GB443069A - Improvements in or relating to engine driven vehicles - Google Patents

Abstract

443,069. Driving and controlling motor vehicles. SULZER FRERES SOC. ANON., Winterthur, Switzerland. June 12, 1935, No. 16907. Convention date, July 21, 1934. [Classes 79 (ii) and 79 (v)] In engine-driven vehicles of the kind in which the power is transmitted to the road wheels through separate clutches for movement in the forward and reverse directions, the engine being employed to brake the vehicle, clutch control mechanism is associated with the mechanism for applying the brakes so that application of the brakes automatically maintains operative the clutch corresponding to the direction the vehicle is then travelling and maintains the other clutch inoperative. Means for controlling the fuel supply to the engine co-operate with the brake actuating mechanism so that application of the brakes is automatically prevented while fuel is being supplied, and, when the fuel supply is cut off and the brakes applied, operation of the fuel supply control to resume the supply is prevented. As shown applied to a locomotive, the vehicle is driven by an internal-combustion engine through hydraulic transmission gear 2, Fig. 5, reversing gear 3, and a lay shaft 4, Fig. 3, which by cranks 68, 69 transmits the drive through coupling rods to the road wheels. The supply of fuel is controlled by a lever 7 connected through a locking plate 9, piston valve 10 in a cylinder 10<1>, and rod 11 to the regulating device of a fuel pump supplying fuel to the engine. A reversing lever 13 is connected to a piston valve 14<1> in a cylinder 14, the valve 14<1> having an extension 15 carrying a pin freely movable in a slot in the plate 9. A brake lever 16 is connected to a piston valve 17<1> in a cylinder 17 and to a rod 20 provided with a pin cooperating with a slot in the plate 9. A pump delivers liquid lubricant under pressure both to a pressure accumulator 18 and to the cylinder 10<1> through pipes 22, 23, the cylinder 10<1> communicating with the cylinder 14 by means of a pipe 24. Pipes 25, 25<1> lead from cylinder 14 to cylinder 17, associated pipes 26, 26<1> leading from the cylinder 17 to the reversing gear, Fig. 3. The pipes 26, 26<1> are connected by pipes 31, 31<1> to a clutch selector cylinder 19 from the ends of which pipes 29, 30 lead to a gear wheel pump, Fig. 2. One end of the cylinder 19 is connected by pipes 33, 34 to one end of cylinder 17. A pipe 28 leads from the centre of cylinder 19 to the centre of cylinder 17, an associated pipe leading from cylinder 17 to the pressure accumulator 18. The cylinder 19 contains a piston valve normally held in a central position by springs. The reversing gear comprises a bevel wheel 52, Fig. 3, driving bevel wheels 53, 54 loose on a shaft 57 and furnished respectively with clutch cones 58, 59 cooperating with cones 60, 61 fixed to the shaft 57 which is slidable against the action of pistons 62, 63 loaded by centralizing springs 64, 65 to bring one or other of the clutches into engagement. The pistons are moved to engage the clutches by oil pressure in the pipes 26, 26<1>. The shaft 57 drives the shaft 4 through worm gearing 66, 67. The gear wheel pump, Fig. 2, draws oil through a pipe 40 and delivers it through a pipe 41 to lubricating points, the oil being drawn by gears 46, driven by the road wheels, through valves 42, 43 and delivered through valves 45, 44 respectively according to the direction of motion of the vehicle. The pairs of valves 42, 44 and 43, 45 are in chambers 47, 48 respectively into which the pipes 30, 29 lead. Accordingly, in the forward direction of travel, pressure is higher in pipe 29 than in pipe 30, while in the reverse direction pressure is higher in pipe 30. To start the vehicle in the forward direction, lever 13 is put in position V with the piston valve 14<1> in its upper position, lever 16 in position A with brakes " off," and lever 7 in " low-load " position L. The piston 10 then shuts off air vent 24<1>, and puts pipes 23, 24 in communication. Oil under pressure flows through pipes 23, 24, 25, 26 to piston 62 to bring clutch 58, 60 into engagement for forward drive. The gear wheel pump causes pressure in pipe 29 to be higher than in pipe 30 and so moves the valve in cylinder 19 to the right, but the pipes 28, 34 being closed by the piston valve 17<1>, the clutch selector 19 is inoperative. If it is desired to apply the brakes and use the engine for braking, the lever 7 must be moved to "no load position H before the brake lever 16 can be moved to " brakes on '' position B as shown in Fig. 5. The piston 17<1> then cuts off communication between pipes 25, 25<1> and 26, 26<1>, connects pipe 27 with pipe 28, and opens the outlet ends of pipes 33, 34. Oil under pressure now flows from the accumulator 18 through pipes 27, 28, 31 to pipe 26 to maintain the forward clutch 58, 60 in engagement, At the same time pipe 26<1> communicates with the relief pipe 34 and the reverse clutch 59, 61 is maintained open. When the vehicle is brought to rest, the piston in the cylinder 19 is brought to its central position for the pipe 31 to communicate with pipe 33, both clutch pistons 62, 63 being then relieved of pressure, and both clutches disengaged. If the lever 13 is moved into " neutral position N the pipes 26, 26<1> are open to the atmosphere through pipes 25, 25<1> and both clutches will be disengaged.