GB1597100A - Method of and apparatus for retarding the motion of a power driven vehicle - Google Patents
Method of and apparatus for retarding the motion of a power driven vehicle Download PDFInfo
- Publication number
- GB1597100A GB1597100A GB5406876A GB5406876A GB1597100A GB 1597100 A GB1597100 A GB 1597100A GB 5406876 A GB5406876 A GB 5406876A GB 5406876 A GB5406876 A GB 5406876A GB 1597100 A GB1597100 A GB 1597100A
- Authority
- GB
- United Kingdom
- Prior art keywords
- brake
- retarder
- gear
- slipping
- output shaft
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000033001 locomotion Effects 0.000 title claims description 16
- 230000000979 retarding effect Effects 0.000 title claims description 8
- 238000000034 method Methods 0.000 title claims description 7
- 230000005540 biological transmission Effects 0.000 claims description 30
- 238000006243 chemical reaction Methods 0.000 claims description 23
- 238000001816 cooling Methods 0.000 claims description 16
- 239000012809 cooling fluid Substances 0.000 claims description 8
- 230000007935 neutral effect Effects 0.000 claims description 7
- 239000012530 fluid Substances 0.000 claims description 6
- 230000007423 decrease Effects 0.000 claims description 3
- 230000001105 regulatory effect Effects 0.000 claims description 2
- 230000008878 coupling Effects 0.000 description 3
- 238000010168 coupling process Methods 0.000 description 3
- 238000005859 coupling reaction Methods 0.000 description 3
- 239000003575 carbonaceous material Substances 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H3/00—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion
- F16H3/44—Toothed gearings for conveying rotary motion with variable gear ratio or for reversing rotary motion using gears having orbital motion
- F16H3/62—Gearings having three or more central gears
- F16H3/66—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another
- F16H3/666—Gearings having three or more central gears composed of a number of gear trains without drive passing from one train to another with intermeshing orbital gears
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/003—Transmissions for multiple ratios characterised by the number of forward speeds
- F16H2200/0047—Transmissions for multiple ratios characterised by the number of forward speeds the gear ratios comprising five forward speeds
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16H—GEARING
- F16H2200/00—Transmissions for multiple ratios
- F16H2200/20—Transmissions using gears with orbital motion
- F16H2200/2002—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears
- F16H2200/2015—Transmissions using gears with orbital motion characterised by the number of sets of orbital gears with five sets of orbital gears
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Structure Of Transmissions (AREA)
- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
- Transmission Of Braking Force In Braking Systems (AREA)
Description
(54) METHOD OF, AND APPARATUS FOR,
RETARDING THE MOTION OF A POWER
DRIVEN VEHICLE
(71) We, BRITISH LEYLAND UK
LIMITED, British Company of Leyland
House, 174, Marylebone Road, London, NW1 5AA, do hereby declare the invention.
for which we pray that a patent may be granted to us, and the method by which it is to be performed, to be particularly described in and by the following statement: This invention relates to a method of, and apparatus for, retarding motion of a power driven vehicle. Such a vehicle is one in which a prime mover is linked by an input shaft to a transmission system which, by means of an output shaft, supplies power to ground engaging wheels or tracks. In particular it is concerned with a vehicle having a transmission utilising a sequence of epicyclic gear trains each train being operable to link the input and output shaft to provide the desired relative speed difference. Each of the trains incorporate a reaction member whose motion can be clamped by an associated clamping means to bring the train into operation. In addition one train, the reverse gear train is so adapted that, on clamping it, the output shaft is caused to rotate in the opposite direction to its direction of rotation when any forward gear train is engaged. Hereafter such a transmission is termed as being of the type described.
According to a first aspect of the present invention there is provided a retarder for a vehicle in the form of a transmission system utilising a sequence of epicyclic gear trains each train being operable to link an input and an output shaft to provide for the transmission of torque therebetween, each of the trains incorporating a reaction member whose motion can be clamped by an associated clamping means to bring the train into operation and in addition one train, the reverse gear train, having a reaction member so adapted that, on clamping its motion, the output shaft is caused to rotate in the opposite direction to that direction in which it rotates when any other gear train is in operation; characterised by clamping means for the reverse gear train embodied in a brake and a control means for the brake to operate the brake;
(i) in a clamping mode to cause reversal of direction of rotation of the output shaft relative to the direction of rotation with any forward gear engaged; and
(ii) in a slipping or intermittent mode to apply retardation to the output shaft of the transmission, and characterised by cooling means for cooling a fluid in contact with the brake adapted for operation at least while the brake operates in the shipping or intermittent mode. According to a first preferred form of the first aspect the cooling means includes a heat exchanger through which the cooling fluid circulates in use. The cooling means preferably also includes a pump for directing the cooling fluid through the brake.
According to a second preferred form of the first aspect the retarder is characterised in that the control means are adapted to operate the brake in the slipping or intermittent mode with any one of the remaining gear trains acting to link the input shaft to the output shaft.
According to a third preferred form of the first aspect the retarder is characterised in that the control means are adapted to operate the brake in the slipping or intermittent mode only when the remaining gear trains do not act to link the input shaft to the output shaft.
According to a fourth preferred form of the first aspect the retarder is characterised by a regulator so adapted that, on initial operation of the regulator, the transmission is placed in neutral and subsequent operation of the regulator causes the brake to operate in the slipping or intermittent mode.
According to a fifth preferred form of the first aspect the retarder is characterised by a regulator so adapted that, on operation of the regulator, the brake operates in the slipping or intermittent mode with a clamping means of another gear train clamping a reaction member of that gear train.
According to a sixth preferred form of the first aspect the retarder is characterised by a regulator so adapted that, in initial operation of the regulator, with the transmission engaged in a gear other than reverse or lowest forward gear, the transmission is caused to change from the gear in which it is engaged to a lower gear (that is to say a change in which the number of revolutions of the output shaft by comparison with the input shaft decreases) and subsequent operation of the regulator causes the brake to operate in the slipping mode.
According to a second aspect of the present invention there is provided a method of retarding a vehicle, equipped with a transmission utilizing a sequence of epicyclic gEar trains each train being operable to link an input and an output shaft to provide for the transmission of torque therebetween; each of the trains incorporating a reaction member whose motion can be clamped by an associated clamping means to bring the train into operation and in addition'one train, a reverse gear train, having a reaction member adapted so that, clamping its motion, the output shaft is caused to rotate in the opposite direction to that direction in which it rotates when any other gear train is in operation characterised by the steps of:
(i) causing the clamping means for the reverse gear train reaction member to slip or act intermittently so as to cause a retarding torque to be applied to the output shaft; and (ii) cooling the reaction member and/or clamping means by a fluid cooled by cooling means at least while the clamping means causes the reaction member to slip or act intermittently.
An exemplary embodiment of the invention will now be described with reference to the accompanying drawing of which:
Figure 1 is a diagram of the significant components of a transmission unit for a road vehicle; and
Figure 2 is a sectional elevation of the transmission shown diagrammatically in
Figure 1.
Similar components in both Figures have similar reference numerals.
Power from a diesel engine is fed to input shaft 11. Intermediate shaft 12 is coupled to input shaft 11 by a fluid coupling 13.
Output shaft 14 has splined to it a flange 15 for coupling to drive shaft for a differential gearing for the rear wheels of the vehicle.
To enable the speed of output shaft 14 to be varied relative to the speed of input shaft 11 the shafts 12, 14 can be coupled to one another by epicyclic gear trains 1 to 4 and
R.
The selection of the appropriate speed is achieved by operation of:
compressed air operated band brakes 16 to 19 associated, respectively, with gear trains 1 to 4; clutch 20; and, in the case of a reverse speed brake 21.
Forward Gears
If the lowest forward gear described as first is provided by operation of gear train 1 and the highest forward gear, described as fifth, is provided by gear train 4 then the requisite brake or clutch engagement is indicated by E as follows:
Band Brake
Gear Clutch 20 19 18 17 16
First
Second E L Third E
Fourth E
Fifth E
Reverse Gear
Brake 21 comprises interleaved plates A,
B of sintered carbon material. Plates A are carried on clutch member 22 which is displaceable by hydraulically operated ram 23.
Plates B engage reaction member 24 of gear train R. Full pressurisation of ram 23 causes closing up of plates A, B to lock up reaction member 24 to clutch member 22. Output shaft 14 is caused to rotate by transmission through sun wheels 25 from coupling 13.
The direction of rotation is governed by the connection between planet wheel 26, sun wheel 27, carrier 28, planet wheels 29 and the sun wheel 25.
A mode of operation is provided for brake 21 to enable retardation.or braking to be applied to output shaft 14. In this mode the reaction member 24 is not locked but allowed to slip or engage intermittently in a controlled manner, as, for example, by using a known pressure modulating valve. To cool the sintered plates A, B a continued flow of oil is directed through brake 21 from duct 30. From duct 30 oil flows inwardly across the clutch plates A, B to annular chamber 31 and into the gear box sump 32. From the sump the oil is withdrawn by a pump and passed through an oil cooler back to duct 30. For this purpose a low pressure oil pump is sufficient. A separate high pressure system is provided for control and other services.
The control system for operating brake 21 in a slipping mode is regulated by a foot brake pedal of the vehicle. The pressure modulating valve controls the fluid pressure applied to the ram 23. The valve position is controlled by a cam operated by a slave and master hydraulic ram for movement of the brake pedal. The cam enables a degree of flexibility in the relationship between pedal travel and hydraulic pressure to allow
operation of the retarder to be integrated
effectively with the braking system of the
vehicle.
On the first part of brake pedal travel
only a variable pressure will be applied to
ram 23. The response time is short so use of the retarder is rapidly available. Further de
pression of the brake pedal causes the
vehicle service brakes to be applied. With
increasing depression the brakes and
retarder will be operative but the retarder is
modulated so as not to impair vehicle
stability.
In normal usage three alternative
sequences of gear box operation on
applying retardation is envisaged.
In the first sequence initial operation of
the foot pedal causes the gearbox to be
placed in neutral prior to engagement of the
slipping mode of operation with brake
21.
In the second sequence the initial placing
of the gearbox in neutral of the first
sequence is disposed with and operation of
the footbrake immediately causes the
slipping mode of operation of brake 21.
In the third sequence operation of the
footbrake causes the transmission to change
down one gear automatically if bottom gear
is not already engaged prior to engagement
of the slipping mode of operation of brake
21.
WHAT WE CLAIM IS:
1. A retarder for a vehicle in the form of
a transmission system utilising a sequence of
epicyclic gear trains each train being
operable to link an input and an output
shaft to provide for the transmission of
torque therebetween, each of the trains
incorporating a reaction member whose
motion can be clamped by an associated
clamping means to bring the train into
operation and in addition one train, the
reverse gear train, having a reaction
member so adapted that, on clamping its
motion, the output shaft is caused to rotate
in the opposite direction to that direction in
which it rotates when any other gear train is
in operation; characterised by clamping
means for the reverse gear train embodied in a brake and a control means for the brake to operate the brake:
(i) in a clamping mode to cause reversal of direction of rotation of the output shaft relative to the direction of rotation with any forward gear engaged: and
(ii) in a slipping or intermittent mode to apply retardation to the output shaft of transmission, and characterised by cooling means for cooling a cooling fluid in contact with the brake adapted for operation at least while the brake operates in the slipping or intermittent mode.
2. A retarder as claimed in Claim I characterised in that the cooling means includes a heat exchanger through which the cooling fluid circulates in use.
3. A retarder as claimed in Claim 1 or
Claim 2, characterised in that the cooling means includes a pump for directing the cooling fluid through the brake.
4. A retarder as claimed in Claim 1 characterised in that the control means are adapted to operate the brake in the slipping or intermittent mode with any one of the remaining gear trains acting to link the input shaft to the output shaft.
5. A retarder as claimed in Claim 1 characterised in that the control means are adapted to operate the brake in the slipping or intermittent mode only when the remaining gear trains do not act to link the input shaft to the output shaft.
6. A retarder as claimed in Claim 1 characterised by a regulator so adapted that, on initial operation of the regulator, the transmission is placed in neutral and subsequent operation of the regulator causes the brake to operate in the slipping or intermittent mode.
7. A retarder as claimed in Claim 1 characterised by a regulator so adapted that, on operation of the regulator, the brake operates in the slipping or intermittent mode with a clamping means of another gear train clamping a reaction member of that gear train.
8. A retarder as claimed in Claim 1 characterised by a regulator so adapted that, in initial operation of the regulator, with the transmission engaged in a gear other than reverse or lowest forward gear, the transmission is caused to change from the gear in which it is engaged to a lower gear (that is'to say a change in which the number of revolutions of the output shaft by comparison with the input shaft decreases) and subsequent operation of the regulator causes the brake to operate in the slipping mode.
9. A retarder for a vehicle as hereinbefore described with reference to Figure 1 and Figure 2 of the drawings accompanying the Provisional Specification.
10. A vehicle equipped with a retarder as
**WARNING** end of DESC field may overlap start of CLMS **.
Claims (12)
1. A retarder for a vehicle in the form of
a transmission system utilising a sequence of
epicyclic gear trains each train being
operable to link an input and an output
shaft to provide for the transmission of
torque therebetween, each of the trains
incorporating a reaction member whose
motion can be clamped by an associated
clamping means to bring the train into
operation and in addition one train, the
reverse gear train, having a reaction
member so adapted that, on clamping its
motion, the output shaft is caused to rotate
in the opposite direction to that direction in
which it rotates when any other gear train is
in operation; characterised by clamping
means for the reverse gear train embodied in a brake and a control means for the brake to operate the brake:
(i) in a clamping mode to cause reversal of direction of rotation of the output shaft relative to the direction of rotation with any forward gear engaged: and
(ii) in a slipping or intermittent mode to apply retardation to the output shaft of transmission, and characterised by cooling means for cooling a cooling fluid in contact with the brake adapted for operation at least while the brake operates in the slipping or intermittent mode.
2. A retarder as claimed in Claim I characterised in that the cooling means includes a heat exchanger through which the cooling fluid circulates in use.
3. A retarder as claimed in Claim 1 or
Claim 2, characterised in that the cooling means includes a pump for directing the cooling fluid through the brake.
4. A retarder as claimed in Claim 1 characterised in that the control means are adapted to operate the brake in the slipping or intermittent mode with any one of the remaining gear trains acting to link the input shaft to the output shaft.
5. A retarder as claimed in Claim 1 characterised in that the control means are adapted to operate the brake in the slipping or intermittent mode only when the remaining gear trains do not act to link the input shaft to the output shaft.
6. A retarder as claimed in Claim 1 characterised by a regulator so adapted that, on initial operation of the regulator, the transmission is placed in neutral and subsequent operation of the regulator causes the brake to operate in the slipping or intermittent mode.
7. A retarder as claimed in Claim 1 characterised by a regulator so adapted that, on operation of the regulator, the brake operates in the slipping or intermittent mode with a clamping means of another gear train clamping a reaction member of that gear train.
8. A retarder as claimed in Claim 1 characterised by a regulator so adapted that, in initial operation of the regulator, with the transmission engaged in a gear other than reverse or lowest forward gear, the transmission is caused to change from the gear in which it is engaged to a lower gear (that is'to say a change in which the number of revolutions of the output shaft by comparison with the input shaft decreases) and subsequent operation of the regulator causes the brake to operate in the slipping mode.
9. A retarder for a vehicle as hereinbefore described with reference to Figure 1 and Figure 2 of the drawings accompanying the Provisional Specification.
10. A vehicle equipped with a retarder as
claimed in any of the preceding Claims 1 to 9.
11. A method of retarding a vehicle, equipped with a transmission utilising a sequence of epicyclic gear trains each train bemg operable to link an input and.
output shaft to provide for the transmission of torque therebetween; each of the trains incorporating a reaction member whose motion can be clamped by an associated clamping means to bring the train into operation and in addition one train, a reverse gear train, having a reaction member adapted so that, on clamping its motion, the output shaft is caused to rotate in the opposite direction to that direction in which it rotates when any other gear train is in operation characterised by the steps of:
(i) causing the clamping means for the.
reverse gear train reaction member to slip or act intermittently so as to cause a retarding torque to be applied to the output shaft; and
(ii) cooling the reaction member and/or clamping means by a fluid cooled by cooling means at least while the clamping means causes the reaction member to slip or act intermittently.
12. A method of retarding a vehicle as hereinbefore described with reference to the accompanying drawings.
Priority Applications (4)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB5406876A GB1597100A (en) | 1976-12-24 | 1976-12-24 | Method of and apparatus for retarding the motion of a power driven vehicle |
| DE19772757799 DE2757799A1 (en) | 1976-12-24 | 1977-12-23 | METHOD AND DEVICE FOR DECELERATING A VEHICLE |
| FR7739155A FR2375514A1 (en) | 1976-12-24 | 1977-12-23 | METHOD AND APPARATUS FOR SLOWING DOWN THE MOVEMENT OF A VEHICLE DRIVEN BY AN ENGINE |
| JP15630877A JPS53112370A (en) | 1976-12-24 | 1977-12-24 | Method of decelerating vehicle and reduction gear |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB5406876A GB1597100A (en) | 1976-12-24 | 1976-12-24 | Method of and apparatus for retarding the motion of a power driven vehicle |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| GB1597100A true GB1597100A (en) | 1981-09-03 |
Family
ID=10469823
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| GB5406876A Expired GB1597100A (en) | 1976-12-24 | 1976-12-24 | Method of and apparatus for retarding the motion of a power driven vehicle |
Country Status (4)
| Country | Link |
|---|---|
| JP (1) | JPS53112370A (en) |
| DE (1) | DE2757799A1 (en) |
| FR (1) | FR2375514A1 (en) |
| GB (1) | GB1597100A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2307725A (en) * | 1994-10-24 | 1997-06-04 | Wu Chung Da | Emergency brake system for automobiles actuates reverse gearing |
| US7419455B2 (en) | 2001-07-21 | 2008-09-02 | Zf Friedrichshafen Ag | Preventing reverse creep in a motor vehicle |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE2935361C2 (en) * | 1979-09-01 | 1985-07-18 | Daimler-Benz Ag, 7000 Stuttgart | Automatic planetary gear change transmission for heavy vehicles with a permanent brake |
| DE19650380C1 (en) * | 1996-12-05 | 1998-07-02 | Porsche Ag | Hydrodynamic transmission for motor vehicles |
| KR102518587B1 (en) * | 2017-10-31 | 2023-04-05 | 현대자동차 주식회사 | Planetary gear train of automatic transmission for vehicles |
| KR102589036B1 (en) * | 2018-07-02 | 2023-10-17 | 현대자동차주식회사 | Planetary geartrain of automatic transmission for vehicle |
Family Cites Families (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB324355A (en) * | 1928-10-23 | 1930-01-23 | Inventia Patent Verwert Ges | Improvements in electric switches for electrically driven household machines |
| DE716564C (en) * | 1935-08-13 | 1942-01-23 | Siemens Ag | Device for spasmodic regulation of the speed of electric motors by means of an electromagnetic self-interrupter |
| DE1046741B (en) * | 1955-03-16 | 1958-12-18 | Singer Mfg Co | Arrangement for speed control of a universal motor |
| DE1276461B (en) * | 1961-04-21 | 1968-08-29 | Gen Motors Corp | Control device for motor vehicle change gear |
| US3304482A (en) * | 1965-09-24 | 1967-02-14 | Ford Motor Co | Electromechanical oscillator with variable duty cycle |
| US3321999A (en) * | 1965-10-24 | 1967-05-30 | Ford Motor Co | Multiple disc friction clutch and band brake construction |
| DE2060337A1 (en) * | 1970-12-08 | 1972-06-22 | Klaue Hermann | Starting device for gearboxes in heavy vehicles |
| DE2156002A1 (en) * | 1971-11-11 | 1973-05-17 | Daimler Benz Ag | AUTOMATIC TRANSMISSION WITH RETARDER |
-
1976
- 1976-12-24 GB GB5406876A patent/GB1597100A/en not_active Expired
-
1977
- 1977-12-23 DE DE19772757799 patent/DE2757799A1/en not_active Withdrawn
- 1977-12-23 FR FR7739155A patent/FR2375514A1/en active Granted
- 1977-12-24 JP JP15630877A patent/JPS53112370A/en active Granted
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| GB2307725A (en) * | 1994-10-24 | 1997-06-04 | Wu Chung Da | Emergency brake system for automobiles actuates reverse gearing |
| GB2307725B (en) * | 1994-10-24 | 1999-02-17 | Wu Chung Da | Brake system with wheel-reversing device for an automobile |
| US7419455B2 (en) | 2001-07-21 | 2008-09-02 | Zf Friedrichshafen Ag | Preventing reverse creep in a motor vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| FR2375514B1 (en) | 1983-09-16 |
| JPS6118063B2 (en) | 1986-05-10 |
| DE2757799A1 (en) | 1978-06-29 |
| JPS53112370A (en) | 1978-09-30 |
| FR2375514A1 (en) | 1978-07-21 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| PS | Patent sealed | ||
| PCNP | Patent ceased through non-payment of renewal fee |