Note: Descriptions are shown in the official language in which they were submitted.
~357~;~3
~ E~ nd of the Invention
The present invention is directed toward numerous
features within a drive train Or a type having a transmission
unit which is capable of providing a generally continuous
positive coupling within the drive train. Such a transmission
unit is preferably embodied within a hydrostatic unlt in-
cluding at least one hydraulic translating means such as a
pump or motor capable of variable displacernent. Again, it is
preferable that both the pump and motor be capable of variable
displacement.
The present invention is also directed toward
broadening the operating capabilities of such a transmission
unit by combining it in series with a multiple speed range
` transmission.
The present invention is particularly concerned with
; automatically synchronizing operation of the two transmission
units to achieve a smooth transition of torque transmitting
capacity and operating speeds for the drive train.
The present invention is also concerned with providing
automatic speed controls for a transmission unit of t~ type
first noted above. Preferably, the means for synchronizing
operation of the two transmission units as well as means for
accomplishing the speed control functions referred to above
are embodied in hydraulic controls as described in greater
detail below. However, it will be apparent from the following -~
description that the same or similar functions can be achieved
through other control elements such as electronic control
circuits.
Substantial efforts have been e~pended and are still
being undertaken in an attempt to more effectively use the ;
'' ~ '
" ` ~`:,
~` ' ` ' .
7G23
numerous advantages a~ordecl by hydrostatic transmissions.
(lenerally, hydrostatlc transmissions present special problems
in control since displacement of both the pump and motor must
be varied in exact sequence in order to achieve efficient
operation and to provide suitable regulation over torque
transmitting capacity and operating speed of the drive train.
For example, in such a hydrostatic transmission, the pump i5
commonly set at zero displacement with the motor being at or
near its maximum displacement when the drive train is in a
neutral condition.
For acceleration of the vehicle, displacement of the ~`
pump may first be varied toward a maximum value while the motor
remains at its maximum displacement in order to develop maxi~
mum torque transmitting capacity for initially accelerating
the vehicle. After the pump reaches maximum displacement, ;
displacement of the motor may be gradually reduced to further
accelerate the vehlcle.
Usually, as the motor approaches minimum displacement,
the full operating range of the hydrostatic transmission is
realized according to the presently available prior ar~-~nless
the transmission includes relatively sophisticated developments
such as multiple pumps for extending the torque transmitting
capacity of the hydrostatic transmission. However, such
solutions tend to make the transmissions very complex while
even further increasing difficulties in properly sequencing
operation of the variable displacement components therein.
Accordingly, it is desirable to provide a relatively
simple and easily controlled means for expanding the torque
transmitting capacity of a hydrostatic transmission unit in
order to better adapt hydrostatic transmissions for use in a
,
. ' .
- -2-
: .:
3L~S7623
wide va~iety o~ vehicles. In particular, hydrostatic trans-
mlssions with expanded torque transmitting capacity would be
useful in material handling machines such as earth moving
vehicles where a single prime mover is employed both to supply
motive power for the vehicle as well as to operate one or more
implements which may also have substantial instantaneous power
requirements relative to the maximum output capability of the
prime mover.
An improved hydrostatic transmission would be particu-
larly useful in such machinery for numerous reasons. For
example, material handling vehicles must be adapted both for
transport operation at relative high speeds as well as low
speed, high torque operation of the vehicle together with
intermittent operation of its implements. At such times, the
vehicle may be sub;ected to frequent changes of direction and
continuous accelerating and/or decelerating operation. A
hydrostatic transmission unit is very suitable ~or such appli-
cations particularly if automatic controls are provided to ~ ;
maximize use of the available power from the single prime mover.
~- 20 A hydrostatic transmission could also be adap~d ~or
`- relleving the engine and increasing output torque during lug
-:
conditions by selectively and automatically reducing vehicle
speed. In addition, a hydrostatic transmission would enable `
available power from a prime mover to be more precisely pro-
portioned between what is required for motive power to the
vehicle as well as supplying preferential power requirements
of various implements mounted on or associated with the vehicle.
` .
Examples of presently available hydrostatic trans-
missions for use in such vehicles are set forth, for example, -in United States Patent No. 3,302,390 to Christenson and ~
: . -
United States Patent No. 3,477,225 to Cryder et al, the last
.~' ; ~.
-3-
76~Z3
note~ paten~ bein~ assigned to the assignee of the present invention. The
Christenson yatent discloses a transmission which is adapted for operation
of track-type vehicles whereas the present invention is particularly intended
for use with wheeled vehicles since it provides only a slngle primary drive
train. However, it will be apparent that numerous features of the present
inven~ion could also be used, for example, with track-type vehicles including
dual primary drive trains.
Other examples of prior art in the area of hydrostatic transmissions
include United States Patents Nos. 3,187/509; 3~212J263; 3,236,049; 3J238~724;
;` 10 3,247,669; 3,273,3~4; 3,285,000; 3J331J480; 3,324,797 and 3,411,297.
Summary of the Present Invention
': ' '
The present application is divided out of copending Canadian -;
application No. 256,384, filed July 6~ 1976, and according to the invention
to which the present application is specifically directed there is provided
~¦ a hydrostatic transmission for providing a coupling within a drive train
, between a prime mover and a primary output shaft and including a hydraulic
I pump having infinitely variable displacement and a hydraulic motor also ~-~
i having infinitely variable displacement, wherein a control assembly for ;~
., ~
regulating operation of the transmission comprises a manually ope~able
"!, 20 control means for producing a modulated signal representative of a desired
output speed for the drive train, and a directional selector means operatively
coupling the manually operable control means wi~h both of the hydraulic pump
and hydraulic motor uithin the hydrostatic transmission, the directional
selector means including means for selectively establishing the direction of
travel for the primary output shaft through operation of the hydrostatic i~
transmission in both fo~ward and reverse modes, means to sequence displacement
variation o~ the hydrualic pump and hydraulic motor, and means to selectively
. . .
establish a deceleration rate toward an intervening neutral condition when
the hydrostatic transmission is shifted between fo~ward and reverse operating -
modes in order to pe~mit such shifts from forward to reverse and rom reverse ~-
to forward without necessarily resetting the manually operable control means.
' ~
;Z3
Brief Descri~tion of ~he Dr~ s
. . .
Figure 1 is a partially schematic representation of a drive train ~;
including a hydrostatic transmission unit and a multiple spe0d range trans-
mission unit together with a hydraulic circuit for controlling operation of
the two transmission units as well as for supplying necessary fluid to the ~ -~
hydrostatic transmission unit.
Figure 2 is a schematic ~epresen~ation of a control group of
elements within the hydraulic circuit for regulating operation of the two
~ransmission units.
Figure 3 illustrates the composite arrangement of Figures 4-12
; to provide a more detailed representation, with parts in section, of the
, ~.
control assembly of ~igure 2.
Figure 4, within the composition figure, includes a safety reset
- .
, valve.
.
i
Figure 5, within the composition figure, includes a speed control ~ ;
valve and a modulating orifice valve.
;. . :
;~, Figure 6, within the composition figure, includes a directional ~ ;
valve and a fluid accumulator.
Figure 7, within ~he composition figure, includes a range selector
'~ 20 valve.
;:1
Z Figure 8~ wi~hin the composition figure, includes an override speed
control valve assembly.
;, Figure 9, within the composition figure, includes an underspeed `
i control valve.
: 1 .
.,,''' ~ ~
: ~ ,
., `~ ' .
` _5 ~:
`-~ A ``
-~ ~05~6~3 :~
Fig. 10, within the composition figure, includes an
overspeed control valve and a brake pressure control valve.
Fig. 11, within the composition figure~ includes a
portion of the displacement actuator for the hydrostatic motor
together with a pilot motor for operating the motor actuator.
Fig. 12, within the composition figure, includes a
pilot motor and assoclated actuator for the hydrostatic pump
unit.
- Fig. 13 is a graphical representation illustrating
; 10 accelerating and/or decelerating response of the combined
transmission units of the present invention to a control signal.
Description of the Preferred Embodiment
` In view of the relative complexity of the present
invention and the drive train embodying the invention, the fol- ;
; lowing description is presented under the following divisions:
]) The drive train and associated hydraulic supply
and controls of Fig. 1. `~
2) A s~ummary of the hydraulic control assembly
illustrated in Fig. 2~and composite Figs. 4-12.
3j Detailed description of the control asse~ly~ -
havlng reference to composite Figs. 4-12.
4) Descrlption of the preferred mode of operation.
Generally, it will be noted that the present invention
is described with reference to a drive train including a hydro-
static transmission unit and a multiple speed range transmission
: ~ unit under the regulation of a control assembly comprising a ~ ;
"'! ~ number of hydrauIic valve components forming a hydraulic controlcircuit. However, it is emphasized again that numerous varia-
tions are~possible wlthin the~scope of the present invention. `
Further, it~will be clearly apparent fro~m the
following descriptlon tha~ the various~controI valve assembly
:.
~. 6'
'~ ,
l~S'76~3
components described below for regulating operation of the two
transmission units, as illustrated in Figs. 2-12, may readily .
be replaced by other control elements capable o~ performing the
same or similar functions. In this connection, it will be
particularly obvious that the novel control functions of the :
present invention may also be accomplishecl, for example, by
means of an electronic control circuit.
~ . . .
'~ ' ~.'
,':', ;'
'', ~ .,.
, ~:
`Z~
.
'
1 ~ .
:.1' ' ':
. , ' ' '::
- .`.:
. ~ :: - i
. .. .
:~` 7 - :.
;s
. ~
l~S76~3
~ 1) ~he drive train and associated h~r ul-lc supply
and controls o~ Fig. 1 ;
Referrlng now to Fig. 1, a drive train 20 is schematlc~ -
ally represented as including a prime mover or engine 22 with
a hydrostatic transmisslon unit 24 and a multiple speed range
transmission unit 26 being arranged ln series between the prlme
mover 22 and a primary output shaft 28 suitable for providing
motive power in a vehlcle (not shown). The prime mover 22 is also
directly coupled in driving relation with a pump 30 representa-
tive o~ an implement (not shown) having intermittent power require-
ments which are substantlal relative to available power from the
prime mover 22.
I~ the drive train 20 is employed ~or example, in a
loader vehicle~ the implement pump 30 could be employed to
operate a bucket or other material handling means arranged upon
, lift arms o~ the loader vehicle (not shown). rrhe actual identity
of the implement is not o~ importance to the present invention
except to note that power requirements Or the implement together
with motive power requirements for the vehicle may in combination
exceed the avallable power ~rom khe prime mover 22, Accordingly,
. :,
it is desirable to efficiently employ power from ~he prime ~;~
.. , ~.
mover 22 and to closely regulate operation o~ the drive train
so that both motive and implement power may be available when
required.
The hydrostatic transmission unit 24 is o~ a type
including at least one variable displacement translating device
such as the pump indicated at 32 and the motor indicated at
, 34. The hydrostatic pump and motor are interconnected by means~, o~ a hydrostatic Ioop comprising lines or manifolds 36 and 38
which are suitably adapted for high pressure operation of the
hydrostatic transmission.
-
~ A
.. ~ .
... , . . .. . . ~ . . . .. .
~OS7~;23
One embodlment of such a pump and motor w~thin a
hydrostatic transmission uni~ is shown in U.S. Patent No.
3,381,472 invented by C. Brown, et al and issued April 29,
1969. For purposes of this disclosure, it is sufficient to
understand that the pump and motor units 32 and 3LI are
respectively rotated about their trunnion mountings 40 in
order to selectively change or vary their displacement. The
pump 32 is rotated by means of a hydraulic servo actuator ~2 :-:
while the motor 34 is rotated by operation o~ another servo
actuator 44. Within the preferred embodiment of the present
invention, the motor actuator 4LI is preferably arranged to
have its piston 46 fixed with its housing or cylinder 48
being coupled for movement with the motor 34 in order to
facilitate operation of a pilot means 50 in a manner described
in greater detail below.
The hydrostatic transmission 24 is illustrated in a
neutral control condition with the pump 32 being positioned
- for minimum or zero displacement and the motor 34 being
arranged at or near a position of maximum displacement.
Because of the closed loop mode of operatio~-~etween
the hydrostatic pump 32 and motor 311, little fluid is lost from
the transmission so that only a limited amount of make-up fluid
~` need be added to the hydrostatic circuit. Accordingly, a con- ;
ventional relief and replenishing valve group 52 is provided
in communication with the hydrostatic lines 36 and 38 in
,, l. : .:
order to assure an ample fluid supply and to maintain a suitable
temperature range for fluid within the hydrostatic transmission
components. The relief and replenishing valve group is adapted
for operation at high pressure while being capable of removing
.~, .
: 30 or adding fluid to either of the hydrostatic lines 36 and
:
~ 38 depending upon their relatlve pressurization.
~76~
~ luid under pressure which is supplied to the trans-
mission units as well as being employed to regulate their opera-
tion in a manner described below, is delivered by means of a
pump 54 which is also driven by the prime mover 22. The pump
54 is of a proportional type supplying output flow in proportion
to operating speed of the prime mover 22. The pump 511 draws .
fluid from a reservoir 56 and directs it through a ~ilter 58
~ toward a venturi orifice unit 60 including conventional thermal
: compensating means 62. Pressure taps, 64, 66 and 68 are in
respective communication with the venturi inlet conduit 70, the
venturi throat 72,and the outlet conduit 74 for control purposes,
described in greater detail below. Fluid from the outlet conduit
74 is delivered to a flow control valve 76 having a spring-
- loaded spool 78 forming a restrictive orifice 80 which com-
municates the conduit 74 with another conduit 82. Operation of
the spring-loaded spool 78 provides generally constant vo~ume
--~ flow, of for example, 7.5 gallons per minute, to the conduit :
82. As the spool 78 is shifted rightwardly by increased flow
1 ~ from the conduit 74, excess fluid is communicated into another
Z0 conduit 84 whlch is in communication with a variable flow
:` relief valve 86. The variable relief valve 86 maintains a
selected supply pressure within the conduit 84 for purposes .
~ described below while communicating excess fluid into one of a
: pair of conduits 88 and 90 which are in respective communication
with the relief and~replenishing valve group 52.
Excess or high temperature fluid from the relief and
replenishing valve group 52 is also communicated through the
:~ conduit 90 to a pressure-responsive cooler by-pass and relief
-. valve 92 which selectively directs the fluid either through a :~
',~1
30 cooler 94 or a by-pass conduit 96 to a jet pump 98. The jet ;
o
~ ,
~357~Z3
pump ~ also draws fluid ~rom -the multiple speed range trans-
mission 26 through a conduit 100 with fluid passlng through
the jet pump 98 from the supplemental cooler 94 where the
fluid temperature has been reduced to a suitable temperature
range be~ore the fluid is returned to the reservoir 56.
The various portions of the hydraulic supply and
control circuit of Fig. 1, as described immediately above,
combine to permit the separate pump 54 to supply the various
fluid requirements for operation and regulation of the drive
train. One suitable embodiment is described in U.S. Patent
3,877,224, invented by G. W. Johnson and issued April 15,
1975.
The hydraulic circuit of Fig. 1 also includes a
control valve assembly 102 which is in respective communi-
cation with the conduits described above and indicated
,-: ::;
~ respectively at 64, 66, 68, 82, 84, and 88. The valve
`-` assembly 102 is effective to communicate fluid signal through `~
conduits 210 and 228 for operating the pump~s servo 246 and
;' actuator 42. The valve assembly 102 is also operable to
, :
develop fluid signals in additional conduits 108 and ~ Swhich
are ln communication with the pilot motor or the valve 50 ;~
which in turn operates the actuator 44 for the hydrostatic
motor 34. The various components within the control valve
assembly 102 together with its mode of operation are described
below with reference to Fig. 2 and composite Figs. 4-12.
2) Summary of the hydraulic control assembly
illustrated in Fig. 2 and in composite Figs. 4-12.
Before proceeding with a detailed description of
: _,~_
,
~0~7~ 3
the constr~ction and operatlon for the various valve
components within the control valve assernbly, the
various functional purposes of the valve components may be
summarized as follows. The relative location of the valve
components within the control valve assembly may be best
seen in Fig. 2 while the detailed construction of each
valve component is illustrated within the composite ~igs.
4-12. The venturi unit ~0, the flow control valve 76 -
and the hydrostatic motor actuator 44 which were described
above in connection with Fig. 1, while not strictly a
part of the control valve assembly, are nevertheless
included within ~'ig. 2 and composite Figs. 4-12 in order
ko better indicate the path of fluid flow into and through
the control valve assembly 102. - ~ `
: As an initial element within the control valve
assembly 102, a speed control valve 112 is manually
operable by an operator to indicate a desired rate of
operation for the drive train of ~ig. 1 or its vehicle. ~-
The speed control valve accomplishes its function.~
; 20 generating a signal, preferably a differential pressure
signal within a pair of conduits~ as described in
greater detail below, which varies for regulating
operation of the hydrostatic transmission unit and the
multiple speed range transmission unit after first being
modified and controlled by other valve components within '
the control valve assembly.
A modulating valve 114 acts upon the variable - :
signal generated by the speed control valve in order
- to regulate both the rate of increase for the signal,
; 30 corresponding to acceleration of the drive train, as
.:
.
' ~ A! ~ ,
. ` .
.. j . . . .. . . . . . , . . . . ~ , . .. . . . . . .
57~i23
well as the rate of decrease for the si~na] wh:Lch corres-
ponds to deceleration of the drive ~rain. The modulating
valve 114 accomplishes both of these purposes by means
of a common modulating orifice valvewhich will be described
in greater detail below.
The modulated variable signal generated by the
speed control valve 112 and ad~usted by the modulating
valve 114 is applied to the pilot control va~ves for
`~ the hydrostatic motor and pump actuators through a
10 directional valve 116. The directional valve 116 pre-
ferably performs three basic functions. Initially, it
establishes the direction of operation for the drive
train by regulating the manner in which the modulated
signal is communicated to the pilot control valves.
~ Secondly, the directional valve includes means (described
-~ below) for closely regulating the sequence in which dis-
:-. placement variation of the hydrostatic pump and motor
is to take place. I`hirdly, the directional valve 116
- establishes a selected rate of deceleration when the
direction of operation is changed, that rate of decelera-
`'~ 20 tion being independent from the normal rate of deceleration
' established by the modulating valve 114. ~
., . . : ..
A range selector valve 118 operates in response to
the modulated variable signal from the speed control
valve for automatically establishing one of the multiple
, speed ranges within the multiple speed range transmission
unit 26 (See Fig. 1). Operation of the range selector
valve for causing a shift between speed ranges is
regulated by an accumulator 120 which also receives.
the modulated signal from the speed control valve 112
and the modulating valve 114.
~ ~3
_~-
. .
~05i7~ 3
The accumulator 120 also serves to absorb
undesirable pressure surges in the modulated variable
slgnal from the speed control valve 112 and the modu-
lating valve 114, particularly during directional changes
initiated by the directional valve 116 and speed range
.. ~
shifts initiated by the range selector valve l:l8 and
accompanied by response of the pilot control valve 50 to
reset displacement of the hydrostatic motor.
In connection with operation of the range selector
..
valve 118, it is also important to note that the pilot
control valve 50 for the motor actuator includes means ~ ,~
responsive to shifting of the range selector valve for
resetting displacement of the hydrostatic motor in order
to permi'- its continued response to the modulated
- signal for further acceleration or deceleration in the
new speed range. Preferably, resetting of the hydro- -
static motor is accomplished without affecting the ,
modulated signal from the speed control valve 112 and
the modulating valve 114 in order to permit smoothe~
; 20 operation of the hydrostatic transmission unit in. ., : ~ ,, ,
conjunction with the multiple speed range transmission ~ ;~
unit (See ~ig. 1).
; A safety control valve 122 preEerably operates
in con~unction with the speed control valve 112 and ;~
, prevents development of a variable signal after '~;
l start-up of the prime mover 22 (See Fig. 1) until
the manual control element of the speed control
valve 112 is first returned to a neutral setting. ~ -
,,''i. - "
,', '~. ' '
A ~
: -
... . . . . .
~ 7~3
Thus, the safety control valve 122 assures that the controlvalve assembly 102 is properly conditloned to initiate accelera-
ting operation Or the transmission after start up.
A number of components within the control valve
assembly 102 perform a generally common function of regulating
operating speed of the prime mover 22 (see ~ig. 1), particularly
below or above a preselected operating speed range. Initially,
an underspeed control valve 124 functions to ad~ust the modulated
variable signal from the speed control valve 112 and the modu-
lating valve 114 when the operating speed of the prime mover 22
is below a preselected level. Thus, when the transmission is
operating under lug conditions~ its torque load is reduced in
order to permit the operating speed of the prime mover to return
to a satisfactory range.
An override speed control valve 126 acts upon themodulated variable signal from the speed control valve and the
rnodulating valve 114 in substantially the same manner as the ~
underspeed control valve but under manual control in order to ~ ;
enable an operator to selectively reduce the operating speed
of the drive train. The particular manner in which thi~
function lS accomplished does not require resetting of the
speed control valve so that a preselected speed setting may be
maintained within the speed control valve. Additionally, the
override speed control valve 126 permits a feedback function
discussed immediately below in connection with a speed limiting
control valve 128.
The speed limiting control valve 128 performs the
basic function of generating a signal for the purpose of applying
a brake within the drive train whenever the operating speed
:
., ~ .
.' ~ .
5)i'~;i23
of the prLme mover 22 exceeds a preselect;ed maxlmum value. Thus,
when the prime mover 22 tends to be driven in operation l;hrough
the drive train, for example, when a vehicle ls travelling down- -
hill, the operating speed is automatically llmited at generally
the setting establlshed by the speed control valve 112.
me speed limiting control valve 128 performs an
addltional function in conjunction with the manually operable ~ ;
override speed control valve 126. Mormally, overspeeding o~
- the prlme mover 22 occurs when an operator is attempting to
reduce operating speed of the drive train or vehicle through
manipulation o~ the overrlde speed control valve 125. Accord~
ingly, the speed limiting control valve ls designed to generate -~
a feedback signal which resists manual operation of the over-
ride control valve 126 in order to indicate to the operator the -
degree oE engagement for the brakes within the drive train. Thus,
the override speed control valve 126 may be freely adjusted by
its manually controlled element to employ dynamic braking capacity
within the hydxostatic transmission unit for reducing speed of
the dxive trainO However, when the speed limiting control valve `;
s. . ~ : ~
~ initiates engagement of the sup plemental brakes within the drive
train, the degree of engagement for the supplemental ~rakes is
~ thus signalled to the operator so that he is aware of their use `
- in decelerating the drive train. The ~eedback slgnal generated, by the speed limiting control valve is adjusted in response to
2~5 engagement pressure oE the brake as well as operating speed of
the prime mover and output operating speed of the drive train in
order to provide a true indication to the operator as to the amount
., : -.
; of supplemental braking provided by the braLces.
: ~ .
~6
.
.~ ,.., .... ,-
~ ~5~7623
Flnally~ ~he brake pressure control valve
129 functions in response to the brake engagement
signal from the speed limiting control valve 128 in
order to selectively pressurize or engage the brake
within the drive train. Preferablyg khe brake pressure
control valve 129 is adapted to communicate actuating
;.
pressure for the brake from one of the hydrostatic
manifolds, whichever is at a higher pressure.
It may be seen from the above summary that
10 the underspeed control valve 124, the override speed ;
control valve 126 and the speed limiting control valve `;~
` 128 function in combination to automatically regulate
~, operating speeds for the drive train. Operation of the
underspeed control valve 124 is relatively conventional.
- However, the valve components 126 and 128 novelly permit
the employment of dynamic braking capacity of the ;~;
hydrostatic transmission to the fullest extent possible,
thereafter computing the amount of supplemental braking
capacity required to maintain operation of the prim~
mover within acceptable limits. This computing function
: ~ ~
extends further to generation of the feedback signal ~
discussed above in order to signal the operator as to `'
,,
the amount of supplemental braki.ng capacity being employed `
within the drive train. These functions for the valve
. components 126 and 128 may readily be accomplished by
' ; ':'
, means other than the hydrauli¢ valves illustrated and
described. The use of an electronic control circuit is
. - :
~` particularly suggested for this purpose. ~ ~
:'' ~' '
: '
~7
: ~ ` ~ ''` . ~
;~ ~
~57~3
- 3~
assembl~ 102
;
A complete representation, lncluding cross-sectlonal
vlews o~ the various valve components ln the c~ trol valve
assembly 102, is provided by composite Figs. 4-12. Fluid is
supplied at a constant volume flow rate from the venturi 60
through the ~low control valve 76 (~ig. 1) to the control valve :i
. ~ -
assembly 102 through the conduit 82.
Pressuri~ed fluid necessary ~or operation o~ the
1' ' '
hydraulic actuators which vary displacement of the pump 32 and :
motor 34 and ~hich engages the clutches o~ the multiple speed
range transmission unit enters the control valve assembly through
.
the conduit 84. . ;
Fluid in conduit 82 is communicated to the speed
control valve 112. The valve 112 produces a di~erential :
,
- pressure signal for actuating or regulating other components in
the control assembly 102. When a manual control spool 130 is .;
, .
- in a neutral position withln the valve 112/ fluid passes ~reel~
: into another signal conduit, 132 ~or passage through the valve 126
and 124 be~ore returning to the relief and replenishlng circuit,
~` as illustrated in Fig~
.
. The valve 112 is illustrated in greater ~etail in -~
composite Fig. 5. Fluid enters the valve 112 ~rom the conduit
82 and flows through an annular groove 134 and a pair o~ meter-
ing slots 136 on the spool 130, an annular recess ].37 in the valve
` 112 and then into the conduit 132. When the spool 130 is shifted
:.1 rightwardly, the slots ~36 restrict ~low thereacross so that ~ .
pressure rises in the conduit 82.
.
/,~
'',
A !
'' ~ ' ~ '' " ' , ', . ' ,
~ 7~Z3
A passage 138 ln the valve 112 communicates the
conduit 82 with conduit 140 through a check valve 142 for
communica-tion to the valves 126 and 124 for a purpose described
below.
When the spool 130 of the speed control valve 112 is
shifted leftwardly, low pressure signal fluid frcm the conduit ~ `
132 is directed to a conduit 144 in communication with the end
of a spool 146 (See Fig. Il) reciprocably located in the safety
` control valve 122. The reset function of the valve 122 is : ~
initiated when the spool 146 is thus shifted upwardly against -~
a spring 148. Pressure from the conduit 88 in a branch conduit
150 and passage 152 is thereby communicated across a groove 154
in the spool 146 to a conduit 156 which releases the parking
~ . .
brake 158 and delivers pressurized fluid to the pilot stage of
relief and replenishing valve 52 via a conduit 157, (also see "
Fig. 1). Thus, the conduit 157 serves to vent the relief and
replenishing valve group at the same time that the parking brake
158 is applied. In addition, communication between conduits
160 and 162 is blocked for a purpose described below.
` 20 As the spool 130 of the valve 112 is shifted-~ight-
wardly toward lts maximum speed control position, it blocks
conduit 144 which remains pressurized by fluid from the groove ;;
154 flowing through an orifice 164 in order to maintain the
:. ~
spool 146 shifted upwardly against the spring 148. If a
malfunction should occur within the control system, causing a .
lowering of pressure in the conduit 144, the spring 148 would
then move the spool 146 downwardly toward i-ts vent position
while fluid in the conduit 144 generally escapes past the lands
adjacent groove 166 to a drain conduit 168 to provide a timed
delay before groove 154 communicates drain conduit 168 with
conduit 156 so that the parking brake is allowed to engage. Y
:.
'', ~
~S76;~ `
The time dela~ feature i9 provided to prevent minor pressure
fluctuations ~`rom affecting operation of the safety control
valve 122. A check valve 170 prevents excess pressure from
escaping the conduit 144 into the conduit 150.
When the spool 130 of the valve 112 is moved com-
pletely to the leftg the conduit 144 is communicated to a drain
conduit 172 which enables the spool 146 to be moved downward]y
by the spring 148, thus venting the transmission and applying
the parking brake.
When fluid pressure enters the conduit 82, it also ;~
flows into the modùlating valve 114 through a branch conduit
174 while lower pressure signal fluid in the conduit 132 is
directed to that valve through a conduit 176 by operation of
the valve 112 as described above.
The pressure of fluid entering the modulating valve
114 is initially adjusted by a pressure regulating reducing
valve 178 and communicated to a passageway 180. ~luid under
: . .
~; pressure in the passage 180 is communicated into a chamber ~ ~
; , ~ ,
~ 182 in a modulating orifice valve spool 184 and another passage
- ~ 20 186. The passage 186 communicates with a spring chamb~rsl8.8
for a second pressure regulating reducing valve 190 which is
~ .
thereby responsive to pressure established by the first pressure
regulating valve 178 in the passage 180. Fluid from the
i' chamber 182 passes through modulating orifices 192 into a ,;
; passage 194 and then across the pressure regulating valve 190
into a high pressure si:gnal conduit 196.
A branch conduit 198 directs high pressure signal
fluid from the conduit 196 into a chamber 200 located on the ~
, ~ left end of the modulating spool 184. At the same time, low ; ~ ;
.~ :
pressure signal fluid from the conduit 176 biases the modu-
I lating spool 184 so that it is thus responsive to the same
differential pressure applied to the pilot operated actuators
: ~o
~S7~
42 and 44 ror the hydrostatic pump and motor, as will be described
in greater detail below, the difrerential pressure thus being
a function of output speed of the drive train.
The valve ]14 modulates or adJusts pressure in the
conduit 196 by regulating the flow rate into and out of the
spring-loaded pump pilot cylinder 211 and accumulator 120.
Spring characteristics within the accumulator 120 and pilot
cylinder 211 are selected so that, as pressure in the conduit
196 increases, the pump pilot cylinder 211 moves first, the
accumulator 120 moving second in unison with the motor actuator
44. Thus, increased pressure in the conduit 196 results in an
increase in output speed for the drive train. ;~
In summary, the steady-state pressure level in the ~;
; conduit 196 is determined by the instant setting for the valve
~; 112 while the valve 114 modulates the transition or rate of ;~
. p~essure change in the conduit 196 from one level to another.
., '~'
Because of the opposed arrangement of the pressure
regulating valves 178 and 190, they operate in conjunction with
the single modulating valve spool 184 to regulate fluid flow ~-
in either direction between conduits 174 and 196, thus ~ablishing
the rates of both acceleration and deceleration for the hydro-
static transmission. The pressure regulating valves 178 and
190 operate in conjunction with the modulating valve spool 184
~` to establish a fixed pressure drop regardless of pressure
fluctuations caused primarily by manual operation of the spool
control valve 112 so that the instantaneous rate of acceleration
or deceleration is the same at any given speed of operation. ;
The novel construction of the modulating valve assembly
. ~,
114 also permits three separate and independent adjustments -
corresponding to acceleration rate, deceleration rate and the
_2/~
~ ~576~3
characteristic rate change for the modulating valve 184 - for
example, by ad~ustlng or changing the biasing force acting on
each of the regulating valves 178 and 190 and the modulating
valve spool 184 by means of their respective springs 202, 204
and 206.
The conduit 196 communicates high pressure signal -
fluid to a directional control valve 116 which determines the
dlrection of travel for the drive train by varying the direction
in which displacement of the hydrostatic pump 32 occurs.
- 10 Low pressure signal fluid is also communicated to ~`
the valve 116 through the conduit 132.
The position of a manually adJustable spool 208
determines the direction of travel for the drive train. For
. .: .
forward operation, the spool 208 is shifted to the position
illustrated in the composite Fig. 6. High pressure signal
~ fluid in the conduit 196 is then communicated through conduit ;~
`-~ 210 to one end of a pilot control cylinder 211 for regulating
:,., . ... ~
the pump actuator 42 (also see Fig. 1). The cylinder 211
includes a piston 213 acted upon by opposed centering springs -
215 and 216.
::, . ,:: , ,
~ ~ ~ With the spool 146 of the safety control valve 122
"
; shifted upwardly, the conduit 162 is blocked from the conduit ~-
, . .
160 to permit pressurization of the conduits 210 and 162 (see
.,
~ig. 4).
The directional valve 116 (see Fig. 6) also contains
a sequencing spool 212~which shifts to direct pressurized fluid
:'::
to the pilot valve 50 for the hydrostatic motor 34. The motor ~ ;
34 is, of course~ not reversible like the hydrostatic pump 32.
When the spool 208 shifts (to the position shown) to pressurize
the conduit 210, it also communicates high pressure signal
:,
:~'`',: ' : ,, A ~ 2
~,:
~C~5'7~i~3
fluid through a passage 214 to the sequencing valve spool 212.
Fluid flow through a passage 218 in the .spool 212 shifts the
spool upwardly against the centering spring assembly 220. The
passage 214 is thus communicated with a conduit 222 which leads
to the pilot control valve 50 for the hydrostatic motor, the
accumulator 120 and the range selector valve 118 (see Fig. 7)
When the spool 208 is shlfted downwardly, corresponding
to reverse operation, pressurized fluid in the conduit 196 is ;
transmitted through an axial passage 226 in the spool to a
conduit 228. Pressuri~ation of the conduit 228 transmits fluid
to the opposite end of the pump pilot cylinder 211 in order to ;shift the pump 32 in the opposite direction. However, since
the conduit 228 is in communication wi.th a passage 230 leading
; to the sequencing valve spool 212, high pressure signal fluid
is also communicated to a chamber 232 at the top of the spool
212 by means of a passage 234. The spool 212 is thus shifted
so that the passage 230 communicates with the conduit 222 for
` the motor pilot valve 50.
Regardless of the direction in which the spool 208
is shifted, pressure in either passage 214 or 230 is a~oS. ~ .
directed to a passage 236 and a chamber 238 to act upon a spool
240 containing variable orifices 242.
During the deceleration portion of a forward-reverse
i shift which is initiated by the directional spool 208, the
spool 212 maintains its position until pressure acting on either
end of the spool diminishes. Thus, fluid escaping from the
pump pilot cylinder in conduit 210 must flow through the :
variable orifices 242 thence to the low pilot pressure conduit -~
132. The variable orifices 242 are controlled by vehicle
speed, as represented by pressure in the passage 236, in order - .
, ~
:
23
~ . . - . , . ~ .
1(357 b;Z3 ~ ~
..
to provide a programmed rate of deceleration only during `~
directional shifts. The sequencing spool 212 sub3equently
shifts back to its centered position so that subsequent
acceleration, in reverse, ls again regulated by the modu-
lating valve assembly 114.
As indicated above, conduit 210 communicates pres- ;
surized fluid to the pump pllot cylinder 211, whlch acts
upon a servo actuator valve 246 (see Fig. 12) so that a
servo-coupled valve spool 244 is shifted to direct fluid from
0 the conduit 84 to the actuator cylinder 247. The cylinder
247 is part of the actuator 42 for the hydrostatic pump 32.
As pressure increases in the conduit 210, the piston -
213 moves rightwardly against the spring 215 and fluid
pressure from the conduit 228 which is connected to the low
pressure pilot signal conduit 132. As the piston 213 is
shifted rightwardly, the spool 244 also moves rightwardly.
: ',
` Fluld pressure is directed from the conduit 84 through the .-
passage 217 to the chamber 219 in order to move the piston 221
leftwardly. The cylinder 211 is~thus mRved leftwardly in ~ ;~
order to adjust pump displacement. The piston 213 is ~ere~by
: ~ ~
~ shifted leftwardly in order to block the conduit 84 from the
: passage 217 and limit leftward movement of the cylinder 211.
,,
The servo actuator functions in a similar manner in reverse.
For example, pressure in the conduit 228 is then increased
in order to shift the piston 213 against the spring 216 and the
~ relatively low signal pressure from the conduit 210
I As the high pressure signal fluid is increased by the
speed control valve 11~2, displacsment of ths pump is first ~;
varied. As the pump approaches maximum displacement, further ~-
pressure lncreases ars communicated aoross the sequencing spool ~-
,
.. ~ ; ; ; .,:
: ~ :. .
~57~
212 to shi~t a spool 248 of the motor pilot valve 50 (see Fig.
11) which in turn directs eluid from the conduit 84 to the
motor actuating cylinder in order to change displacement of
the motor, as described in greater detail below.
The range selector valve 118 (see Fig. 7) functions
automatically to shift speed ranges as the motor approaches
: ~ .
minimum displacement or maximum speed. Low pressure signal
; fluid in the conduit 132 is communicated to a cha~ber 250 of
the accumulator 120 (see Fig. 6). That chamber is also com-
municated to a conduit 252 by means of an orifice 254. The -
conduit 252 leads to a chamber 256 at the left end of a spool
258, as seen in Fig. 7, reciprocably loeated in the range
- seleetor valve 118. An orifice 260 in a drain passage 262
permits pressuri~ation of the ehamber 256 which shifts the spool
258 rightwardly to the position shown. ;
Once the spool 258 is moved rightwardly, pressure is
communicated from the conduit 222 into a eonduit~264 across a
. : ~
groove 266 formed on the spool 258. Also, with the spool in m
that position, fluid under pressure from the conduit 84 is
directed to a~eonduit~268 across a groove 270 on the sp~l 258
i~ in order to direct fluid under pressure to engage a low range
clutch 272 of the multiple speed range transmission 26 (also
. . . -.
see Fig. l). Supply fluid from the conduit 84 is also directed
to a chamber 274 and acts between a slug 276 and the spool 258 i`
, in order to assist in maintaining 258 in its rightwardly
-~ shifted position.
As the speed control valve spool is moved further
~, toward the right, increasing signal fluid pressure develops
' in the conduit 222 which is communicated to the accumulator i~
i 30 120 and the motor pilot valve 50. As the pressure in the
;
A
: , .,~ ~
... . . .. .
l~S76Z;~
conduit 222 increases, it shifts a plston 278 upwardly in the
accumulator 120 against a spring 279 (see Fig. 6). The piston
moves upwardly until the chamber 250 is communicated wlth a ~ ;
conduit 280 by orifices 282 in order to pressurize a chamber
284 at the right end of the spool 258. Pressure in the charnber
284 acts upon the spool 258 and shlfts it to the left. This
occurs because the piston 278 in the accumulator 120 moves
upwardly to block the line 252 ~ thereby allowing fluid pressure
in the chamber 256 to escape through the drain line 262.
~ 10 When the spool 258 shifts leftwardly, the conduit
- 268 is communicated to a draln conduit 286 across the groove
270 while a conduit ~88 is communicated with the fluid supply
: :,
conduit 84 across a groove 290 on the spool 258. Thus, the
:
low range clutch 272 is deactuated and a high range clutch
292 is simultaneously engaged. Also, fluid pressure from the
~, conduit 84 is communicated to a passage 294 in the spool 258
in order to work against a slug 296 and assist in holding the
spool 258 in its leftwardly shifted position. The chamber 274
is simuItaneously vented to a drain line 298.
~ Accordingly, to summariæe accelerating opera~on "
` ; the multiple speed range transmission is initially in a low
speed range and, as speed increases, the increasing differential
pressure in the signal conduits first shifts the pump pilot
valve to increase the pump 32 from zero toward maximum dis-
placement. After the pump reaches maximum displacement,
further increases in the differential pressure begin to shift
the motor 34 from maximum displacement toward a minimum
displacement condi~ion.
In order to further lncrease operating speed, `~
increasing differential pressure shifts the multiple speed ~
:', ;
~ ~6
~576'~3
range transmission unlt fro~ low to high range operation as
described above, whlle at the same time shifting the motor
displacement back toward maximum displacement as described
below. After the high range clutch 292 is engaged, further
increases in differential pressure again cause the motor to
shift from maximum toward minimum displacement.
Rapid shifting of the motor from the minimum to
maximum displacement is accomplished as follows: The motor
pilot valve 50 and hydraulic actuator 44 are shown in detail
0 031 Fig. 11. As stated9 high pressure signal fluid is com-
municated through the conduits 222 and 264, leading to the left
` end of the pilot valve 50. Low pressure signal fluid is
directed to the right end of the pilot valve through the
. .
conduits 132 and 110. The conduits 222 and 108 connect with a
chamber 300, formed in a piston 302 by means of a passage 304
in the pllot valve, a passage 308 formed in the spool 248 and
a passage 306 formed in the piston 302. The conduit 264 is in
similar communication with a chamber 310 formed in the spool
248. Pressure in the chamber 300 acts against the left end of
a plunger 312. The plunger 312 aIso has its right end ~h~con~
tact with the spool 248. The combination of forces developed
: :~
in the chambers 300 and 310 is counteracted on the opposite end
~' of the spool 248 by low pressure signal fluid communicated from
the conduit 110 and acting in a chamber 314 formed between a
piston 316 and the spool 248. Rightward travel of the piston
316 is limited by a fixed pin 318. The spool 248 is also
- urged leftwardly by a spring pack 320 located at the right end
of the spool 248 (see Fig. 2).
:~- Increasing pressure in the chambers 300 and 310
~ 30 eventually causes the spool 248 to move rightwardly so that ;~
,
.. . .
'
~ ~7
~ 57623 ~:
actuator supply fluid from the condult 84 is clirected to a
chamber 322 in the motor actuator 44. The motor actuator
piston rod 46 moves to the left (see Fig. 11) and changes dis-
placement of the motor 34. The spring 320 is thus compressed
to balance a higher pressure in chambers 300 and 310. When
the forces on the spool 248 are balanced, the spool returns to
its center position, shown in Fig. 11, and the motor ceases to
change position. This incremental operation occurs for every -
incremental increase of signal fluid pressure, until the hydro-
static motor is shifted to a minimum displacement setting, in
order to provide maximum output speed in a given speed range.
At the same time increasing fluid signal pressure in
the conduit 222 is communicated into the bottom of the accumu- -
.
lator 120 as the hydrostatic motor 34 is shifted toward minimum
displacement, the passages 282 in the accumulator piston 278
begin to enter into communication with the conduit 280 through
: .
an orifice 324. Thus, the accumulator provides precise timing ;~
~-~ for directing low pressure signal fluid into the conduit 280
in order to shift the range~selector valve spool 258 leftwardly
20 for disengagement of the low speed clutch 272 and engag~nt of
the high~speed clutch~ 292. This function was also described
:' :
above. However, at the same time, the conduit 264 which
previously contained high pressure signal fluid is communicated
with the low pressure signal fluid conduit 132 by means of the
groove 266 formed on the right end of the spool 258. The
.
~; ~ resulting reduction of pressure in the conduit 264 is also
immediately reflected within the chamber 310 in the pilot
valve 50 so that substantially constant pressure within the
chamber 314 shifts the spool 248 leftwardly. Thus, the pilot
~ -
valve 50 directs actuating fluid pressure from the conduit 84
, ~
.`
:; .
- . .
- :
~S7~;~3
into a chamber 326 at the head end o~ the motor actuator 411
in order to rapidly shift the motor back toward a position
of maximum displacement.
After the motor is rapidly shifted back toward
its position of maximum displacement as described above, the
pilot valve 50 continues to respond to further incremental
increases in the differential signal pressure to again shift
the motor toward a condition of minlmum displacement in order
to provide accelera.tion in the high speed range.
It is particularly important to note that the
motor 34 is shifted back to its position of maximum displace~
ment by means independent of pressure in the signal conduits
222 and 132. Rather, the motor is merely shifted by ;
effectively reducing pressurization in the chamber 310 of ~-
the motor pilot valve 50. Pre~ssure escaping from the chamber ;
310 may be absorbed within the accumulator 120 so that it
does not affect any other portion of the control valve
assembly. Consequently, a shift from low to high operating
speed range does not result in uneven operation for the
drive train since it is not necessary to generate a con~en- ;
~i tional underspeed signal when the drive train is shifted
into its high operating speed range.
; Thè remaining portion of the description for the
control valve assembly 102 is directed toward the valve
components 124, 126, 128 and 129 which function to auto-
matically regulate the differential signal pressure within
the control assembly 102 and thus operating speed limits for
the drive train.
.,.,
, ,' ~,.
,,
~ .
.. , ;'~ ~
~6~57~;~3
One embodiment of the underspeed control valve 124
is shown in above-referenced Un~ted States Patent No. 3~477,225.
The construction and mode of operation for the underspeed
control valve 124 is described below. High pressure fluid
from the conduit 140 is in communication with a passage 328
in the valve 124. It is also important to note that the conduit
140 is in communication with the high pressure fluid signal
conduit 222 by means of a check valve 330 ~ see composite Fig.
5 and Fig. 2) . Gene.rally, the underspeed control valve
functions in response to operation of the prime mover 22 below
a predetermined minimum value in order to communicate the
conduit 140 and accordingly the high pressure signal conduit
222 with the low pressure signal conduit 132 and its downstream
conduit 88. The underspeed control valve performs this function
in response to a fluid signal received from the venturi unit
60 through the venturi signal conduits 64 and 66. Note that the
pressure differential between those two conduits is represen- :
:: , .
tative of operating speed for the prime mover 22.
The underspeed control valve 124 includes a metering
20 spool 332 for regulating fluid communication from the ~n~u~.t
: .. 140 and passage 328 into another branched passage 334 in -;
communication with the low pressure conduits 132 and 88. Fluid
; pressure from the venturi signal conduit 64 is communicated
through a passage 336 to act against the left end Or the spool
332. Similarly, fluid from the venturi signal conduit 66 is
- communicated through a passage 338 into a spring chamber at
the right end of the spool 332.
During relatively high speed operation of the prime
- mover, pressure in the signal conduit 66 is relatively low so
~;. 30 that the spool 332 remains shifted toward the right, in the
~::
'
' '~
~ ~! 3
, _ _
:
~VS7~'~3
position illustrated in ~ig. 9, by pressure from the slgnal
conduit 64~ However, as operating speed of the prirne mover
decreases belo~ a predetermined minimum value, pressure in the
conduit 66 increases in relation to pressure within the conduit
64. Accordingly, fluid pressure in the chamber 340 combines
with force of the spring 342 to shift the spool 332 leftwardly
and relieve some of the fluid pressure from the conduit 140 and
accordingly, from the high pressure signal conduit 222, thus
allowing the pump or motor to effectively reduce the output
speed of the vehicle. This, of course, reduces torque loading
on the prime mover 22. When operating speed of the prime mover
recovers, pressure in the venturi signal conduit 66 diminished,
permitting the spool 332 to be shifted rightwardly so that a
differential pressure may again be developed within the conduit
222.
The override speed control valve 126 also receives
high pressure fluid through the conduit 140 from the speed
control valve 112. Low pressure signal fluid is also communi-
cated across the valve 126 by means of the conduit 132 as noted
above. ~ ~
:, :
The purpose o~ the override speed control valve 126
is to permit an operator to selectively reduce operating speed
of the drive train (see Fig. 1) without necessarily adjusting -
; or resetting a speed control valve 112. This feature is of
course of particular value in material handling vehicles where
t an operator isbusy manipulating implements as well as regu~
lating the operating speed and the direction of the vehicle.
Accordingly, the override speed control valve 126 permits him
- to establish a desired operating speed by means of the speed --
control valve 112 and to maintain that setting while inter- ~
mittently reducing operating speed through use of the valve 126. ~ `
~ .
: A 3~
~, ~
~S7~
The operator may selectlvely reduce operating speed
by manually shi.fting a control rod 3L~II leftwardly to compress
a spring 346 (see Fig. 8). Compression of the spring 346 acts
through an adapter 348 and a piston 350 against a pivoted lever
352. Resulting movement of the lever 352 urges a spool 354
rightwardly against its spring 356 in order to communicate
relatively high pressure fluid from the conduit 140 to -the low
pressure conduit 132. As noted above, this permits high pressure
signal fluid from the conduit 222 to escape through the check
valve 330~ thereby reducing the differential pressure in the
signal conduits 132 and 222 in order to reduce operating speed
of the drive train.
During operation of the override speed control valve
126 in the manner described above, the prime mover is often
subjected to overspeed conditions while attempting to provide
necessary dynamic braking through the hydrostatic transmission.
This condltion occurs for example when the vehicle is operating ;
at a high rate of speed or when the vehicle is traveling down- -
hill. At such times~ the dynamic braking capacity of the prime
mover and hydrostati~c transmission may be insufficient to~ ~
decelerate the vehicle at the desired rate. Accordingly, the
present invention contemplates supplemental brakes which are
automatically operated to supply additional braking capacity
in response to operating conditions within the drive train.
In order to prevent such overspeeding, the speed
limiting control valve 128 (see Fig. 10) is selectively operable
in a manner described immediately below to cause variable en-
gagement of brake 360 within the drive train 20. The brake 360
is schematically represented on Fig. 10 in conjunction with the
: :.
";!, 3o brake pressure control valve 129.
, . :
~ ! 3~ ~
~ .
~S7~
The speed l:Lmiting control valve receives a low
pressure signal rrom the venturi signa~ condult 66 through
branched conduits 362 and 364. The va].ve 128 also receives
an inlet pressure signal from the venturi unit 60 by means of :~
the signal conduit 6ll. It is again important to note that the
signal received from the signal conduits 64 and 66, in combina-
tion, provide an indication of operating speed for the prime
mover 22, as described above. An override spool 366, normally
urged into the position illustrated by a spring 368, is acted
lQ upon by ~luid pressure from each of the conduits 64 and 66.
Under normal operating conditions where the prime mover is
within an acceptable speed range, relative pressure in the signal
conduits 64 and 66 is not sufficient to urge the spool 366 up-
wardly. However, when operating speed of the prime mover
increases above a predetermined maximum value, as described
above,:relative pressure in the signal conduit 64 increases and
acts against the spring 368 to shift the spool 366 upwardly in :
order to permit variable fluid communication from the actuator ~;
` conduit 84 into the brake supply conduit 370. ~hus, conduit
370 ls normally pressurized, except for a condition o~ .erspeed
of the prime mover. Under this condition, the brake pressure
I control valve 129 is responsive to variable pressure in the
conduit 370 for correspondingly engaging the brake 360.
.;
Returning again to the speed limiting control valve
128, the conduit 370 has a branch conduit 372 for communicating
- the actuating brake ~luid pressure from the conduit 370 through ~.
. the branch conduit 372 into a passage 374 in the override speed
control valve 126 (also see composite Fig. 8). Brake actuating
~ '' '
,s :.
7~Z3
pressure in the passage 374 acts through a piston 376 which
is thus urged against the lever 352 in parallel with the manual
control rod 344. Rightward movement of the piston 376 is
limiced by a pin 378 only for the purpose of preventing rapid
oscillation of the piston 376 in response to pressure fluctu-
ations in the passage 374.
The fluid signal communicated to the override speed
control valve 126 through the conduit 372 is only a portion
of a feedback signal generated by the speed limiting control
valve 128 to provide an indication to the operator of the a-
mount of engagement for the drive train brake 360. An additional
fluid pressure signal is communicated from the speed limiting
control valve to the override speed control valve through a
conduit 380.
In order to develop the feedback signal within the
conduit 380, ~luid from the signal conduit 68 is communicated ~
to a passage 382 of the speed limiting control valve 128. A ;
first regulating spool 384, including a set of variable orifices : :
.
386 and a single orifice 387, functions in substantiaII~'the~
: :
20 same manner as the spool 366 in response to differential pressure
: in the conduits 64 and 66. For example, when the prime mover
22 is operating within an acceptable speed range, pressure in :
the venturi signal conduit 6LI is not sufficient relative to i:
pressure in the conduit 66 to urge the spool 384 upwardly
against its spring 389. `
However, as operating speed of the prime mover increases
above a predetermined maximum level, relative pressure is
':.', ':' ~
. ` .
''' '
.
A! -,35-
.
~C~576~3
increased within the slgnal conduit 64 which serves to shift the
spool 384 upwardly so tha~ the orifices 386 begin to communicate
a variable feedback signal in~o the passage 388 and the conduit
380, as further described below.
In addition, the orifice 387 provides selective
communication between the passage 382 and the conduit 222.
The passage 382 is always pressurized to a relatively higher
degree than the conduit 222. The purpose of the orifice 387
is to increase pressure in the conduit 222 during overspeed
conditions of the prime mover. For example, if the operator
sets the speed control valve 112 at a selected level~ pressure
in the conduit 222 will tend to approach a corres~onding
setting during normal operation. However, pressurized fluid
communicated from the passage 382 through the orifice 387
also increases the pressure level in the conduit 222. This
additional pressurization in the conduit 222 serves as an
~- artificial signal corresponding to a further increase in
output speed of the hydrostatic transmission in order to reduce
,' j.
the overspeed condition of the prime mover.
- 20 The feedback signal ln the passage 388 is also acted -
upon by a second regulating spool 390 which is responsive to
high pressure signal fluid from the conduit 222 and low pressure
signal fluid from the conduit 132. The differential pressure
between these two conduits is of course proportional to output
; speed of the drive train so that the spool 390 is operable for ~ ;
further adjusting the feedback signal in the passage 388 in
.. , :. .
proportion to operatlng speed of the drive train or vehicle. ~
:::.' : :
:-, :
~, ~
', ~ _3~_ ' '
~5~
In operation, the spool 390 is normally urged upwardly
by its spring 392. Low pressure signal fluid from the conduit
132 acts upon the spool 390 in conJunction with its spring 392.
High signal pressure from the conduit 222 acts upon the other
end of the spool 390 in a chamber 394. Accordingly~ a pressure
differential between the conduits 222 and 132 is sufficient to
shift the spool 390 downwardly against its spring in order to
provide variable communication for the passage 388 with a drain
passage 396 through a slot 391.
Thus, the feedback signal supplied into the conduit
380 is proportional both to operating speed of the prime mover
as well as output speed of the drive train which, in combination
with the signal in the branch conduit 372, provides a true
indication as to the amount of braking effort that is instantly
provided by both the drive train brake 360 and th~ prime mover.
: The feedback signal from the conduit 380 is communi-
cated to a passage 398 in the override speed control valve 126 -
and a chamber 400 in order to act upon the spool 354 through a ;
.` slug 402. Thus, by means of the lever 352 and the sp~ 35~4,
20 the feedback signal within the chamber 400 serves to resist
~: manipulation of the control rod 344 in proportion to engagement
of the brake 360. Any hydraulic delays or ~luctuations in the :
. j . ~ .,
system are compensated for by a check valve 404 and a restrictive
orifice 406 arranged in parallel between the passage 398 and :~
the chamber 400.
: From the immediately preceding description, it may
be seen that the override speed control valve 126 and the speed :~
limiting control valve 128 automatically function in combination
to compute the amount of braking capacity required in addition
A ~ :
~L0576Z3
to the dynamic capac:lty Or the drive train ln order to maintain
operating speed of the prime mover within acceptable limits. The
speed limiting control valve further functions to automatically
apply the supplemental brake within the drive train while
delivering a feedback signal to the override speed control valve
as an indication to the operator of the amount of engagement for --
the drive train brake.
The brake pressure control valve 129 merely functions ;
in response to a fluid signal from the speed limiting control
valve 128 in the conduit 370 in order to proportionally apply ~
the brake 360. It is noted that the brake 360 is of a type ~ ;-
being normally disengaged. A regulating spool 408 is normally
shifted downwardly by pressure in conduit 370 acting against
spring 410. Thus, any pressure in passage 412 is blocked from
the brake 360. As the signal from the conduit 37~ decreases,
due to overspeed of the prime mover, the spring 410 shifts the -
spool 408 upwardly to allow communication between the passage ;
412 and the brake 360. Any pressure communicated to the brake
: , ~
360 also acts upon the spool 408 in opposition to the spring ;
410 by means of an interconnecting passage 414. Fluid from the
passage 414 acts upon a slug 416 which is accordingly urged
downwardly against the spool 408. The brake 360 is then dis-
engaged by variable communication with a drain passage 418.
The brake pressure control valve 129 also includes a ;;
shuttle valve 420 which is automatically shifted in order to `
supply actuating fluid to the passage 412 from one of a pair ~ ~
of conduits 422 and 424. Preferably, the conduits 422 and 424 ; ~ -
are in respective communication with the manifolds 36 and 38 ~ -
~. ~
,
:. .
.- ,. . : . , . ,. -, .. ;. .. .
. . . . - ..
~C~57~3
for the hydrostatic transmisslon (also see Flg. 1). Since
elther of ~he manifolds may be filled ~ith high pressure fluld
depending upon the direc~ion Or operation for the transmission,
the shuttle valve spool 420 serves to assure that the relatively
high pressure side of the hydrostatic transmission is in com-
munication with the passage 412 in order to assure adequate
pressure for engaging the brake 360.
4) Detailed description o r the preferred mode of
.
_peration.
o 10 It is believed that the mode of operation for the
control valve assembly 102 is clearly set forth in the above
description. However, the mode of operation for the various
valve components within the control assembly 102 is briefly
summarized below in order to assure a better understanding of
their combined operation.
Initially, the speed control valve 112 is manually `
operable to develop a relatively high pressure in the conduit
174 relative to the low pressure signal conduit 132. The
- signal from the conduit 174 is modulated during either accelera-
ting or decelerating operation of the transmission to provide
- a variable high pressure signal in the conduit 196.
The directional valve 116 responds to the dif'ferential
pressure in the conduits 196 and 132 for performing three
functions. Initially, the directional valve determines the
direction of operation for the pump actuator 42 (see Fig. 1)
in order to determine forward or reverse operation of the drive
train. Secondly, the directional valve establishes the sequence
in which displacement of the hydrostatic pump 32 and motor 3l1
takes place. Finally, the directional valve includes a third
.
valve component for modulating a decreasing differential pressure ~-
in the conduits 196 and 132 in order to regulate deceleration
'
... .
~ ' 3g
.
` ~57~Z3
o~ the hydrostatlc transmlss:Lon only during a direction change. ?
As the transmi~sion passes through a neutral condition, the
modulating valve 114 thereafter functions to again regulate the
rate of acceleration for the transmission.
The range selector valve 118 functions to automatically
shift a multiple speed range transmission unit 26 (Fig. 1) lnto a
different speed range as the hydrostatic transmisslon approache~
a select limit of displacement. Concurrently, the pilot control
: . .
valve 50 for the hydrostatlc motor actuator 48 responds to the
differential pressure signal in conduits 196 or 222 and the low
pressure signal conduit 132. The function of the range selector ~-
valve 118 and the automatic response of the pllot control valve
50 is timed by operatlon of the accumulator 120.
Before operation of the transmission can be initiated, ~ `
however, it is first necessary that the safety control valve
;~ 122 be positioned to disengage a parking brake 158 (see Fig. 4)
and also to block communication between the conduits 160 and
.. ,: : ~
162 so that differential pressurization may be developed within
the low pressure signal conduit 132 and the high pressure signal ;
~ ~condult 222 or 196. The safety control valve 122, of course~
provides these functions when the speed control valve 112 is -
; : . . .
first returned~to a neutral position so that the transmission
.~, . .
; ~ units may thereafter be accelerated in proper sequence.
;~ . .
As noted above, the underspeed control valve 124
functions in a generally conventional fashion to decrease the
'~ differential signal in the conduits 132 and 196 when the prime
mover is operating beneath a predetermined minimum speed level.
The override speed control valve 126 provides a means
for selectively accomplishing the same purpose in order to de-
celerate the drive train at any time deslred by the operator.
' : :~
~ :~
., ~0--
::: :
~0576~3
Any corresponding overspeed conditions of the prime
mover are sensed by the speed limiting control valve 128 which
accordingly causes engagement of a brake 360 within the drive
train in order to supplement dynamic braking capacity of the
hydrostatic transmission unit. The speed limiting control
valve 128 further communicates a feedback signal to the over-
ride speed control valve 126 which is proportional to actual
engagement of the brake 360, actual operating speed of the prime
mover and actual output speed of the drive train in order to
provide a true indication to the operator as to the corabined
degree of braking from the brake 360, and the prime moyer through
the drive train.
The graph of Fig~ 13 also clarifies the manner in
which the combined hydrostatic and multiple speed range krans-
mission units function in combination. Referring now to Fig.
13, the curve indicated at 502 represents the angle of displacement
for the pump 32 (regardless of operating direction) while the
curve 504 represents the angle of displacement for the motor 34
(also see Fig. 1). At zero speed of the transmission, for
example, during start up conditions with the speed con~r~l v~lve
112 being in neutral, the pump is at minimum displacement while
the motor is at maximum displacement. As the operating speed
of the drive train is increased through manipulation of the
speed control valve 112, the pump 32 is first shifted from
- minimum toward maximum displacement. As it reaches maximum
displacement as indicated at 506, the motor 34 begins to ex-
perience displacement variation from its maximum condition
toward a minimum. As displacement of the motor 34 approaches a
condition of minimum displacement indicated at 508 on the graph,
the range selector valve 118 (see Fig. 2) automatically shifts
` A ~
,. . .
,~ , . - ~ . .. _ .
. .
: ~S~7~;Z3
the multiple speed range transmission unit into a differ-
ent speed range. Simultaneously, displacement of the
motor is shifted or reset back toward its condition of
maximum displacement. Resetting of the motor 34 occurs
between points 508 and 510 on the graph. Thereafter,
the motor again continues to experience gradually de-
creasing displacement in order to provide acceleration
~ ,
within the higher speed range setting established by
the range selector valve.
The above procedure graphically represented in
Fig. 13 may be performed in opposite relation for de- ,
celerating operation of the drive train. Thus, the
., j . . .
graph of Fig. 13 indicates that the shift between speed ;
~ ranges, indicated between the points 508 and 510, may `
-~I- take place at any point selected along the curve in
I order to establish the most desirable torque transmitting !~'~ .`; ; .
characteristics within the drive train. This feature
is particularly facilitated by the automatic and simul-
taneous conditioning of the multiple speed range trans~
j ~0 mission and the hydrostatic motor in response to a
~, : .
, single differential signal.
:, , .
. 1 ,;, .
, .
'.1 .,:
,1
,....................................................................... -, :
., .:
. .
:::: : : : :~ :: : : :
