GB1566778A - Creation of Inventions and Patents with Artificial Intelligence

GB1566778A – Hydraulic fluid control system
– Google Patents

GB1566778A – Hydraulic fluid control system
– Google Patents
Hydraulic fluid control system

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Publication number
GB1566778A

GB1566778A
GB41768/77A
GB4176877A
GB1566778A
GB 1566778 A
GB1566778 A
GB 1566778A
GB 41768/77 A
GB41768/77 A
GB 41768/77A
GB 4176877 A
GB4176877 A
GB 4176877A
GB 1566778 A
GB1566778 A
GB 1566778A
Authority
GB
United Kingdom
Prior art keywords
valve
pressure
boost
control
fluid
Prior art date
1976-10-18
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

Application number
GB41768/77A
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)

Deere and Co

Original Assignee
Deere and Co
Priority date (The priority date 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 date listed.)
1976-10-18
Filing date
1977-10-07
Publication date
1980-05-08

1977-10-07
Application filed by Deere and Co
filed
Critical
Deere and Co

1980-05-08
Publication of GB1566778A
publication
Critical
patent/GB1566778A/en

Status
Expired
legal-status
Critical
Current

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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

F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing

F16H61/0021—Generation or control of line pressure

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

F16H47/00—Combinations of mechanical gearing with fluid clutches or fluid gearing

Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS

Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC

Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION

Y10T74/00—Machine element or mechanism

Y10T74/19—Gearing

Y10T74/19149—Gearing with fluid drive

Description

PATENT SPECIFICATION
( 11) 1566778 ( 21) Application No 41768/77 ( 22) Filed 7 Oct 1977 ( 31) Convention Application No 733 319 ( 32) Filed 18 Oct 1976 in ( 33) United States of America (US) 1 ( 44) Complete Specification published 8 May 1980 ( 51) INT CL 3 G 05 D 16/16 ( 52) Index at acceptance F 2 D A 133 C 085 M 045 ( 72) Inventor ALFRED SIGMUND SMEMO ( 54) HYDRAULIC FLUID CONTROL SYSTEM ( 71) We, DEERE & COMPANY, a corporation organised and existing under the laws of the State of Delaware, United States of America, of Moline, Illinois 61265, United States of America do hereby declare the invention, for which we pray that a patent way be granted to us, and the method by which it is to be performed, to be particularly described in and by the following satmnt:tie present invention relates to a hydraulic fluid control system.
Vehicle powershift transmissions commonly utilize operating fluid at a regulated pressure, generally in the range of 180-200 psi, for effecing engagement of various transmission friction elements such as disc brake and clutch mechanisms The source of this operating fluid is commonly a fixed-displacement pump operating against a pressure regulating valve for ensuring adequate pressure for operating the transmission shift elements The pump, then, operates against regulated system pressure and, since the pump also normally supplies fluid for cooling and lubricating the transmission, it is of relatively large displacement Thus, the power to drive the pump and the resultant heat load is significant.
According to the present invention a hydraulic fluid control system comprises: a pressure regulating valve; a fixed-displacement pump with its outlet connected to the pressure regulating valve, the valve including pressure-responsive regulating pressure adjusting means operative, in the absence of a control pressure, to effect an inactive-condition in the regulating valve wherein fluid L Sivered by the pump passes through the regulating valve without being regulated thereby, and operative in the presence of the control pressure to effect an active condition in the regulating valve wherein fluid delivered thereto by the pump is caused to be regulated such that it builds to a predetermined minimum value before passing through the regulating valve; pressure consumer element means; a control valve; a pilot pressure responsive boost valve; a pilot pressure line connected to the boost valve by way of the control valve; a supply-return line connecting the boost valve to the consumer element means by way of the control valve; a control fluid line connecting the boost valve to the regulating pressure adjusting means; a feed line connecting the pump to the boost valve; an exhaust line connecting the boost valve to sump, the boost valve being pressure-shiftable from an unactuated position wherein it connects the supply-return line and the control line to the exhaust line, to an actuated position, wherein it connects the feed line to the supply-return, and the control valve being operable between a first position wherein it blocks the flow of fluid from the source of pilot fluid pressure to the boost valve and a second position wherein it connects the source of pilot fluid pressure to the boost valve.
The invention will now be described with reference to the accompanying diagrammatic drawings in which:
Figure 1 is a schematic of a hydraulic control system of the present invention; Figure 2 is a view showing a boost valve and a main pressure regulating valve of the system in section with parts broken away and with certain valve elements divided with one half of each element shown in an actuated position and with the other half of each element shown in an unactuated position.
Referring now to Figure 1, there is shown a hydraulic control system 10 for controlling the operation of a powershift transmission.
The working system would include various other elements which are not thought necessary for the understanding of the present invention and are omitted for the sake of simplicity.
The system 10 includes a fixed-displacement pump 12 having an inlet connected to a sump or reservoir 14 and having an outlet coupled to a working fluid delivery line means 16 Connected in series in the line means 16 are a main pressure regulating valve 18, a torque converter 20, and a converter pressure regulating valve 22, these element being I O 1,566,778 arranged in the order indicated with the valve 22 being connected to the sump 14.
Pilot pressure is conveyed to the top end (Fig 1) of the valve 18 as indicated schematically by means of a pilot pressure line 24, the pressure acting in opposition to a spring 26, the position of which is adjusted in a manner described hereinbelow, by means of pressure responsive pressure boost piston, indicated schematically at 28 Similarly, pilot pressure is conveyed to the top of the valve 22 by a pilot line 30 and acts in opposition to a spring 32.
It is here noted that in the absence of actuating fluid being delivered to the piston 28, the spring 26 will be positioned such that the main pressure regulating valve 18 will be ineffective to regulate and the pressure in the line means 16 will be that established by the torque converter pressure regulating valve 22.
Provided for selectively actuating the piston 28 for shifting the spring 26 so as to make the valve 18 effective to regulate pressure is a pilot-operated pressure boost valve 34 The boost valve 34 is connected to the line means 16 by a feed line 36 to the sump 14 by an exhaust line 38, to the boost piston 28 by a supply-return line 40 and to a powershift transmission control valve 42 by a supplyreturn line 44 The boost valve 34 is a twoposition valve and is biased, by means of a spring 46, toward a deactivated position, the position illustrated, wherein the supply-return lines 40 and 44 are connected to the exhaust line 38 and blocked from fluid communication with the feed line 36 The boost valve 34 is shiftable rightwardly (Figs 1 and 2) from its deactivated position to an activated position wherein the supply-return lines 40 and 44 are connected to the feed line 36 and blocked from fluid communication with the exhaust line 38.
For the purpose of effecting selected pilot operation of the boost valve 34, there is provided a pilot line means 48 having the control valve 42 located therein between opposite ends thereof, which ends are respectively connected to the line means 16 and to the boost valve 34 such that the pressure delivered by the pilot line means 48 acts in opposition to the spring 46 The control valve 42 may be of any known type including a plurality of selectively shiftable valve elements operable for establishing neutral and actuated conditions in the valve 42 for respectively establishing neutral and one or more drive conditions in a powershift transmission respectively by neutralizing and actuating one or more transmission control elements, such as pressurizable clutch and brake pistons, which are here indicated schematically at 50 and connected to the valve 42 by a line 52.
No matter what configuration the valve 42 may actually be, it is to be understood that it acts to establish fluid communication between the line 16 and the boost valve 34 via the pilot line means 48 only when the valve.
42 is in a condition for routing pressure fluid to one or more of the transmission control 70 elements 50 to establish a transmission driving condition So that varying system pressures, such as might occur due to pressure modulating action of brake and clutch mechanisms of the transmission, do not interact with the 75 boost piston 28, a check valve 53 is incorporated in the valve 34 so as to be in a passage connecting the feed line 36 to the supply-return line 40 when the boost valve 34 is in its activated position 80 Referring now to Fig 2, it can be seen that the main pressure regulating valve 18 includes a valve body 54 having a bore 56 disposed therein and including an enlarged right end defining a cylinder 58 in which is 85 received the boost piston 28 A control port 59 intersects the cylinder 58 rightwardly of the piston 28 and is connected to the supplyreturn line 40 Disposed in the bore 56 leftwardly of the piston 28 is a valve spool 60 90 having a right end resting on the spring 26, the latter being in the form of a coil compression spring and mounted between the piston 28 and spool 60 Intersecting the bore 56 so as to always be in fluid communication 95 with a location between the spool 60 and the piston 28 is an exhaust port 62 which is connected to the sump 14 The valve 18 further includes inlet and outlet ports 64 and 66, which are respectively connected to the line 100 means 16 upstream and downstream of the valve 18 and respectively intersect the bore 56 at spaced locations leftwardly of the port 62 The spool 60 includes left and right lands 68 and 70 defining an annular groove 72 105 therebetween The lands 68 and 70 of the spool 60 bear such relationship to the ports 62, 64 and 66 that the land 70 blocks fluid communication between the exhaust port 62 and the inlet and outlet ports 66 in all 110 positions of the spool 60 and the groove 72 establishes fluid communication between the inlet and outlet ports 64 and 66 when the spring 26 is uncompressed and the piston 28 is unactuated and rests against an end cap 74 115 threaded into the right end of the bore 56 (see upper position of spool 60, spring 26 and piston 28 in Fig 2) Thus, it will be appreciated that when the piston 28 is unactivated the valve 22 will be ineffective to 120 regulate pressure When the piston 28 is actuated it will move leftwardly against a shoulder 76 and thus relocate the position of the bottom end of the spring 26 In the absence of pilot pressure acting on the spool 125 60, it would then be held against the top end wall 78 of the bore and the land 70 would block the outlet port 66 However, whenever pressure exists for actuating the piston 28, pilot pressure conveyed to the top end of the 130 1,566,778 spool 60 by a passage 80 extending through the upper land 68 will act to push the spool rightwardly against the force of the spring 26 so as to establish fluid communication between the inlet and outlet ports 64 and 66 (see lower position of the spool 60, spring 26 and piston 28 in Fig 2).
Also shown in detail in Fig 2 is the boost valve 34 which includes a housing 82 having a horizontally disposed bore 84 located therein, the bore having its left and right ends respectively closed by an end wall 86 and an end cap 88 The spring 46 is in the form of a coil compression spring mounted in the bore 84 between the end cap 88 and a shoulder defined by a fluid bore 92 extending axially leftwardly into a valve spool 94 reciprocably mounted in the bore 84 Pilot pressure is conveyed to the left end of the spool 94 by means of a pilot pressure port 96 intersecting the left end of the bore and connected to the pilot line means 48 at a location downstream from the transmission control valve 42 To prevent the spool 94 from being hydraulically locked against movement, the right end thereof is connected to the exhaust line 38 by means of an exhaust port 98 intersecting the right end of the bore 84 Intersecting the bore 84 at successive locations leftwardly of the exhaust port 98 are an intermediate exhaust port 100, a supply-return port 102, an inlet port 104, a supply-return port 106 and an exhaust port 108 The exhaust ports 100 and 108 are connected to the line 38, the control port 102 is connected to the line 40, the inlet port 104 is connected to the feed line 36 and the supply-return port 106 is connected to the line 44 For controlling the flow of fluid among the ports 100-108, the spool 94 is provided with left, intermediate and right lands 110, 1,12, and 114 respectively, with annular grooves 116 and 118 respectively, being located between and defined by the left and intermediate lands 110 and 112 and by the intermediate and right lands 112 and 114.
When the boost valve 34 is in its deactivated position (see upper position of spool 94 and spring 46 in Fig 2) as occurs when no pilot pressure fluid is conveyed thereto, the spring 46 will hold the left land 110 against the left end wall 86 of the bore 84 and the groove 116 will be disposed to connect the supply-return port 106 to the exhaust port 108 The intermediate land 112 is then positioned in blocking relationship to the inlet port 104 and the groove 118 is positioned to connect the supply-return port 102 to the intermediate exhaust port 100.
When the boost valve 34 is in its activated position (see lower position of spool 94 and spring 46 in Fig 2) as occurs when pilot pressure fluid is conveyed thereto, the left land 110 will block the exhaust port 108, the groove 116 will establish fluid communication between the inlet port 104 and a radial passage 120 in the spool 94 connected to the blind bore 92, the blind bore 92 in turn being connected in fluid communication with the supply-return port 102 by way of a second radial passage 122 in the spool 94 connected to the blind bore 92 Located in the bore 92 between the passages 120 and 122 is the check valve 53 which is in the form of a rightwardly facing valve seat 124 defined by the bore 92 and having a check ball 126 biased toward seating engagement therewith by a coil compression spring 128 mounted between the check ball 126 and a spring-retaining ball 130 pressed into the bore 92 such is to also serve as a plug preventing fluid flow therearound.
The operation of the control system is as follows Assuming the transmission control valve 42 to be in a neutral position or a position where full system pressure is not required, pilot fluid will be blocked by the valve 42 from flowing to the boost valve 34, the latter then being in its unactuated position wherein it connects the boost piston 28 to the sump 14 With the piston 28 connected to the sump 14, the spring 26 will be positioned such that fluid pressure acting on the left end (Fig 2) of the valve spool 60 will shift the latter rightwardly to interconnect the inlet and outlet ports 64 and 66 without the pressure upstream from the valve having to increase above the regulated pressure of the torque converter pressure regulating valve 22.
The valve 18 is thus in effect, deactivated so as to be either subordinate to or at most on par with the valve 22 and the pressure against which the pump 12 is then operating is that determined by the valve 22, this pressure in one known system being in the neighbourhood of 40 psi.
If the control valve 42 is then operated to effect the actuation o one or more transmission elements requiring substantially more pressure for their successful operation than the pressure established in the system by the valve 22, the pilot line means 48 will be opened to connect pilot pressure to the left end (Fig 2) of the boost valve 34 This pressure will urge the spool 94 rightwardly such as to connect the outlet of the pump 12 in fluid communication with the boost piston 28 and the control valve 42, the latter being positioned to connect the supply-return line 44 to the element or elements desired to be actuated With pressure fluid acting on the piston 28, it is moved leftwardly (Fig 2) against the shoulder 76 and as it moves leftwardly the right end of the regulating spring 26 will likewise move leftwardly As a consequence of this leftward movement of the right end of the spring 26, the pressure required to keep the valve spool 60 shifted rightwardly so as to interconnect the inlet and outlet ports 64 and 66 will increase and thus the pressure upstream from the valve 18 will 1,566,778 build to the required pressure, which pressure is preselected so as to be that necessary for the successful operation of the actuated transmission element or elements This required pressure in the aforementioned one known system is typically in the neighbourhood of 180-200 psi.
Fluctuations in pressure may occur in the supply line means 16 upstream from the valve 18 due to the modulating action of the actuated transmission control element or elements, however, these fluctuations are kept from disturbing the piston 28 by means of the check valve 53.
Thus, it will be appreciated that by means of the present invention the pump 12 will stand by” at a relatively low pressure determined by the converter pressure regulating valve 22 until the transmission control valve 42 is shifted to an active position for actuating one or more transmission elements requiring more than the “stand by” pressure for their successful operation.

Claims (3)

WHAT WE CLAIM IS:-

1 A hydraulic fluid control system, comprising: a pressure regulating valve; a fixeddisplacement pump with its outlet connected to the pressure regulating valve, the valve including pressure-responsive regulating pressure adjusting means operative, in the absence of a control pressure, to effect an inactivecondition in the regulating valve wherein fluid delivered by the pump passes through the regulating valve without being regulated thereby, and operative in the presence of the control pressure to effect an active condition in the regulating valve wherein fluid delivered thereto by the pump is caused to be regulated such that it builds to a predetermined minimum value before passing through the regulating valve; pressure consumer element means; a control valve; a pilot pressure responsive boost valve; a pilot pressure line connected to the boost valve by way of the control valve; a supply-return line connecting the boost valve to the consumer element means by way of the control valve; a control fluid line connecting the boost valve to the regulating pressure adjusting means; a feed line connecting the pump to the boost valve; an exhaust line connecting the boost valve to sump, the boost valve being pressure-shiftable from an unactuated position wherein it connects the supply-return line and the control line to the exhaust line, to an actuated position, wherein it connects the feed line to the supply-return, and the control valve being operable between a first position wherein it blocks the flow of fluid from the source of pilot fluid pressure to the boost valve and a second position wherein it connects the source of pilot fluid pressure to the boost valve.

2 A hydraulic fluid control system according to claim 1 in which the boost valve includes one-way valve means for preventing flow from occuring through the control line away from the regulating pressure adjusting means when the boost valve means is in its actuated position.

3 A hydraulic fluid control system substantially as described herein with reference to, and as illustrated in, the accompanying diagrammatic drawings.
GEOFFREY S COLLINS, Chartered Patent Agent, cdo Reddie & Grose, 16 Theobalds Road, London, WC 1 X 8 PL.
Printed for Her Majesty’s Stationery Office by the Courier Press, Leamington Spa, 1980.
Published by the Patent Office, 25 Southampton Buildings, London, WC 2 A l AY, from which copies may be obtained.

GB41768/77A
1976-10-18
1977-10-07
Hydraulic fluid control system

Expired

GB1566778A
(en)

Applications Claiming Priority (1)

Application Number
Priority Date
Filing Date
Title

US05/733,319

US4126059A
(en)

1976-10-18
1976-10-18
Pressure boost system for a powershift transmission

Publications (1)

Publication Number
Publication Date

GB1566778A
true

GB1566778A
(en)

1980-05-08

Family
ID=24947126
Family Applications (1)

Application Number
Title
Priority Date
Filing Date

GB41768/77A
Expired

GB1566778A
(en)

1976-10-18
1977-10-07
Hydraulic fluid control system

Country Status (7)

Country
Link

US
(1)

US4126059A
(en)

CA
(1)

CA1053122A
(en)

DE
(1)

DE2744792C3
(en)

DK
(1)

DK150386C
(en)

FR
(1)

FR2367957A1
(en)

GB
(1)

GB1566778A
(en)

IT
(1)

IT1090317B
(en)

Families Citing this family (7)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

DE2658195C2
(en)

1976-12-22
1978-12-14
Zahnradfabrik Friedrichshafen Ag, 7990 Friedrichshafen

Pressure medium circuit for a hydrodynamic-mechanical compound transmission

IT8267564D0
(en)

1982-04-29
1982-04-29
Carlo Graziano S P A Torino

SPEED CHANGE WITH HYDRAULIC MULTIPLE DISC CLUTCHES

EP0141005A1
(en)

1983-10-24
1985-05-15
CARLO GRAZIANO S.p.A. TORINO
Gearbox with hydraulically-operated multiple-disc clutches

JPH0471861U
(en)

1990-10-30
1992-06-25

US5778329A
(en)

1993-12-30
1998-07-07
Agco Corporation
Powershift transmission system with torque-mapped shifts

US6591958B1
(en)

2002-03-07
2003-07-15
General Motors Corporation
Pressure control apparatus for a torque-transmitting mechanism

CN102767617B
(en)

2012-07-18
2015-06-24
四川大学
Hydraulic gear-shifting pressure control valve

Family Cites Families (3)

* Cited by examiner, † Cited by third party

Publication number
Priority date
Publication date
Assignee
Title

DE1201187B
(en)

1955-01-12
1965-09-16
Borg Warner

Device for hydraulically switching on friction devices of a motor vehicle transmission

US3685370A
(en)

1970-06-29
1972-08-22
Gen Motors Corp
Transmission control having a shift overlap valve

US3951009A
(en)

1972-03-23
1976-04-20
Caterpillar Tractor Co.
Override control system for a controlled slippable clutch

1976

1976-10-18
US
US05/733,319
patent/US4126059A/en
not_active
Expired – Lifetime

1977

1977-09-27
CA
CA287,608A
patent/CA1053122A/en
not_active
Expired

1977-10-05
DE
DE2744792A
patent/DE2744792C3/en
not_active
Expired

1977-10-07
GB
GB41768/77A
patent/GB1566778A/en
not_active
Expired

1977-10-12
FR
FR7730679A
patent/FR2367957A1/en
active
Granted

1977-10-12
IT
IT51375/77A
patent/IT1090317B/en
active

1977-10-17
DK
DK460977A
patent/DK150386C/en
active

Also Published As

Publication number
Publication date

DE2744792B2
(en)

1979-11-29

FR2367957A1
(en)

1978-05-12

DK460977A
(en)

1978-04-19

CA1053122A
(en)

1979-04-24

DE2744792A1
(en)

1978-08-31

DE2744792C3
(en)

1980-08-07

FR2367957B1
(en)

1982-01-22

US4126059A
(en)

1978-11-21

IT1090317B
(en)

1985-06-26

DK150386B
(en)

1987-02-16

DK150386C
(en)

1987-09-28

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