to the direction opposite to the vehicle movement; this device includes "the following functions:

(a) a device to feel or measure the ^{exit speed 1 ^ d the direction,}

(b) means for simultaneous full loading two admission couplings, one of which is a Vorw: i.? ts- and the other a reverse clutch as TTingangsbremsein-3? icht \ mg is, and with a device for fully releasing one of said input clutches, v; enn the output speed the power transmission has dropped to a value below a predetermined low speed,

(c) a device for simultaneously engaging a third output range clutch to reduce to a residual amount, after which an increased partially full application pressure to the said immediately Coupling takes place in what they call an output brewer makes effective, the braking device is only effective when both forward and reverse input clutch are engaged at the same time, as well

5. a device to provide a substantially ruckfrefe ßchaltcharistik and smooth acceleration of the vehicle s \ i cause when a directional step at full speed or a switching process is carried out from a neutral position of the throttle valve into a range thereof, namely at or near standstill operating conditions. This device includes a device for simultaneous

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Engaging two coupling clutches, one of which is a forward clutch and the other a reverse clutch, for an input brake device, and encloses a device for releasing one of the above-mentioned clutches kuj ·: ⁷ . afterward.

A special idea of the invention is that the power transmission has optional and hydraulically operated friction clutches and hydraulic Steuerurulgangs e for their actuation. The hydraulically-actuated starting clutches are used, UGL to change the speed range of the transmission while the input clutches are used to speed and / or Fahrtr i RECOVERY of the vehicle to change. The control or regulating mechanism allows the vehicle to be switched to the opposite direction while moving at full throttle, and the arrangement is such that when the switching process is carried out, the output clutch for the speed range disengages or, alternatively, drops to a residual torque capacity , the forward clutch remains fully engaged and the reverse clutch is gradually released to fully decelerate the input. Both forward and reverse clutches are then engaged. The entrance is then blocked. The output clutch for the speed range is then brought to an increased torque reduction capability for the braking mode. The output speed clutch then acts as a brake to burn the vehicle down. The static braking counter-torque is applied by the locked directional clutches. this state is measured by the hydraulic control or regulating device and immediately afterwards and at the same time the forward clutch is released and an application pressure on the brake clutch (clutch for the output speed range) is allowed to rise to the full value.

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accelerates in the opposite direction under the influence of the torque converter ^ ;. Pintuck tax ¹ - b>; w. The control system also provides a device for rapid and gentle full-throttle shifting operations when the vehicle is almost at a standstill or at full standstill; this is used either for a quick action; from a neutral position to a range position or for a visualization control process.

The above and other objects and benefits of the present Invention will be described below as the disclosure proceeds ex visually, reference being made to the attached Drawings.

Fig. 1 is a schematic view of the arrangement of the front-rear and speed range clutches and the gears connecting them,

Fig. 2 is an end view of the arrangements of the shafts shown in Fig. 1;

3 is an enlarged view of a portion of the FIG Fig. 1 shown power transmission, with certain parts broken off for the sake of clarity and / or are shown in section,

Fig. 4- is another enlarged view of the forward clutches; which are shown in Fig. 1 and partially also in Fig. and

Figure 5 is a schematic circuit diagram of the control system of the present invention and also shows a portion of the power train.

A preferred embodiment of the invention will now be described. The general interpretation of the present. Invention provided power transmission comprises a V

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ν /; -; υ ei "I. er TG, dor from a .power source e like bcbeispielsvoir-.e a motor E is driven; this torque converter v: ei ;; t a power output path 1, the power to the immediate connected? Power input shaft 2 deo manual transmission mechanism gives away. A pair of conventional friction disc clutches CLJ and CX ^ J- are applied to the input shaft 2, and serve the double coupling or the centrifugal control valves hie: efor can be of the general type enclosed in an or one or more of the following US patents is shown: 3,534,840 of 20.10.197O; 3,537,557 of 3-11-1970; 3 6 ^ 1 904 of March 28, 1972 or 3 352 595 (Kjlpert) of November 14, 1967.

The shaft 2 has a gear 4 which is keyed thereon and which is in continuously meshing engagement with a gear 5 which is keyed onto a forward rotating shaft 6 in a suitable manner. Another pair of hydraulically operated friction disc clutches CL1 and CL2 are attached to the shaft 6 and have the same structure as the clutches CL3 and 0L4.

A composite gear shaft 8 v / eist 3 gear wheels 9 »10 and 11, which are attached to it for rotation. The gear 11 constantly meshes with a gear part 12 which is rotatable on the Shaft 2 is mounted, and the gear 11 also constantly meshes with a gear part 14 which is rotatably mounted on the shaft 6 is. The gear 9, which is fixed on the shaft 8, constantly meshes with a gear part 16 which is rotatable on the shaft 2 is mounted and the gearwheel part 16 also constantly meshes with a toothed edge part 18 which is rotatably locked on the shaft 6.

The shaft 2 and the clutches OL3 and GlA- are a reverse gear unit, while the shaft 6 and the clutches CL1 and CL2 are a forward gear unit. The shaft 2 is driven directly by the rotation of the torque converter in the opposite direction, while the shaft 6 revolves in the example shown with respect to the vehicle driving in: 1er Vorwärtsrichrichtung.

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The power transmission also grips another shaft 20 which a Zahnradtuil 21 is rotatably mounted, is. Constantly with the gear 10 which is attached to the shaft B. The shaft 20 also has a smaller gear part 22, on it is rotatably mounted ui'id that in constant combing Engagement with the gear 9 is, dg κ ar. the shaft 8 attached is. The shaft 20 also has a larger gear 24, which is divided thereon and which is constantly climbing Engaging and in direct gear drive with a gear 26 stands, which in turn in the axial direction on a Leiotungs Abtdebwelle 28 of the gear mechanism keyed or fixed, is.

A pair of couplings OL5 and CT-6 are also attached to the shaft 20, the clutch CL5 being the output clutch for the is high speed range and has four pairs of clutch plates. Clutch CL6 is the output clutch for the low speed range and indicates 8 pairs of clutch disks, which are still to be described. The general training of the Output clutches CL5 and CL6 is very much like input clutches similar to those referred to above and as will be seen below.

All shafts 2, 6, 8, 20, Z ₁ ] ind stored in a suitable manner in friction arraen lying in the main frame ^y j0 of the power transmission.

Thus, the input into the power transmission takes place from one engine-driven hydraulic torque converter and consists of two clutch shafts 2 and 6, which are directly connected to each other with a gear ratio of 1: 1 in a toothed connection stand, with the waves constantly revolving in opposite directions.

Two couplings are attached to each coupling shaft 2 and 6, as mentioned above, and these couplings are similar in structure,

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and a detailed explanation of the clutches CLi and CL2 is now given in connection with i'ig. 4 passed over ,. The clutches CLi and CL 2 each have a hub J1 or .. 5? secured to the wool 6 by means of a serration connection as shown. These hubs have internally grooved, steel clutch disks 33 and ⁷ , which are attached to grooved portions of the hubs; «Inö. The gearwheel part 18 has a friction ring or a drum which, as shown at 37, is welded in a known manner to the toothing section of the toothed part 18, and has several internal grooves 38 which are in driving engagement with the frontal faces xxvA external grooved clutch disks> 9. Thus, the disks 33 and 39 form coupling disks which overlap one another and which can be clamped together by the hydraulically actuated piston 40 in a known manner in order to generate a drive connection between the shaft 6 and the gearwheel part 18. The clutch CL2 is constructed in a similar manner and is operated by a hydraulically operated piston 41 in the same known manner. Either the clutch CL1 or the clutch CL2 can be engaged to selectively establish a drive connection between the shaft 6 and either the gear part 18 or the gear part 14-. Parts in clutch CL2 that are similar to parts a in clutch CLi have been similarly numbered, but with the suffix "a", and further reference to the structure of clutch CL2 is deemed neither necessary nor desirable.

The double clutch arrangement, which is formed by the clutch CL2 and the clutch CL1, comprises a central piston building 44, which by means of a pin 43 on the shaft 6 for common Rotation is attached to it.

Fluid pressure from the hydraulic control system, which is yet to be described, is in either one or two swirl profile bores 45 or 46 initiated in the shaft 6, the

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in turn, lead to the centrifugal force field ti gtcn valves 47 and 48 in the central piston building 44. These centrifugal actuated valves 47 and 4 "are of the type shown, for example, in U.S. Patent 3,352,395 dated November 14, 1967, and it will be understood that it is sufficient to explain that pressurized fluid is passed through valves 47 and 43 into either of the two piston actuation chambers 50 and 51 of the clutches CL1 or CL2 can be initiated, hereby putting the corresponding chambers under pressure and pushing the corresponding pistons in K'leinmeingx'iff with their corresponding clutch disks. When the chamber is depressurized, a spring returns the pistons to the clutch release position, as is well known.

As mentioned earlier, the structure and the mode of operation of the clutches CL3 and CM are similar to the clutches CL1 and CL2, and it is believed sufficient in explaining that pressure flow means provided in each of the two oral profile bores 55 or 56 of the shaft 2 is initiated, serves either to actuate the clutch CL3 or the clutch CL4, to thereby cause the shaft with either the Gear part 16 or the gear part 12 comes into driving engagement, thus the clutches CL3 and CL4 form the reverse clutch unit to drive the shaft 8 in either of the two gears.

The above-mentioned input clutch gears are in direct gear connection via the composite or transverse shaft 8 with the gears of the clutch for the output area, which will now be described. Clutch CL5 is the output clutch for the high speed range and has 4 pairs of overlapping clutch plates which, when they are clamped together by the associated hydraulically operated piston, a drive connection between the Produce gear part 22 and the shaft 20. Similarly, the CLG clutch is the clutch for the low-rev, numerous and has 8 pairs of overlapping coupling;.! -

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.disks on which, if they are of the appropriate hydraulic actuated pistons are pinned to amine, a drive linkage between the gear unit 21 and the: shaft 20 produce. The clutches CL5 and CL6 and the central piston housing, which is arranged between serve are similar in structure to the coupling units described above, and a further description of their activity and mode of operation v / ede ^ is considered necessary or desirable. Instead, os is deemed sufficient to explain there is fluid pressure through -jode of the swirl profile! 65 or 66 and through the centrifugally actuated valves 67 or 6Pj can be initiated to either the clutch CL ^ or to operate the clutch OLG and here a drive connection between the constantly meshing gear part 22 and the Gear 9 on shaft 8 or between gear unit 21 and to produce the gear 10 on the shaft 8 and here to drive the shaft 20.

Dynamic change of direction of travel

The output clutch for the low speed range CL6 can be made to act as a brake to absorb and hate the energy of the vehicle's inertia Braking effect is monitored, controlled or regulated.

A brief description of directional braking and smooth shifting will now be given, assuming tv / ird that the vehicle is traveling in the forward direction. Immediately before the time at which the vehicle is braked, i.e. immediately before the aforementioned "braking mode", 2 of the input clutches are brought into engagement with opposite directions and the same gear ratio in order to brake the input section of the power transmission to a complete standstill. This includes the clutch gears for the output range,! Ma while the above-mentioned sequence of action is taking place, only the clutch CL6 is still available for the low torque.

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number area in a remaining unifang engaged. The two input clutches remain in engagement until the output braking is completed,> median on as anchors in order to withstand the counter-friction of the: ¹ clutch OLG for the low speed range during the braking period.

These two clutches also hold the idle torque from the torque converter TCi during its "braking mode" ptand.

If the braking process is fex'tiggestollt v / ur-de, then opens the clutch for the unselected direction and at the same time the fluid pressure for the output clutch becomes CL6 for the lower speed range increased to full line pressure after a short period of planned increase. The vehicle then begins operating the hydraulic torque converter in the selected reverse direction to drive. The torque peak at the end of the braking process is usually less than the applied idling torque of the torque converter. The entire switching characteristics is acceptably gentle.

In the context of a further explanation, a special example of a switching process will now be presented. It is supposed to be accepted that the vehicle is in a forward direction in the area of the second gear, and with output speeds of the Power transmissions that exceed the "inhibit speed" and it a switching process is carried out in the reverse direction. The input clutch CL2 for the forward direction remains in Intervention. At the same time, the input clutch CIA engages for the reverse direction and the output clutch CL6 for the lower speed range is reduced to a residual amount in their torque capacity. This interrupts the reverse

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Input direction coupling CTA the rotating elements between the D.rehnoncn'l;v; ovKD r5ft "u: ⁿ l) .i.ne, which is applied to the V / elle 1 int, and the gear he η 'd' \ and 22 of the Clutch for the: Λυε-gear range together with the torque converter turhine itself to a complete standstill. Immediately afterwards, the UröbiriOiuantkaprazitü-c of the clutch CLG for the ricaren speed / range is increased up to a braking operation. The braking of the output begins The counter-rotation direction from the braking clutch OLG is held by the to bev / ccurig.'iujnhaftickeit {'j broughtoii./^osp.err'ton. ^ In ^ an ^ skupplun ^ en until the initial braking process to below the HernTn ^ esehwindigkoit (or. Almost The two input clutches CL2 and CLA also absorb the idling torque from the torque converter TC during this braking operation.

When the braking has been completed, the forward input direction clutch is released doing CL £ gradually and on the same side is the pressure of the fluid? -; applied to the output coupling CL6 for the lower speed range is present, increased to full line pressure after a short period of the planned AiEkiegs curve.

A sufficient torque capacity of the output clutch CL6 is regained before the forward input clutch CL2 is completely released, so that little or no slipping of the clutch GLG occurs when the idle ~ torque converter out of range in frictional connection with the Coupling GL6 via the reverse input coupling GIA and the associated gears occurs. The vehicle then moves in a backward direction in the working method of the hydraulic Torque converter. The static closing of the output coupling CL6 almost always occurs when completing the braking process when the brake operation system pressure is reduced, resulting in a gentle engagement of the clutches without the operator

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noticeable luck.

Directional shifts or very.! '! ", events of Leei'lauf into a gear at or almost at a standstill.

Directional shifts or very .. from neutral to a gear at or almost at a standstill vehicle position, and the sequence of Events for this puncture is very similar to the dynamic braking operation just described above.

2 input couplings, namely the tine for the selected direction \ ind the one for the opposite sense of direction, but each with the same gear ratio, occur in the "course a time sufficient to bring the input to a standstill while the output range clutch is engaged remains in a residual engagement. At the same time, the input coupling that has not been selected and the one on the Pressure applied to the output range clutch decreases after a A short time as planned a climb to full line pressure. Then the vehicle moves in the selected speed range and in the selected direction according to the operating mode of the hydraulic torque converter. This is a very gentle one Switching operation that was achieved automatically on a fixed time basis.

Several specific examples of 3 shifts are as follows;

(a) There is a shift from second gear forward to carried out second gear backwards:

The forward direction input clutch CL2 remains engaged. At the same time, the input clutch CIA for the reverse direction begins fully intervene, and the output clutch CL6 for the low speed range is in its torque capacity reduced to a remaining amount. So the brakes

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Input clutch CjV-I- for · the reverse direction of the turbine and the rotatable parts between the turbine of the hydraulic rotator tv / andlers attached to the wool 1, and the gears 21 and 22 for the output range clutch to a state of rest / complete standstill (it is recognized that that when said switching operation is carried out when the input is in a standstill operating condition is located, an interruption of the input will not occur, but it is much more appropriate from a blocking of the entrance). The applied fluid pressure to the low speed output clutch CL6 will be then increased to the BreiDsbetriebwert. Immediately afterwards the input clutch CL2 for the forward direction is released, and in the course of this release it takes a short time Scheduled increase in the fluid pressure applied to the output clutch CL6 for the lower speed range up to full line pressure. Adequate torque capacity of clutch CL6 is regained so that only minimal slippage of this clutch is possible when the input clutch CL2 is for the forward direction released and when the reverse torque becomes effective. The vehicle then moves in the reverse direction in the Operating mode of the power of the hydraulic torque converter.

The above description is particularly applicable to directional shifts in the same gear range, such as from first forward gear to first reverse gear and from second forward gear to second reverse gear.

(b) The first forward gear is shifted to the second reverse gear:

The first input clutch CL1 for the forward direction becomes released, then both the second reverse gear clutch occur CIA and the second forward input clutch CL2 engaged,

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In the meantime between releasing the clutch and When the coupling is put on, the rotatable input parts are which are connected to the Volle 1, pick up speed, but then the input clutches are engaged CL? iind CIVl- brake against each other, un the entrance to the Bring to a standstill. The functional sequence is otherwise identical with the one described under (a).

(c) Shift priority from idling to reverse gear:

Both the forward and the reverse (; reverse input clutch, which is assigned to the selected speed range, engage the rotatable parts connected to the shaft in their rotation to a stop to interrupt. Otherwise the sequence of actions is identical with the one described under (a).

The control system

Reference will now be made to the hydraulic control system, in particular with reference to FIG. ^L ).

The circulation generally comprises a source of pressurized fluid such as a fluid charge pump CP, a reservoir or sump SU, and a fluid filter FI ^(V , through which the main line pressure is supplied to the main line Mu and to the torque converter TC via the main pressure regulator FlK. A regulating valve LV for the lubrication circulation directs flow from the oil cooler OC and the torque wall TC back to the sump.

4 separate groups of control valves and corresponding hydraulic ones Circuits are discussed: The basic function valves, the overlap valves for direction selection, the control pressure valves (applied pressure for the output couplings) and the

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Valves iuio j3c; - / j and parts de :; Iloi-wsystems. G;·. ■ υ η ei fu η W; ^ ο η t ■ ν e η t ?. le

The vent j. 1 c of this group child such .as them in one Control valve system used to perform the following basic functions / U achieve:

1. the Riobtuiigswahl. ie either ¹ forward, idle, or reverse, and

2. the gear range selection, i.e. either first, second, third or fourth gear, for example.

These valves are labeled A, B, G, D. E and .F and see a hand-operated hydraulic circulating device to select an operating condition of the vehicle direction and the gear ratio.

The control valve A for the Drehrichtungsv.'ahl is manually operated and is forward, neutral or Rückvärtsrichtung used to select. The valve A is in flow-receiving connection via a connecting line 69 via the direction selection flow valve H with the medium-pressure source. The valve A is used for the main control of this inlet control feed pressure in the line 69 when it is in the neutral position (Fig. 5) - In this position, the valve A connects the actuating chambers of the two valves B and C with the discharge opening 72c at the valve H her. When it is shifted to either the forward or the reverse division, this valve directs the control supply pressure through the lines 69b or 69c to actuate one of the two spring-loaded valves, namely the forward valve B and the reverse valve C. When actuated, the forward valve B or the reverse valve C cause the line pressure to flow at annular grooves 104 and 104a through the lines IO5 or 106, 'sections of an input clutch range valve D advised.

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is judged.

The valve D is a spring-loaded valve, the one Fluid passage from forward valve B and reverse valve C to clutch CLI of the forward clutch unit a line 46 and to the clutch CLJ of the Rückwätterskujip.Lungseinheit via a line 55 when the valve D is in the position shown with the spring released. When valve D is in the position in which control pressure is applied, valve D turns on Fluid passage to clutch CL2 of the forward clutch via line 45 and to clutch CL4 of the feedback: ärtseirtgar> gK clutch via line 56.

The control pressure to be applied is received by the rotary control valve E for selecting the speed range, which is manually operated is used to select the first, second, third or fourth gear. In Fig. 5, the position for the first gear is shown. The valve E emits a control pressure in order to actuate the range valve B of the input couplings when the valve is E is in its second or fourth gear position. When valve E is in its position for the third or fourth gear is located, then the valve E also outputs the control pressure to be applied to the section valve F. to operate the output clutches.

The range valve F of the output clutches (CL5 and CL6), when actuated, causes the regulated pressure of the output clutches on line 76a to be supplied via line 67 to the apply piston of the high output range clutch CL5. When the valve F is in its ¹ spring reversal position, the regulated pressure of the output couplings is passed through a line 66 to the contact piston

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Output clutch CI6 for the low speed range ZV guided .

tJberlappvent_i _- \ e_für d_ie_ Ei_chtiun ^ 3} ίπ ^^ ._ υιιΛ_hydrouliε ch e

This group of valves forms a hydraulic circuit to simultaneously engage single-gear clutches with opposite directions. These valves are provided to achieve a smooth switching action, and if a switching action occurs at full throttle at or near complete stop, and they cause the input section of the power transmission to be stopped and released on a fixed one Time base. The circuit also provides for a constant fluid connection between the line pressure at point MC and the directional selector valve A via line 69.

This valve group includes a storage valve K, a flow-through valve H, which iu fluid communication with the direction selector valve A, as well as a check valve J.

This circuit receives pressure fluid from the shaft CP by the Leitxmg MC. Pressure release agent occurs in detail from the line IiC to the opening 72g, to radial slots 72gg and through one extending over the full length axial central bore or passage opening 70 therethrough, the is formed in the spring-loaded valve H, for opening 72f and then to line 69. The inlet of port 7C is a diaphragm 71 with a reduced cross-section -

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The flow valve H and the storage valve K are located in dor in l ^? ig. 5, brought up by the spring recall. The pressure fluid flow upstream of the main line MO to line 69 via the passages in the 7ent.il H is minimal - only on the order of magnitude of a leak in the system. The line 69a is connected to a line 69 and ends at an opening 72e. The opening 72 2 is biocide on a projection 72j. Line 72a from valve A and line 72b from valve K are connected to opening 72h. An annular groove 72 connects the opening 72h with the outlet opening 72c.

Furthermore, the line 69 with the opening 69d is on the valve A. connected, and the opening 69d is connected to the channel 69e.

Examples of the well- ordered hydraulic circuit under steady-state operating conditions

a) When valve A is in the neutral position, as shown in Fig. 5, then is the fluid discharge end of the channel 69e blocked and the line 72a is at the openings 72k, / 21 and the. Channel 72m of the valve A connected. The opening 72k is on the line 69c connected, and this is in turn in connection with the actuation chamber of the reverse valve C via a Annular groove 111 and a line 113. The opening 721 is connected to the line 69b, and this in turn stands in connection with the actuation chamber of the forward valve B via an annular groove 112 and a line 114. The channel 72m is connected to the line 109, and this in turn is in fluid-receiving connection with the main line HC via an opening or orifice 85

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b) When valve A is in my forward direction (shown in FIG. 1, but not shown), line 69 is connected to line 69b via an opening 69d and a channel 69 &. The L citing 69b is in pressure flow medium connection with the forward valve B via an annular groove 112 and a line 11 ″: -. The valve B is in its fully operated position - shifted to the left. The line 72a is blocked at the projection 72n and blocked with respect to the channel 75® . The line 72a is connected to the line 69c via an opening '/ 2k. connected. The line 69c is in connection with the reverse valve C via an annular groove 111 and a line 113. The valve C is in its position returned by the spring for delivery.

Ac c hreibe walls examples of the d ynamischen V / irkungspei se th e district, c e

a) The direction selector valve A is moved from its neutral position ir: its forward position. A flow requirement from the main body HC via the orifice 71 of the valve H r / aci actuation of the forward valve B via the line 69 and through. Valve A produce a pressure drop across the orifice 71. This pressure difference between the fluid receiving and discharging ends of the valve H generates a compressive force which is more aJ r, sufficient to overcome the force of the spring opposing it. The valve H is then fully actuated in its upward position. In this position, the pressure transfer medium is connected from the line 70 to the opening 72f via four radial slots in this end of the valve H and also a slot 72r in the stopper, the opening 72f is connected to a line 69, the opening 72e, which is connected to the line 69 via a line 69a.

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is connected, is now closed via an annular groove 7? · & ß ^ e -'- opening 7 ^ h, and the discharge opening 72c is blocked with respect to the annular groove 72 on the projection 72p. Therefore, the lines 72a and 72b, which are constantly connected to the opening 72h and the annular groove 72, are in constant pressure-flow-receiving connection with the glue 69, the line 72a is on the actuating chamber of the reverse valve C via an opening 72k on the valve A, a line 69c, Its annular groove 111 and a line 11 $ are connected, the reveal 72b is connected to the valve K via an opening 79 in the valve J, a line 72d and an opening 72g. Thus, the reverse valve C is fully operated, as is the case with the forward valve B. The storage valve K has started its activity. The orifice 7 ^ contained in check valve J is proportionately sized to control the rate of fluid delivery to valve K and to ensure that the pressure drop across orifice 71 remains sufficient to permit continued full actuation of valve H. to cause until the valve K is fully actuated. Furthermore, the cross-sectional reduction of the orifice 7 serves as a counterforce means to ensure that the fluid volume and pressure requirements for fully operating valves B and C are met first. More specifically, in the presently described system, the fluid pressure which is required for full actuation of the valves B and / or C, about 1.97 at, and the pressure required to move the valve K fully actuate, is is 1, 05 at. Since all three valves are in common fluid communication when the valve H is operated, it is seen that the valve K would be omitted the aperture 74 would be fully actuated before the valve B and C would be fully actuated.

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The storage valve K is a timer valve which, for example, In the described appendix it takes about 0.5 seconds to take full effect. When the actuation of valve K is completed, then the flow - flow through the aperture 71 in the valve H on the circumference only a leak in the system. The valve II v / ii * d from the spring in dif: position of the stationary state returned, and line 72a to reversing valve C and line 72b 2 to valve K are at the outlet port 72c connected via the opening 72h and the annular groove 72. Thus, both valves are reset to exhaust by the springs. Wv? η η the fluid from Valve K is deflated, then the plate 73 of valve J rises on its seat under the influence of the return spring force dec valve K on the fluid in line 72d. This leads to the rapid dropping of valve K.

b) The direction selector valve A is moved from the forward to the reverse position. The function is identical with the displacement described above, with the following exceptions: A pressure fluid mean flow from the main line MC through the misery 71 causes the Actuation of valve H, which is required to operate the reversing valve To press C. Line 69 eats at valve C Via an opening 69d and a channel 69e on the valve A, on a line 69c, a hanging groove 111 of the valve S and one Line 115 connected. Line 69 is on the lines 72a and 72b are connected via the line 69a, the opening? 2e, the annular groove 72 and the opening 72h. Pressurized fluid on the line 72a is now in connection with the forward valve B via the opening 721 on the valve A, the Line 69b. the annular groove 112 of the valve S and the line

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-, and fluid; .αι the line 'A ° b is in connection with atm SpeicheJ ¹ Vcnt.il K. for its actuation. If the / richaltvorgqng from forward to reverse sufficiently :: ;; ra h voi'fjenoromen OCI I ¹ O, then it is uahrnchoiulich that the Vorvilirfcsventil need not be federentlafitet to Aunlciß out prior to the time B to dor this pressurized fluid from the conduit 69 is connected to line 72a and to valve IJ.

Reg ulierumlauf -Stouerarucl'LveviUJ e (system pressure on the Αψ>". L unge n):

This valve circuit is used to automatically: Contact pressure for the output couplings in the desired To control or regulate order and size or to brick.

The line dimension is also influenced by this control pressure. The group of valves in this circuit are valves L, M, N, 0 and P (valves arranged in a row are the Vorv / ärtsventii B and the reverse valve C). The circuit is fed by the line pressure via an orifice 75 in the main line HO.

This circuit causes the partial engagement of a third. Clutch as output braking device when both forward and reverse valves are fully operated, to bring the third clutch into engagement to some extent when flow valve M is operated, to reduce line pressure 7, \ i when both forward and reverse valves are fully operated and / or when the flow valve M is actuated, and in order to put the third (output) .Kupplung into full engagement and to regain full main pressure if the flow valve M is not actuated and if there is

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was Ls- and iiiiul ·. '.. · ;;.!. * i; oVnrjt.i] e are not activated immediately since iß.

The Di ^ ickregalierventil L for the Ausgangskupplungcn is used to regulate the pressure applied to the clutches CL5 and CLG for the: “ not necessarily regulate under normal conditions. The regulated pressure has a minimum of, for example, 0.49 at when the control pressure is 0 and a light spring 7G om. End of control pressure of the valve causes this minimum pressure. The spring force adjusts the valve to allow line pressure at projection 79 ^{to be} supplied to annular groove JL and then to valve F for the output coupling area through line 76a. It also connects a combination of a radial and axial bore 77 the annular groove 7 & with the right end of the valve L, d-: s of the spring is opposite. When this pressure force overcomes the spring force at the right end, the valve will reverse to alternately open and close the inlet line MC at the grooved projection 79 or to find a position to maintain the pressure of 0.49 at. The regulated pressure of the output clutches OLJ? and CL6 is the control pressure plus 0.49 at. Under steady-state operating conditions, the control pressure in line 75o should be the same as the pressure in the main line. The line pressure plus the spring pressure should move the valve L to the wide open position. A pressure drop across the feed orifice 75 for the system that exceeds 0.49 at spring pressure (caused by internal leaks in the system) could lead to a pressure lower than the line pressure - to the regulated pressure of the output couplings.

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A flow-through valve ΓΙ for the KinEancjskupplunßon advances the complete pressure drop of the ßteuernnlae ^ ndruckes äw line 75a on the annular groove 107 when it is actuated. This valve is operated during the time in which the Leitunnsdruok is flowing to any one of the single-port couplings in the plant zv. bring. The pressure drop across inlet pipe 80 between lines MC and 115 is sufficient to overcome the force of opposing spring 81 and downstream orifice pressure causing valve actuation. The valve M is returned to the steady state position by a fader N when the coupling disconnection is reduced to a normal leakage volume.

A valve for the N AnstiegsgeschwJndigkei I it causes a small delay in achieving full dec Brensbetriebsteuerdruckes to cause, after the Durchfluftventil M no longer actuated v / ill. The valve N limits the control pressure to a value between, for example, 0.44 and 0.81 at - on the basis of the rate of increase - during a time delay of 0.10 seconds. In the braking operation of the vehicle, it is desirable that the input section should be brought to a standstill with a minimum drag torque from the clutch CL6 for the output at low speed. This cup-like, spring-loaded Zeitsfcell- or AnnraeKgoschwinciigkeitsventil N is accordingly actuated by the control pressure. That is to say, the valve H is fed in from the main pressure line ITC via the orifice 75. This main line pressure therefore flows through line 75a to flow valve M and further to regulating valve L.

A valve 0 for regulating the brake operating pressure is; t Cup-like, spring-loaded in nature and externally adjustable. The valve O is as a result of the control pressure

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liuj: then actuated when both the forward valve B and the reverse valve C are actuated. The connector from line 75 & xur annular groove 75b of valve B is in connection with line 75c, which in turn is connected to annular groove 75d of valve, ¹ :. G is connected, and the annular groove 753 stands !. connected to line 75e. Control pressure is then regulated as desired between values from 1.55 "to 3.09 at

A Kegulier--Kedusiervent.il Γ for the line pressure causes a decrease! ·· strength of the main or Leitungsdruck.s when the Eingangskupj'lungen Ziirn internally standstill be brought reduce zn \ χτ <Here, the Kupplungospitzendrebmoment for the mechanical components . The valve P is cup-like and is arranged coaxially to the main pressure regulating valve MR and this valve by the common spring 82 opposite . The normal line pressure. in the steady-state operating state is about 14.06 at. The control pressure in this operating state is therefore about 1.05 at. The control pressure could also be just a little over 7.03 at,; in the reducing valve P full to? To hold stop 85 actuated and to maintain a line pressure of Vi. 06 at. If the control pressure is 4 at or less, then the normal line pressure is reduced from 14.06 at to 10.55 at. This reduced line pressure is maintained for the brake operation function.

The Hemn_anlar e (s hydraul.I before shaving Settin g and inventory part e; Z v / eck about timmun gen.)

The purpose of this circuit is to automatically initiate simultaneous full engagement of the two input clutches.

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one of which a forward and the armer one Coupling is when one moves to a: r · direction of travel The vehicle movement is performed by the operating percon is opposite, namely "in terms of force transmission and output turning point, which are above the Heraadreheahl (the theoretical hot-water speed of the present system is For example 1i> ü IT / nin, determined at the area ··· shaft of the Aungangskupplung), and to the loosening of the ringangskuppluug to cause the by the) 3c'triebGpercon selected speed not bctroflen v.'j.rd after the Ausgaxigsgeschwindigki ^ i b of the cold transmission bin tenter the HemiageGch \; ii: age has fallen.

If in detail a switching process on the direction of travel, which is opposite to the vehicle movement, from the actuation cpei-con at Krai "tübbeitrags: iU8gangGspeeds made that are above the HemmdiObzahl, then prevented this circuit solving dew Bichtungveiiti] es B or C, which is assigned to the direction of travel movement, and permitted the actuation of the other directional valve C or 3, which is assigned to the direction selected by the actuation percon is. These two valves B and G are actuated and will remain in place until the output of the power transmission is reached until it has decreased below the inhibiting speed: at this point in time it will be your directional valve L or C, which is controlled by the I ^ ihrtrichounk chosen by the operator is not affected is allowed to come off.

This circuit causes the vehicle to decelerate gently, by when valves B and C are fully actuated at the same time are these two valves pressurized fluid in the circuit for the plant euex ^ on the output clutch rait the Bremsbcttriebregulierventil associate. This partially leads to r.uxa

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Full pressure use of the FLG Ausptrigskup ^ ment OLG for the lower speed range as a braking device. This line switching causes a gentle acceleration of the vehicle by not allowing the air valve B or C, which is not affected by the direction selected by the operator, to open before a complete or partial standstill condition occurs Vehicle was achieved at the end of the Bremsuns dos output, and then when releasing the appropriate valve B or 0, the connection of the circuit for the control pressure system of the output clutch with the pressure regulator / enti .1 0 is blocked for the braking process Output clutch then increases to full line pressure. Power from the torque converter is then released and transferred through the fully engaged output clutch to accelerate the vehicle.

Components

This circuit consists of a fluid pump Q driven by the output, bypass valves R and an inhibitor valve S. The pump Q is operated directly on the shaft 20 of the output range coupling. Pump Q is means for measuring output speed via its fluid fluid delivery rate, and thereby means also for directional measurement, in that said pump Q is a reversible type of pump. The circuit receives pressure fluid from the main line MC via the orifices 8? and 88.

Mode of operation of the switching (position cn of valve S) (valves R)

The operation of the circuit is that the valve

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S must be set centrally, as shown in Fig. B , when the pump Q is not rotating, and must remain essentially in the central position until the approaching number is reached. At the hay speed, the valve must be actuated v; e.vden and set fully to the left or right by means of a higher fluid pressure; ^ for its actuation, which is present on the corresponding delivery side of the pump Q. The inhibiting speed is the previously determined desired speed, which is dependent on the main pressure, the dimensions of the equally dimensioned circuit feeder ends 87 and 88, the throughput of the flow through the pump Q (pampel throughput) and the dimension of the equally dimensioned circuit outlet apertures 95 and 96 at valve S. The mode of operation of the valves R is ec, the fluid can flow from the suitable delivery side of the pump Q as a bypass to the inlet side of the pump if the fluid pressure on the delivery side exceeds the fluid pressure on the inlet side by a predetermined value.

Descriptive examples of the setting of the hem nv ontile S ^a ) In an operating state with stopped output

The check valve S is shown in its centered position. Pressurized fluid from the main line MC is connected to the line 91 via an orifice 87, the line 91 is in fluid communication with the valves R of the pump Q, the left end of the valve S, an axial bore 93> a radial orifice bore 95 and an annular groove 97 Pressurized fluid from main line KC is connected to line 90 via orifice 88. The diaphragm 88 has the same dimensions as the diaphragm, the line 90 is in the flow center; lverbiridu:; g with the pump Q, the valves R, the right end of the valve

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tiles ß, the axial bore 94-, the radial orifice ^c ) t and the annular groove 98. Eic E.! ends 913 and 96 have the same dimensions. The distance between the innermost edges of the annular grooves 9 ',' and 90 is slightly larger than the distance between the outermost edges of Auslaßbohruugen 100 and 101, which are drilled with the same dimensions jump 108 is blocked and the outlet bore 101 is blocked with respect to the annular groove 93 by a projection 105. For the reason that the inlet feeder. The 8? and 88 are of the same dimension and are in fluid-receiving communication with the general main pressure, any tendency of the valve S to move to the left or right will alternately open and close the annular groove 97 to the drain hole 100 and the annular groove 98 to the drain hole 101 lead. The valve would remain in its balanced central position. The fluid pressure in lines 90 and 91 would remain the same. should be essentially the same as the main or v. the line pressure.

b) With the output rotating in the forward direction and with a speed below the inhibiting speed to an increasing speed above this

The fluid pressures in lines 90 and 91 are identical. Line 91 is in fluid receiving mode Connection with the delivery side (top) of the pump Q and the main pressure via the feed orifice 87- The line is in co-operative relationship with the • Main pressure via the orifice 88 and in the fluid dispenser Connection with the ovoid side (underside) of the

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Pump Q- The whole Druokr; flowm.ttel, there ;; the line 90 over. "'. · the orifice 88 is fed, \. ^r is delivered via the Ρα:' · νκ; Q to the line 91. The ceKo.ra.te bvr'onwn ^ sjiu.ttcl through: · '. j η of the line ^c / \ is to stretch the rubber that it has taken over the diaphragms 87 and 08 a \ if. As already stated above, the diaphragms 87 and 88 have the same dimensions, and it is, if the pressures in the lines 90 and 9 "l are the same, it can be seen that the power supply unit, which is supplied through each orifice, is the same, - that the capacity of the pump is the same The same as the flow rate through each orifice is that the flow rate in line 91 is twice what is received by each end and that it is twice the capacity of pump Q. The fluid pressure in lines 90 and 91 is the main pressure minus the pressure drop across orifices 13 and 88, this pressure drop being dependent on the fluid flow requirements of pump Q as received by orifice 88. The pressure fluid in line 91, which communicates with and flows to the left end of valve S, moves this valve to the right to connect the king groove 97 to the drilled outlet hole 100; and the annular groove 97 is in strb ' medium-receiving connection to conduit 91 via an axial hole 93 and radial orifice 95- This connection will automatically adjust to maintain the fluid pressure of conduit 91 at twice the value of the flow dex 'Pompe Q through this connection to the outlet The flow rate of the pump Q increases, then the pressure drop across the orifices and 88 increases, the fluid pressure in the line 91 decreases, the valve S is actuated further to the right and the connection between the annular groove 97 and the drain hole "ι00 is less impeded, to allow twice the rate of pump Q to be vented below the line 91 pressure level. If the axial opening is between

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the iiiniiruit 97 and the drain hole IGO sufficiently increased vjurdi: (1.524 mm boi this special} scarf turn;), then the outer square connection as an obstacle to the outlet flow becomes ineffective. The effective obstacle is then constant, the constant obstacle being the radial aperture 9! 5. If this position of the valve S has been set, then any further increase in the fluid capacity will wiz'd?: · ': Pump Q. actuate the valve L. fully to the right ir its forward position. The reason on; The fact that the valve actuation takes place at the particular increased flow medium capacity of the pump Q is that the ratio of the flow rate and the pressures in the circuit becomes invalid immediately before the actuation. It would be seen that the increased twofold flow ^T üitteldurchsatz the mush Q through the orifice 95 at a constant constriction to the outlet rather than require an increased pressure in the line 91 and a reduced pressure, as is the case when the zv. ' A single fluid flow rate of the pump Q would be provided with a reduced obstruction at the outlet. The pressure in the line 90 would decrease and in fact continue to decrease with the increased demand of the fluid pump for flow rate through the orifice 86. While the valve S is in operation , the pressure flow means at the right end of the valve is moved to the inlet of the pipe "Q via the line. If the valve S is arranged in the front chamber, then the pressure flow means remains in the line 91 with the drain hole 100 at the annular groove 97. When the pump speed is increased, an operating condition is reached when the increased fluid pressure in the line 91 and the reduced pressure in the line 90 lead to a sufficient differential pressure force which acts on the lower valve R in order to

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tehs r \ dv Fed'j.r '.'M'v.ft / λι iiue ^ vririderj and ίκΐ 'ΐ'. · .Ί vlaJJ dor Puurv · Q? .uf; o: ·. "/ Ι.γ · ! / ton, in Glrci ^ mgoini fctelau.} nahÄ bindiir'f; ■ π 3 t der /..bgabcson io d '■.: · ■ Pump to Lretcvi.

Allocation h; y drai, .IH; .ehe BoLr "! Y}} J} £ ^

a) Heinmv ent 1 1 S in mid lste! 1 ij.np; (yie I n Fig ^{.. r} 3 cx-. ^r * 'ci

If the check valve ß is in the middle position, then lies, a cornal or basic definition between the directional valve A and the auxiliary chambers dor directional vent.-i le B and C in front, the annular groove 111 is nit the valve A via a line 96c and loit the actuation Camffier of the return valve C connected via a line 113, the annular groove 112 is on the valve A via a Line 69b and on the communication channel of the Vorwä?: Ti5Ventils B connected via a line 11-r. The fluid at the opening 110 is opposite the annular grooves and 112 blocked by a projection 110a.

b) Henm vonti l S fully b etäbi gt in his right n £ 't <.; llung ( forward inhibition)

If the valve S is fully set to the right and the valve A is in its forward position, then there is a normal basic function. between the valve A and the actuator of the Rückvjärtsvönti.ls O .vor, the annular groove 111 is connected to the valve A via the line 69c and to the actuator to the valve C via the line 113 vex ^. There is also dor. Valve O in its actuating chamber returned by the spring, its actuating chamber is connected to the opening ^r / ?.c of the valve K via or a valve A and a line ?? a at the outlet.

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BATH

The forward valve B is not in the normal Connection to valve A; the Onackströrming ^ means in the line 69b, which actuates the forward valve B van valve Λ, is a projection 108 opposite the annular groove 112 of the valve S du.ccli closed off, an annular groove 112 is never the medium of flow connected in the line 109 via an opening 110, and the ring groove 112 provides a flow center connection your forward valve B via a line 114 for its actuation.

If, with valve S in its right forward inhibit position, a scarfing action is performed from forward to backward, it can be seen that forward valve B will remain actuated by the fluid pressure of line 109. The reverse valve C is actuated by the fluid pressure from the valve A via the line 6j9c, the annular groove 111 and the line 113. Furthermore, the directional overlap system _} which has already been described above, will function dynamically: '!, if the switching process mentioned is carried out, but without any effect. Specifically, fluid pressure will be present in line 69b, which is blocked at protrusion 108 of valve S, for about 0.5 seconds and is then vented.

The purpose of the aperture 85 between the main line MC and the line 109 is to flow and the subsequent Limit pressure in line 109 when the selector valve A is shifted to the neutral position while the valve S is brought fully into its left or right actuation position. It is essential that there be very little back pressure exists to release valve B or C in fluid communication with line 109 to ensure. In this operating position, the line 109 is at the outlet opening

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72 for valve H via valve Λ and line 7 ^ 3 connected.

Zuarroienfasnmig

The mode of operation and the structure of the three special hydraulic circuits \> z \ u circuits are like folp-jt:

^a ) I ^ er direction- α g ε ν; uh 1 - Ü'ij c_r 1 app 'S-: .i. o i _s causes the simultaneous / urgent engagement of two input clutches and the subsequent disengagement of one of the clutches (in the stationary state, the Kerara valve is not actuated);

^) d G r Heni n ν cn t i 1 kr e i π causes simultaneous engagement of two input clutches (above the slow speed the inhibitor valve is actuated) and also causes the subsequent release of one of the clutches below the slow speed or speed, if the Herem valve is not activated; and

^c) the circular Ste uer to Druckan] e gene at cn d n Aunga gskupplu ngcn: The application pressure of the clutches is controlled output pressure Kreislavu.-by acting against the Ausgangskupplungsregulierventil and this controls; dex · circuit is drained to the outlet when the flow valve is actuated; the circuit is “below the brake operating pressure when both the forward and reverse valves are operated at the same time; the control pressure of the circuit vi is regulated by the braking operation regulating valve when both directional valves are actuated; A / rate of increase valve is in connection with the control circuit and a main pressure-i ': ceigabevexitil is in flow connection with the pear rice.

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Claims (8)

j 1.Ϊ Pohrzeu [; füi 'Reversicr Betric-l) with a gear- "i.uo TtixhtungGweeh. Input directional clutches for one or more Göntre br-vr. Speed ranges and also output speed bcxeichükapplunsen, whereby the Eupplungoa are optionally and hydraulically operated disc friction clutches, as well as a hyriv ^ xilzolw control system for the clutches and rv-n '£ .r: mö ^ l ± .r: mö ^ l ± .r. ?. ^ the 3ΐ: · · υ-richtungsu ^ traffic at full throttle, gekc η η ζ calibration τ-, ο t by a Druchströmunysüittelquelle, a handbei bri j ^ oarcs Richtui> ßKvjählveritil (a), represents; ir stro ^! ungsnittcleiapion ^ orider connection with the source, a Heamventil (S), which is in currentuigsmittel receiving connection with the ': Eichhanr ^ selector valve, eirc; SlrÖKinssaiittelMi'nokp (Q, R) for operating the lienvaventilo, a 7098U / 0796 0RIGir4ÄL INSPECTED (B) and a reverse sr. control valve (C) that connect to each other and are in fluid communication with the source, wherein the forward and reverse control valves under the control des Hemmventilc are actuated, a valve (D) for the input clutch droop area, the telempfangender in flow type Connection to your forward control valve and the reverse control valve is in fluid-dispensing Connection with the input couplings for their optional actuation stands and is in fluid-receiving connection with a manually operated speed range or gear selector valve (E) and a valve (F) for the output clutch speed range, that in fluid receiving communication with the speed range selector valve and in fluid communication with the output speed clutch for their optional actuation. 2. Vehicle for reversing operation with a gear and direction change transmission, which is controlled by a torque converter is driven, the transmission having forward and reverse input directional clutches for one or more Gears or speed ranges and also output speed range clutches has, wherein the clutches are v / ahlweise and hydraulically operated disc friction clutches, as well as a Hydraulic control system for the clutches and for enabling the direction of travel to be reversed at full throttle by a source of pressurized fluid, a manually operated directional selector valve (A), a directional selector flow valve (H), wherein the direction selector valve (A) is in fluid receiving communication via the direction selector flow valve (H) with the source is an inhibitor valve (S) which is in fluid receiving communication with the sifting selector valve (A), a fluid pressure circulating device with a fluid pump fed in via an orifice (Q) and bypass valves (R) to operate the inhibitor valve (S), a forward control valve (B) and a reverse 709844/0798 control valve (C) that are in flow communication with each other and stand with the source, where clas forward and reverse control valve under the supervision of the heminventiJ s operated, a valve (D) for the input clutch speed range, that in «airflow reception of the connection with the forward control valve and the reverse control valve (C) is when this forward and reverse valve is operated, a flow valve (M), which is in the fluid receiving Connection with the source and in fluid-dispensing ■ the connection with the input couplings, the Valve (D) for the input clutch speed range in fluid-releasing connection with the input clutch stands for their optional actuation, and wherein the valve for the input clutch speed range in the fluid-receiving Connection with a manually operated selector valve (E) stands for the speed range or gear, and eininVenti.l (F) for the output clutch speed range that is in fluid receiving Connection with the selector valve for the speed range and in flow medium connection with the Output speed range clutches are available for optional actuation. 3. Vehicle for reversing operation with a gear and direction change transmission driven by a torque converter is driven with the transmission having forward input direction clutches for one or more gears or speed ranges and also output speed range clutches wherein the clutches are selectively and hydraulically operated disc friction clutches, as well as a hydraulic control system for the clutches and for enabling the direction of travel to be reversed at full throttle, characterized by a source of fluid, a hand-operated hydraulic circulating device for selecting an operating state for a vehicle trip 709844/0796 direction and a gear ratio, one second hydraulic circulation device to bring about a gentle deceleration and acceleration of the vehicle, if a selection of an operating state has been made for the opposite direction of travel, the hydraulic circulation device has the following features: a) a device for measuring speed and direction, b) means for simultaneous full engagement of said directional clutches, and c) a device for simultaneous partial indentation a second clutch as a braking device. 4. The device of claim 3 further characterized in that said device an inhibitor valve for full, simultaneous engagement of the directional clutches when the vehicle is still moving (H) for actuating the forward and reverse control valves, the check valve of the fluid pump (Q) driven by the output is actuated. 5. Device according to one of claims 3 or 4, further characterized in that said Means for full, simultaneous engagement of the directional clutches when the vehicle is in general is at a standstill, includes a directional selector flow valve which is in pressurized fluid supplying communication is with the direction selector valve, as well as an accumulator valve which is in fluid communication with the WähldurcJiiloßventi 1 is and is operated by this. 7098U / Q796 6. Vehicle for reversing operation with a gear and direction change gearbox driven by a torque converter, the gearbox having forward and reverse input directional clutches for one or more gears or speed ranges and also output speed range clutches, the clutches being actuated v / ahlweise and hydraulically Disk friction clutches are, as well as a hydraulic control system for the clutches and to enable the direction of travel to be reversed at full throttle, marked by a pressure fluid source, a manually operated hydraulic circulation device for selecting an operating state of a vehicle direction and a gear ratio as well as with a direction selection valve, a forward control valve ^and a reverse control valve , a valve for the input clutch speed range, a valve for the output clutch speed range, and a selector valve for the gear or. Speed range, further characterized by a second hydraulic Revolving device for causing the vehicle to decelerate and accelerate smoothly when dialing an operating state was undertaken with the opposite direction of travel, the second hydraulic circulating device has the following characteristics: a) a device for measuring the speed and direction as well as with a reversible direction of rotation driven by the output Fluid pump, optionally fed through an orifice on each of its sides, b) means for simultaneous full engagement of said directional clutches, and 709844/0798 c) a device for simultaneous partial engagement a second clutch as a braking device and with a Druckreguliervonti1 for the outlet clutches. 7. The device of claim 6, further characterized by g e k e η nze It allows the facility to simultaneously fully engage the directional clutches when the vehicle is moving moved, includes a hemin valve to control the forward and reverse control valves to be actuated, whereby the check valve is actuated by the fluid pump driven by the output wix * d. 8. Device according to one of claims 6 or 7 »further characterized in that the means for full, simultaneous engagement of the directional clutches, when the vehicle has come to a general standstill, a directional selector flow valve is included in the pressurized fluid supply Communication with the direction selector valve is, as well as an accumulator valve, which is in fluid communication with the Vähl flow valve and actuated by this will. 9 · Vehicle for reversing operation with one gear and Directional change transmission driven by a torque converter, the transmission having forward and reverse input directional clutches for one or more gears or speed ranges and also output speed range clutches having, the clutches selectively and hydraulically operated Disc friction clutches are, as well as a hydraulic one Control system for the clutches and for enabling the direction of travel to be reversed at full throttle, marked by a source of pressurized fluid, a hand-operated hydraulic one Circulating device for selecting a direction and Gear ratio operating condition of a vehicle, one 709844/0796 Second hydraulic circulating device for bringing about a (gentle) deceleration \ md acceleration of the vehicle when operating conditions opposite to the direction of travel have been selected, the second hydraulic circulating device having the following features: a) A device for measuring speed and direction, b) means for simultaneous full engagement of the directional clutches, and c) a Reguli.erumlaufeinrichtung with a regulating valve for regulating and partially engaging the output speed range clutch as a braking device when both forward and reverse control valves are actuated. 709844/0796