US1701903A - Automatic speed-ratio regulator for hydraulic couplings and changespeed gears - Google Patents

Description

Feb 12, 192., I 1,701,903

. s a, wmsqws'r AUTOHATIC SIEED RATm REGULATOR FOE. HYDRAULIC COUPLINGS AND CHANGE SPEED'GEAHS Filed July l'T; 1922 8 ShBB'bS-Shfiflt 1 INVENTOR [W 7744z 4 y Attorneys,

Feb 12, 1929,

s. G. WmGQmsT AUTOMATIC SPEED RATIO REGULATOR FOR HYDRAULIC COUPLINGS AND CHANGE SPEED GEARS Filed July 17. 1922 3 Shets-Shmi; 2

, INVENTOR Q aka/am 0 1 WWW 5;- G. WHNGQUIST AUTOMATIC SPEED RATIO REGULATOR FOR HYDRAULIC COUPLINGS AND CHANGE SPEED GEARS Filed July m, 1922 s sheets s'iieet 3 Feb. 12, 1929,, 1JOL903 AUTOMATIC SPEED RATIO REGULATORFOR HYDRAULIC COUPLINGS AND CHANGE SPEED GEARS Filed July 17. 1922 a Sheets-Sheet 4 Fla 4 1/ a 45 I g jmfmim" JZWW flw'ym eh. E2, 1929:

s. G. wmcaQulsT FOR HYDR p GEARS 19 AUTOMATIC SPEED RATIO REGULA AND CHANGE s Filed Jul,

AUTOMATIC SPEED RATIO REGULATOR FOR HYDRAULIC COUPLINGS S. G. WINGQUIST Feb 12 AND CHANGE SPEED GEARS Filed July 1'7. 1922 8 Sheets-Sheet 6 Feb. 12, 1929. 1,7m,903

' S. G. WINGQUIST AUTOMATIC SPEED RATIO REGULATOR FQR HYDRAULIC COUPLINGS AND CHANGE SPEED emng Filed July 3.7. v1.922 8 Sheets-finest '7 Feb, 1, 1929. 1,701,903

v 5. G. WIINGQUIST I AUTOMATIC SPEED RATIO REGULATOR. FDR HYDRAULIC COUPLINGS AND CHANGE SPEED GEARS Filed July 17. 1922 8 sheets-sheet s I 17 51 18 I Z? Patented Feb. 12, 1929.

1,101,903 PATIENT OFFICE.

UNITED STATES SVEN GUSTAF WINGQUIST,

or eo'r'rnnnone, SWEDEN.

AUTOMATIC SPEED-RATIO REGULATOR FOR HYDRAULIO COUPLINGS AND CHANGE- SPEEID GEARS.

Application filed July 17, 1922. Serial No.

This invention relates to automatic means for controlling the speed ratio of hydraulic couplings and change speed. gears.

The chief object of the invention is to automatically ctfect a change of transmission ratio in such change speed gears so as to always maintain the most suitable coupling.

The invention consists, primarily, in the speed ratio regulating means for hydraulic change speed gears being constructed and arranged in such n'ianner that its controlling movements will be effected under the co1nbined influence both of the fluid pressure in the pressure chamber of the device and of the centrifugal force acting upon a rotating memher, so that the transmission ratios will be dependent on and changed with both the turning moment of the driven member of the device (which moment is measured by the fluid pressure in the system) and the number of revolutions per minute of the driving member. or the driven member, or both said mem-' bers.

A further object of the invention is to provide in a hydraulic coupling device one or more valves sensitive to the opposing actions of centrifugal force and fluid pressure, disposed so as to control the flow of fluid through a pump which is connected between driving and driven elements, the position of said valve or valves thereby determining the relative/motion between said elements.

Further objects of the invention will be apparent from the detailed description of my invention with reference to the accompanying drawings.

In the drawings, several forms of a hydraulic coupling and change speed gear constructed according to the differential principle and specially adapted for automobiles or the like are illustrated as examples em bodying the invention. Fig. 1 is a section of the one form of embodiment on the broken line 11 of Fig. 2. Fig. 2 is a section on line 2-2 of Fig. 1. Fig. 3 is an axial section of another form of embodiment. Fig. 4 is a transverse sectional view of the delivery pump viewed from the left-hand side of Fig. 1; Fig. 5 is a similar view of the first receiving pump to the left of Fig. 1, and Fig. 6 a similar view of the second receiving pump to the right of the first receiving pump. Fig. 7 is an end view of the change speed gear viewed from the right hand side of Fig. 1 and showing the ratchet device for checking the 575,673, and in Sweden November 16', 1921.

stator elements; Fig. 8 is a view similar to that of Fig. 2, showing a modification of the change speed gear wherein the control valves are actuated indirectly by centrifugal force; and Fig. 9 is a similar view showing a further modification wherein one of the control valves is actuated indirectly by centrifugal force and a spring and another of the control said casing 2 is a driven shaft 3, such as the shaft of an automobile, and keyed to the said shaft is a rotor 5 having radially movable vanes 4, said rotor 5 forming the driven rotor constituting, in conjunction with the driving rotor 2, the pump system normally operating as a delivery pump. Placed in the casing 2 are, further, two mutually independent stator pump elements 6 and 7 having radially movable vanes 8, 9, respectively, said stator elements being keyed to sleeves 10, 11, respectively and adapted to be turned relatively to each other and to the driven shaft 3. The stator elements 6, 7 with their vanes 8, 9 form, together with the driving rotor 2, the pump system normallv operating as receiving pumps to receive the output of the delivery pump 2, 5. All the pump systems 2, 5, 2, 6 and 2, 7 are considered to be double acting, i. e. provided each with two diametrically disposed abutments and two working surfaces so that the device as a whole will be mechanically balanced. Attached to the free ends of the sleeves 10, 11 are pawls 12 and 13 cooperating with ratchet teeth 14 in a frame 15 so that the stator elements 6 and 7 are free to rotate with and relative to the driving rotor 2 when rotated in the direction of the arrow but are prevented from turning in the opposite direction. The pawls are actuated by springs 61tending to retain the pawls in the position shown in Fig. 7 and counteracted by centrifugal force exerted by the pawls when rotating with the stators 6 and 7 as is the case in direct drive, when both receiving pumps are cut out or when one of said pumps is cut out. By such means the pawls 12 and 13 will, while rotatin and due to centrifugal force,

' be held out 0 contact with the teeth 14 of the frame 15.

Placed between the pump system 2, 5 at one side and the pump systems 2, 6 and 2; 7 at the other side is a partition wall 16 firmly connected to the casing 2, said wall carry ing regulating devices arranged and operat-. ing as hereinafter described. On accountp'f the arrangement of each pump element wlth two abutments, the regulatin devices are ar-. ranged in pairs at diametricall opposite points, one regulating device 0 each pair only being shown in section in the figures, for the sake of simplicity.

iLlying in a plane perpendicular to the axis 0 t e transm1ss1on shafts and from substantially diametrically opposite points on the pebores 17, 18, 19forming cylindrical guides for the reciprocating piston valves 20, 21, 22

All the valves are shown intheir outer posir tions in which the valve stem heads 26, 27,

28 placed at the inner ends of the valve stems 23, 24, 25 bear on the inner side of sleeves 29, 30, 31 which sleeves are rigidly attached to the bores 17 18, 19 so as to prevent further outward movement of the valves. Pivotally connected to the valve stem heads 26, 27, 28 are connecting rods 32, 33, 3a pivoted to rings 35, 36, 37 respectively, which rings are adapted to 'turn independently on a drum 38 carried by the partition 16. By such common mounting of corresponding -diametrically disposed valves-a like movement of the valves belonging to each pair is secured. llhe valve chambers or bores 17, 18 and 19 are permanently connected at theirouter ends, throughthe openings 39 in the partition 16 (Fig. 1), to-the pressure chambers of the pump system 2, 5, so that the valves 20, 21 are, directly actuated by the fluid pressure in the said chamber. In a certain predetermined position of the valves 20, the valve chambers 17 will be connected through openings 40 (shown in Figs. 2, 5 and ,6) to the pressure chamber of the pump system 2, 6,

' so that a connection will be established between the pressure chambers of the pump systems 2, 5 and 2, 6. In a similar manner, through the valve chambers 18 and openings 41 in the partition 16, the pressure chambers of the pump systems 2, 5 and 2, 7 can be connected. The valves 20 and 21 actuated, during the operation of the change speed gear, by the fluid pressure in the pump system 2,

t 5 will, further, be thrown outward by the centrifugal force, and the connections between the pressure chambers of the pump systems hereinbefore described will, obvious- 1y, be established when the fluid pressure in the pump system 2, 5, and correspondingly the turning moment on the driven shaft 3, is

greater than the centrifugal force exerted by 1,701,9oa V the valve pistons 20, 21, i said {centrifugal force being dependent on the weight of the valve pistons and the number of revolutions of the-rotor 2 and the-shaft 1.- As'shown in Fig. 2, the valve piston 20 is hollow while the valve piston 21 is solid, and, on account thereof, the'lighte'r valve 20 will connect the pressure chambers of the pump systems 2, 5

and 2, 6v at-a less pressure than that at which 1 the heavier valve 21 connects'the-pressure chambers of thepump systems2, 5 and 2, 7 .The by-pass valves'22 actuated by centrifugal force and by springs 12 in opposite direcand thereby to gradually shut off the connection between the pressure chambers of the pump system 2, 5 and the suction chambers, when the number of revolutionsapproach 300 per minute, at which speed the'engine commences to develop useful power; The valves 21 are weighted and dimensioned so that, at a number of revolutions of, say, 900 per minute, ormore, and at a maximum turning moment of the driving motor, their centrifugal action exceeds the fluidpre'ssure then existing in the pump system 2, 5'so that the said valves begin to gradually shut oil the connection between the pressure chambers of the riphery of the partition 16 are parallel provide a condition of free engine in which 'the fluid idly short-circuits from the pres and pump systems 2, 5 and. 2, '7. These valves will close gradually because of the fact that as they are progressively closed, the ports 41 which they control are gradually restricted, this resulting in an increasein fluid pressure, which in turn increases-the resistance to further closing of the valve. Such increased resistance can only be overcome by a further 1 increase in speed of the driving rotor. After valves 21 are fully closedand the speed of the driving element further increased, valves 20 commence to close, the outward movement of these valves in like manner gradually restricting portsiO until when suchports are fully closed, a direct drive is established, the fluid being then looked in the pressure chambers of the delivery pump 2, 5. As hereinbefore set forth, the relative timing. of the valves is determined by suitably proportioning their masses with respect to the'eflective pressure area of the valves. If the pressure areas are equal, as shownin Fig.2, the valves being of thesame diameter, the action of the g valves is timed by providing a different mass for each, the valves 21 which are heavier being the first to close.

Supposing the direction of running of the driving rotor 2 to be that indicated by the arrow in Figs. 4, 5 and 6 and supposing further the openings 40and 41, Fig. 2 (also 1ndicated for the sake of clearness by dashed and dotted lines in Figs. 5 and 6) to be shut by the valves 20 and 21, a fluid pressure W111 arise in the chamber 51, Fig. 4, between the abutments and the vanes 4, and the rotor 5 will be caused to rotate with the same speed as does the driving rotor 2, it being assumed that the valves 22 shut off the connections 43 between the pressure chambers and the suction chambers of the delivery pump 2, 5. The pressure fluid in the chambers 51 enters through the openings 39 to the valve chambers 17 and 18, F ig. 2, at the outer ends of the control valves 20 and 21, which will, thus, be exposed to the said. fluid pressure.

If then the load to be driven increases, also the fluid pressure will increase and at a certain relationship between said pressure and the centrifugal force exerted for instance by the valves 20, said valves will be moved inward and open the ports 40, Figs. 2 and 5, leading to channels 52, Fig.5, which are open to the chambers 53 between the one side of the abutments 46 and the vanes 8 of the first receiving pump 2, 6. Due to the pawl and ratchet device 13, 14, Figs. 1 and 7, the stator 6 with its vanes 8 cannot turn in a direction opposite to that of the driving rotor and, consequently, a fluid pressure will arise in the said chambers 53 causing a reaction 'force on the abut-merits 46, which will be transmitted through the rotor body 2 to the abutments 45 of the delivery pump 2, 5 and from there through the fluid to the driven rotor 5. Thus,

the torque of said latter rotor 5 avill increase correspondingly and at the same time the rotor 5 will slip with relation to the driving rotor 2 or obtain a decreased speed of rotation, which is dependent on the relation between the volumetric capacities of the delivery pump 2, 5 and the receiving pump 2, 6. The fluid delivered to-the receiving pump 2, 6 is withdrawn through the openings 54 at the opposite sides of the abutments 46 and led to the annular suction chambers 55, which communicate through openings 56, Fig. 4

with the suction chambers 57 of the delivery pump 2, 5. Thus, a circulation of fluid takes place between the delivery pump 2, 5 and the receiving pump 2,6.

Further, if the load to be driven be still increased, the speed of the driving rotor 2 remaining constant, also the fluid pressure increases and the valves 21 are caused to open the ports 41, Figs. 1, 2 and 6, and establish a communication between the pressure chamr bers 51 of the delivery pump 2, 5 and the pressure chambers 58 of the second receiving 6, a fluid pressure will now arise also in the chambers 58 and cause a reaction force on the abutments 47, which is, as before, trans mitted to the driven rotor 5, the slip of which relatively to the driving rotor 2 will be further increased at the same time as its tor ue will increase correspondingly. The fluid elivered to the receiving pump 2, 7 is returned through the openings 60 at the opposite sides of the abutnients 47, the annular chambers 55 and the openings 56, Fig. 4, to the suction chambers 57 of the delivery pump 2, 5.

It will be understood that the transition between successive stages of coupling, as hereinbcfore set forth, occurs without shock inasmuch as the movement of the valves is smooth and gradual. During the periods that the valves are in motion asli ping clutch effect is an inherent characteristic of the transmission, and this is true of-each of the three sets of valves. In shifting from neutral through the several stages to direct drive, it will be seen that the gradual closure of valves 22 finally results in a positive fluid drive at the ratio determined by the relative volumetric capacities of the cooperating pumps. Thereafter the gradual closing of valves 21 results in a smooth transition from the first speed ratio to the second speed ratio' which is determined by the relative capacities of pumps 2, 5,2, 7. The same action will occur during the closure of valves 20 during which the transmission ratio is shifted from second speed to direct drive. During the aforesaid transition periods, until the particular pair of valves which tive under given conditions of fluid pressure and centrifugal force, has opened sufiiciently 'to pass fluid substantially without any obstruction in quantities sufficient to meet the demands of the receiving pump or pumps which at that time may be cooperating with the delivery pump 2, tion is taking place. The resistance which the valves in any partially closed position offer to the flow of fluid, results in a direct application of torque between the driving rotor 2 and the driven rotor 5, because of the fluid pressure developed from the partial closure of such valves. This slipping clutch action will decrease until when a particular setof valves is closed, a positive coupling is provided atthe next higher transmission ratio.

It will be understood that the action of valve springs 42 is so proportioned with respect to the centrifugal mass of by-pass valves 22 that said valves will occupy a wide open position (a radially inward position) whenever the speed of the driving rotor is remay be opera- 5, a slip'plng clutch accrease in speed, or decrease h the motor according to the speed duced below 300 R. P. M., for example, or

such other speed as may be found satisfactory for the idling speed of the engine when the transmission is in neutral. With the said valves fully open, no appreciable pressure willbc developed in the chambers of the dclivery pump 2, 5, and the transmission will be set in neutral. lhis automatic declutching action positively insures against stalling the engine in a motor vehicle for example, the clutch always disengaging before the engine is slowed down to a stalling speed.

In accelerating. the operation is just the reverse of that above' set forth. The coupling starts in neutral, valves 22 gradually closing and thus progressively reducing the slip between the driving and driven elements.

For a certain period afterthe closure of valve 22, valves 17 and 18 remain open, permitting both the receiving pumps tocoact with the delivery pump ,to establish the first speed driving ratio determined by the relative capacity of the pumps.

in fluid .pressure, the valves 21 will gradually close, thus cutting out the receiving pump gradually est blishing the second speed driving ratio. Upon a still further increase in speed or decrease in load the valves 20 will commence to close, thereby by gradual stages shifting from second speed to direct drive. From the foregoing it will be clear that each pair, of valves during successive transition periods under conditions resulting in changes in driving ratio toward direct drive virtually provides a smooth and gradually increasing clutching efiect for the transmission stage of next higher ratio, the reverse operation occurring in shifting from direct drive through the several stages to neutral.

It will be clear from the aforesaid-that the transmission ratio will be entirely automatically regulated in accordance with the actual circumstances, being controlled both by the load on the driven shaft and the R. P. M. of

the driving shaft. The'operator is thus required merely to control the fuel su ply to at w ich he desires to travel. I

The form'of embodiment shown in Fig. 3 difi'ers from that previously described in that the driving shaft 1 is connected. directly to the ,rotor 5, which thus becomes the driving instead ofthe' driven rotor, and the driven shaft 3 is firmly connected, through the par tition wall 16, to the casing 2 which will thus form the driven rotor instead of thedriving one. The valves (only 21visible in Fig. 3) also here are placed in the partition'wall 16 of the casing 2 and actuated, as before, by

. the pressure 1n the pump system 2, 5, but their action will now be dependent on the number of revolutions-of the driven member (casing 2 with shaft 3) instead of by the-number of Upon a further ini 2, 7, and thereby menace revolutions of the driving member (casing'2 with Shaft? 1 l The -modification shown in Fig. 8 difiers from that shown in Fig. 2 in that the valves 20 and 21' are actuated indirectly by centrifugal force by means of radially slidable weights 62 and 63 connec'ted'b means of:

weights 62 and, thus, assisting the fluid pressure indirectly, while-the valves 21 are actuateddlrectly bysprings 67 counteracting the fluid pressure and assisting the centrifugal force of the weights 63 indirectly.

It IS obvious that the conditions may be varied by suit-abl changing the valve systems which may e actuated, if desired, by sprmgs orthe like supporting or counteractmg the centrifugal force,-or the fluid pressure, respectively. Moreover, the valve systems need not be directly operated by the centrifugal force and the fluid; pressure, as sho n, but, if desired, the said powers may act on the valve systems through suitable translations.

Also in other respects, the invention is not limited to the embodiments of hydraulic couphng and change speed gears shown in the drawings but may be employed even in cases .where there are two pump. systems only, or

more than three.

ll claim: 1 l. A hydrauliccoupling and changesp'eed gear, comprising a delivery pump and at least one receiving pump, and valve 1 controlled counteracting the centrifugal force of the Mil) force, so as to open and close said passages respectively, in accordance with the fluid pressure set up in the delivery pump in overcoming the load tobe driven and in accordance with the speed of one of the rotating members of the change speedgear.

3. A hydraulic coupling and change speed gear, comprising a delivery pump and at least one receiving pump, and valve controlled passages between said delivery pump and said receiving pump, means adapted to control said passages, said means being movably carried by a rotating member of the change speed gear and adapted to be moved in a direction to open said passages by the fluid pressure set up in said delivery pump in overcoming the load to be driven and being adapted to be moved in a. direction to close said passages by the centrifugal force due to the rotation of said rotating member, whereby the position of said control means will be determined by the resultant force of the aforesaid opposed forces.

4. A hydraulic coupling and change speed gear, comprising a delivery pum and a plurality of receiving pumps, an valve controlled passages between said delivery pump and said receiving pumps, a plurality of means adapted to control said passages, said means being movably carried by a rotating member of the change speed gear and adapted to be moved in a direction to close said passages by centrifugal force due to the rotation of said member and to be moved in a direction to open said passages by fluid pressure in the delivery pump due to overcoming the transmission load and each of said means having a dificrent ratio between its susceptibility to centrifugal actuating force and its active area exposed to fluid pressure whereby at increasing engine speed, the torque load remaining constant, the several control means will act in' a predetermined series to vary the quantity of fluid delivered by said delivery pump.

5. A hydraulic coupling and change speed gear, comprising a delivery pump and a plurality of receiving pumps, and valve controlled passages between said delivery pump and said receiving pumps, a plurality of means adapted to control said passages, said means being movably carried by a rotating member of the change speed gear and adopted to be moved in a direction to close said passages by centrifugal force due to the rotation of said member and to be moved in a direction to open said passages by fluid pressure in the delivery pump due to overcoming the transmission load and each of said means having a different ratio between its centrifugally active mass and its active fluid pressure surface whereby at increasing torque loads, the engine speed remaining constant, the several control means will act in a predetermined series to permit an increasing quantity of fluid to be delivered by said delivery pump.

6. A hydraulic coupling and change speed gear according to claim 1, including an auxiliary spring fluid control means adapted to be actuated by centrifugal force in accordance with engine speed whereby until the en- .gine; has reached a certain predetermined speed, free egress of the fluid from id pump will be aflorded regardless of any load on the transmission.

7. A hydraulic coupling and change speed gear according to claim 1, in which said delivery pump and said receiving pump or pumps are formed ,by a rotary driving member, a rotary driven member and at least one normally stationary member, one of said rotary members being common to both the delivery pump and the receiving pump or pumps, said control means being carried by said common rotary member. s

8. A hydraulic coupling and change speed gear according to claim 1, in which said delivery pump and said receiving pump or pumps are formed by a rotary driving member, a rotary driven member and at least one normally stationary member, said rotary driven member being common to both the delivery pump and the receiving pump or pumps, the means controlling the connections between said deliver and receiving pumps Ilgeing carried by sai common driven mem- 9. A hydraulic coupling and change speed gear, comprising a delivery pump and one or more receiving pumps and communications between said delivery pump and said receiving pump or pumps, means adapted to automatically control saidcommunications, said means comprising substantially radially movable piston valve members mounted in a partition between said delivery pump and said receiving pump or pumps and exposed at their outer ends to fluid pressure set up in the delivery pump to open said communications and having its centrifugally active mass proportioned with respect to its active fluid pressure area so as to close said communications at a predetermined speed of rotation of the member carrying said partition and at a predetermined fluid pressure set up in said delivery pump.

' 10. A hydraulic coupling mechanism with which to connect a driving element with a driven element, said mechanism comprising a fluid pump connected between and actuated in accordance with the difl'erence in speed between said elements, a passage connecting the intake and exhaust sides of said pump, a valve in said passage adapted to control and dominating the circulation of fluid through said pump and thereby to control the relative movement between said elements, and an automatic valve control comprising centrifugal means sensitive to the speed of the driving element, said means tending to close said valve, and pressure sensitive means tending to open said valve, said two means acting oppositely upon the valve to cause a substantial reduction in the relative speed between the driving and driven elements upon a maance with the resultant force of the opposing actions ofcentrifugal means and fluid pressure, t e said valve means being sensitive in the onie direction to centrifugal force due to the speed of'the driving element, and in the opposite direction to the fluid pressure gener ated by the pump, increments in fluid pressure when the speed is constant adjusting ,the

valve means to increase the flow of fluid through said passage, and increments in the speed ofthe/ driving element when the pressure is constant adjusting the valve means to decrease theflowof fluid through said passage. Y 12. Ahydrauliccoupling mechanism with which to connect (a driving element with a driven element,- said mechanism comprising a pump connected between and actuated in accordance with .the diflerence in speed of said elements, a valve adapted to control and dominating the fiow of fluid from said pump, centrifugal means controlled by the speed of the driving element tending to close said valve and pressure-sensitive means tending to open said valve, the position of the valve and consequently the flow of fluid from said pump being substantially determined by the resultant .ofthe said opposing forces of centrifugal action and fluid pressure.

13. A hydraulic coupling mechanism with q aromas which to connect a driving element with a driven element, said mechanism comprising a fluid pump connected between and actuated in accordance with the diflerence in speed between said elements, and means sensitive to the opposing actions of centrifugal force and fluid pressure adapted to control and dominating the flow of fluid through said .pump in accordance with the resultant of said opposing actions, the relative motion between the driving and driven elements being substantially inversely proportional to the centrifugal force under conditions of uniform pressure and being substantially proportional to the fluid pressure under uniform conditions of centrifugal action.

1a. A hydraulic coupling mechanism with which to connect a driving shaft with a driven shaft, the slip of said mechanism being controlled by the flow of a fluid, said mechanism comprising a valve arranged to receive pressure from the fluid tending'to open the valve, together with centrifugally-operated means tending to close the valve, said valve the driven, shaft, a valve adapted to control and dominating such flow of said fluid, said dominating valve beingarranged and adapted to be acted upon oppositely by centrifugal force tending to close it, and by the pressure of said fluid tending to open it, the slip of the coupling varying directly with the load and inversely with the speed.

In testimony whereofl have signed-my name.

SVEN GUSTAF WINGQUIST.

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