Note: Descriptions are shown in the official language in which they were submitted.
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TRANSMISSION CONTROL SYSTEM
BACKGROUND OF THE INVENTION
The field of art to which this invention pertains includes pres-
surized fluid control systems for multiple speed ratio powershift
transmissions. More particularly, the control system is adapted to
automatically shift the transmission from a higher speed ratio to a
lower speed ratio at a first predetermined vehicle ground speed and
thereafter shift back to said higher speed ratio at a second higher
predetermined vehicle ground speed.
10In front end loader applications, for example, during bucket
loading at the pile portion of the work cycle, the vehicle is required
to crowd the pile as well as pry or lift with the bucket. The pile is
normally approached in second gear from a travel portion of the work
- cycle, with initial crowding and bucket work being done in second gear.
During the second gear operation, in comparison with first gear opera-
tion less torque is available at the driving wheels which has a de-
sirable effect of minimizing wheel spin. However, when additional
hydraulic demands are placed on the engine, as a result of prying or
bucket lifting operations, insufficient power remains for transmission
to the driving wheels for effectively crowding the pile. Therefore, at
this time the operator normally must manually shift to first gear and
upon loading the bucket and backing out of the pile, he must then manu-
ally shift to second gear.
In order to relieve the operator from excessive shifting between
first and second gears, it would be very desirable to have an automatic
shift system so that, when the vehicle ground speed drops to a first
predetermined speed, the transmission is automat;cally downshifted from
second to first gear which in turn is followed by an automatic upshift
when the vehicle ground speed thereafter exceeds a second higher pre-
determined speed. Therefore, a principal object of this invention is toprovide a transmission shift control system that provides this automatic
function.
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Detailed descriptions of the transmissions regulated by this type
of a control system may be found in U.S. Patent No. 3,126,752 to Bolster,
with control covers and the associated valves to which this invention
pertains being found in U.S. Patent No. 3,334,703 to Zeller and in U.S.
Patent No. 3,559,780 to Erdman.
- In order to meet the objective of having the transmission operatein second gear with the speed ratio control lever in the second gear
location until ground speed drops to a first predetermined speed, where-
upon the transmission automatically shifts back to first gear and remains
in first gear until ground speed exceeds a second higher predetermined
speed, at which time it automatically shifts back into second gear, the
transmission control system is provided with an automatic downshift
system. This downshift system includes an electronic speed sensing
system in association with a downshift valve means wherein the former
basically includes a signal generator for producing an electronic pulse
signal proportional to vehicle road speed; an electronic speed switch,
actuated via said signal generator for producing a continuous signal
starting at a first predetermined vehicle road speed and terminating at
a second higher predetermined vehicle road speed; and a solenoid valve,
actuated via the continuous signal, for providing a pressure for actu-
ating the downshift valve means. --
The downshift valve means in turn includes a sandwich valve inter-
posed between the transmission control cover and the transmission casing,
with the sandwich valve including a plurality of bores that serve to
channel pressurized fluid from the speed control valve to the several
; speed ratio clutches. First and second speed ratio clutch valves,
associated with the sandwich valve, control the flow of pressurized
fluid to first and second speed ratio clutches, respectively. An
actuator-transfer valve both controls the closing of the second speed
ratio clutch valve and the bypassing of the pressurized fluid from the
second speed ratio clutch to the first speed ratio clutch, thus disen-
- gaging the second speed ratio clutch and engaging the first speed ratio
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clutch and thereby automatically shifting the transmission from a second
speed ratio to a lower flrst speed ratio.
This automatic downshift continues until the vehicle ground speed
exceeds a second predetermined speed, higher than the first speed in
order to minimize the repeated shifting between the first and second
speed ratios. At this time the signal is removed from the electronic
speed switch thereby deactivating the solenoid valve and in turn shut-
ting off the flow of second speed ratio clutch pressure into the first
clutch valve while at the same time re-engaging the second speed ratio
clutch thereby affecting a transmission upshift.
The features and advantages of the present invention will be more
readily understood by persons skilled in the art when following the
detailed description in conjunction with the several drawings.
FIG. 1 shows diagrammatically and schematically the transmission
control system of this invention in conjunction with a multiple speed
ratio powershift transmission.
FIG. 2 is a top plan view of the sandwich valve of the transmission
control system, with portions thereof being broken away for the sake of
clarity.
FIG. 3 is an enlarged sectional view, taken along line 3-3 of a
- valve embodied in the control system.
FIG. 4 is an enlarged sectional view, taken along line 4-4 of FIG.
2, of a further valve embodied in the control system, with the valve
spool being in the open or unshifted position.
: FIG. 5 shows the valve of FIG. 4 with the valve spool being in the
closed or shifted position.
Referring now the drawings, specifically to FIG. 1, there is shown
- a transmission control system 10 in combination with a multiple speed
ratio powershift transmission 12 and its associated transmission control
cover 14.
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Transmission 12 includes an input shaft 16, an output shaft 18, a
fluid operated directional control clutch 20 which conditions the trans-
mission for forward drive when engaged, and a fluid operated directional
control clutch 22 which conditions the transmission for reverse drive
when engaged. In addition, a plurality of fluid operated speed ratio
clutches 24, 26, 28, and 30, when engaged, condition the transmission
for drive in first, second, third, and fourth speed ratios, respectively.
A more detailed description of a transmission of this type may be found
in U.S. Patent No. 3,126,752 issued in the name of R. H. Bolster on
31 March 1964.
Control cover 14 has a plurality of valves housed therein which
among others generally include a conventional pressure regulating valve
~; for limiting the maximum pressure in the control system, a conventional
; directional control valve 45, and a conventional speed control valve 43.
These valves control the flow of pressurized fluid that operates the -
various fluid actuated clutches and lubricates the gears and bearings -
associated with transmission 12 in a manner well known in the art. More
detailed showings of similar transmission control covers and their
associated valves may be found in U.S. Patent No. 3,334,703 to Zeller
and in U.S. Patent No. 3,559,780 to Erdman. A prime mover (not shown)
is used to drive one or more charge or auxiliary pumps of any well known
construction, one of which is schematically shown at 32. In order to
selectively pressurize control cover 14, pump 32 draws and pressurizes
fluid from a fluid supply reservoir or sump 34 from which fluid is drawn
through a conduit 36, with conduit 40 linking pump 32 with control cover
14.
Transmission 12 is often used in the drive lines of construction
machinery, a specific example thereof being front end loader applica-
tions, with the speed control shifting and the directional control
shifting being performed by the operator generally through manual hand
control levers (not shown~ connected with speed control valve lever 44
and directional control valve lever 46, respectively, in control cover
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14. In front end loader operation, for example, the operator is gener-
ally occupied with manually hand-manipulating both steering and hydraulic
bucket control functions, and, therefore, it is inconvenient for him to
have to manually hand shift back and forth between first and second
gears, for example, in addition to hand shifting between the forward and
reverse during a loading-unloading operation. It should, of course, be
recognized that in front end loader operation, there is extensive short
duration reciprocation of the front end loader in conjunction with the
loading and unloading operations.
In order to relieve the operator from constantly shifting between
. first and second gears, when speed control lever 44 is in second gear
location, transmission control system 10 allows transmission 12 to
operate in second gear until ground speed drops to a first predetermined
speed whereupon transmission 12 automatically shifts back to first gear
and stays in first gear until ground speed exceeds a second higher
` predetermined speed, at which time it automatically shifts back into
second gear.
In order to accomplish this objective, transmission control system
10 is provided with an automatic shift system 38, the best mode of which
includes an electronic speed sensing system 48 in association with a
downshift valve means 52 which in turn is interposed between transmission
control cover 14 and electronic transmission casing 42. Electronic
speed sensing system 48 basically includes a signal generator 56, an
electronic speed switch 58 and a solenoid valve 60. Signal generator 56
- is mounted on transmission first clutch shaft 54, with the latter being
drivingly connected to the output shaft and therefore rotating at a
speed proportional to road speed. Signal generator 56, which produces
an electronic pulse signal proportional to road speed, may take the form
~ of a model ESG signal generator (style ESG0) manufactured by Synchro-.~ 30 Start Products, Inc. of Skokie, Illinois. Signal ~enerator 56 in turn
is electrically connected to an electronic speed switch 58 which may
consist of a model ESSB-lAT electronic speed switch also manufactured by
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Synchro-Start Products, Inc. of Skokie, Illinois. Electronic speed
switch 58 is also electrically connected to both a DC power supply 59
and a solenoid valve 60 which may take the form of Model No. 8-3A-3-24
Solenoid Valve manufactured by Fluid Power Systems Division of AM8AC
Industries, Inc. of Wheeling, Illinois.
Solenoid valve 60 is also hydraulically interconnected with control
cover 14 via conduit 64, as well as having a vent conduit 66 and being
further hydraulically interconnected with a second speed clutch valve 62
(FIG. 2) in valve means 52 via conduit 68 and piston-cylinder actuator-
transfer valve 70.
As previously noted, control cover 14 serves to control the hydraulicpressures for actuating the speed ratio and directional control clutches
via speed control and directional control valves 43 and 45, respectively,
with these valves forming no part of the present invention.
As best seen in FIG. 1, downshift valve means 52, which includes
sandwich valve 53, is interposed between control cover 14 and transmis-
sion casing 42, with the actual structure of downshift valve means 52
being best seen in FIG. 2. Valve 53,` which takes the form of a center- - -
cored generally rectangular plate, includes a plurality of bores or
apertures that serve to channel hydraulic pressure to the various clutches,
with apertures 72, 73 permitting hydraulic interconnection with forward
and reverse clutches 20, 22, respectively. Similarly, apertures 74, 75,
76, and 77 are hydraulically interconnected with first, second, third,
and fourth speed ratio clutches 24, 26, 28, and 30, respectively. It
should be understood that apertures 72-77 are connected with appropriate
portions of valves 43 and/or 45 and via hydraulic lines (not shown) with
their respective clutches in a manner well known in the art.
FIGS. 2 and 3 show second speed clutch valve 62 slidably mounted
within bore 78 of sandwich valve 53~ with bore 78 intersecting bore 75.
Slidably disposed in bore 78 is a spool 80 which is normally biased to
the position shown by means of the helical spring 82 and is movable, in
a position opposing the biasing of spring 82, by means of piston and
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cylinder type fluid actuator valve 70. The portion of bore 78 remote
from bore 75 is also connected to a vent conduit 84. Valve bore 78
includes a relieved portion 79 which allows the venting of the residual
fluid pressure within aperture exit portion 75b via vent conduit 84
while spool 80 closes aperture entrance portion 75a. Actuator-transfer
valve 70 is threaded into a port;on of bore 78 and includes a body 86
having a longitudinally extending bore 88 therein. Communicating with
bore 88 are longitudinally spaced ports 90 and 92, as well as end port
94. Port 90 of valve 70 is connected to the second speed ratio clutch
pressure supply in control cover 14 by means of conduit 96, while port
92 is connected to port 98 of a first speed clutch valve 100 via conduit
102. Conduit 68 connects port 94 with solenoid valve 60.
Slidably disposed in valve bore 88 is a spool 106 whose spaced land
portions 108, 110 define a groove 112 which serves to selectively inter-
` connect ports 90 and 92 upon the movement of spool 106 in response to a
control pressure from solenoid valve 60. Land portion 108 also serves
to separate portions 89 and 91 of valve bore 88 when spool 106 is in the
position shown in FIGS. 2 and 3. In addition, spool 106 includes a
- stalk portion 114 which abuts and serves to move spool 80 in opposition
to spring 82. It should be understood that the interconnection of
conduits 90 and 92, via the movement of spool 106, simultaneously closes
second speed aperture 75 in sandwich valve 53 to fluid flow from control
cover 14, thereby shutting off the flow of pressurized fluid to second
speed ratio clutch 26 and consequently disengaging same.
The structure of first speed clutch valve 100 is substantially
similar to that of second speed clutch valve 62 and includes a spool 120
~` reciprocable in bore 118 of sandwich valve 53, with bore 118 perpendicu-
larly intersecting bore 74. Spool 120 is normally biased to the positon
shown by means of helical spring 122 and is movable in opposition thereto
as a result of fluid pressure from second speed clutch valve 62 which
enters through conduit 102 and port 98. Valve bore 118 also includes a
relieved portion 124 which allows fluid pressure to enter aperture exit
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portion 74b while spool 120 closes aperture entrance portion 74a to
direct fluid flow from control cover 14, as shown in FIG. 5, thereby
consequently engaging first speed ratio clutch 24 via the pressurized
fluid that normally actuates second speed ratio clutch 26.
In normal second speed ratio operation, pressurized fluid for
second speed ratio clutch 26 passes vertically through aperture 75 of
sandwich valve 53. In addition to being controlled by speed control
valve 43, the second ratio clutch pressure is also controlled by actu-
ator valve 70 and second speed clutch valve 62. Actuator-transfer valve
70 in turn is, of course, controlled by solenoid valve 60. Once vehicle
ground speed drops to a first predetermined speed, for example, 1 mile --
per hour, this predetermined first speed is sensed by electronic speed
switch 58 that supplies a signal which activates solenoid valve 60.
Actuation of valve 60 permits a control pressure from control cover 14
to reciprocate valve 70 and second speed clutch valve 62. As previously
noted, clutch valve spool 80 shuts off a flow of pressurized fluid to
second speed ratio clutch 26 whereas the movement of actuator valve
spool 106 channels the second clutch valve pressure in conduit 96 into
; the previously unpressurized first speed clutch valve 100. As best seen
in FIG. 5~ first speed clutch valve spool 120 closes off aperture portion
74a of first speed aperture 74, thereby blocking off communication with
- the control cover while simultaneously permitting the pressurized fluid --
from valve 70 to enter aperture portion 74b which thereafter engages
first speed ratio clutch 24. Thus, second speed ratio clutch pressure -
is used to activate first speed ratio clutch 24 and effect a downshift.
When the vehicle ground speed exceeds a second higher predetermined
speed, for example, 2-1/2 miles per hour, a signal is removed from
electronic speed switch 58 to deactivate solenoid valve 60, thereby
cutting off the flow of second speed ratio clutch pressure into first
clutch valve lQO and at the same time, opening second speed ratio aperture
75 so as to permit engagement of second speed ratio clutch 26 which
effects an upshift. The downshift and consequent upshift are fully
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automatic and completely free the operator from the burden of manual
control in regard thereto. It should be understood that electronic
speed switch 58 can be set for varying first and second predetermined
ground speeds. Furthermore, automatic shift system 38 can, of course,
- also be utilized with other than only first and second speed ratios if
so desired. In addition, if desired by the operator, shift system 38
can be disconnected via override switch 50 preferably located in the
: vehicle cab.
From the foregoing, it is believed that those familiar with the art
will readily recognize and appreciate the novel concepts and features of
the present invention. Obviously, while the invention has been described
in relation to only a limited number of embodiments, numerous variations,
changes and substitutions of equivalents will present themselves to
persons skilled in the art and may be made without necessarily departing
from the scope and principles of this invention. As a result, the
embodiments described herein are subject to various modifications,
changes and the like, without departing from the scope and spirit of the
invention, with the scope thereof being determined solely by reference
to the claims appended hereto.
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