Sharp R-267LST Instrukcja Użytkownika Pobierz pdf (Strona 12)

4,309,917

7

32

and

32'

are

driven

in

opposite

directions

at

the

same

speed

relative

to

cross

steer

drive

shaft

97.

Cross

drive

train

10

(FIGS.

1

and

2)

is

arranged

in

barrels,

so

sump

111 has

a

high

?uid

volume

capacity

in

the

lower

portion

of

housing

38.'Each

barrel

has

a

shaft

and

drive

elements

concentric

therewith.

Input

barrel

IB

has

cross

input

shaft

21

and

the

drive

elements

con

centric

therewith,

a

bevel

gear

of

bevel

gearset

20,

gears

27

and

77,

3rd

clutch

72,

and

disconnect

clutch

24.

Output

barrel

OB

has

cross

drive

shaft

83

and

the

drive

elements

concentric

therewith,

right

and

left

output

drives

16

and

17,

gears

82

and

87,

and

2nd

clutch

88.

Transmission

barrel

TB

has

?nal

input

shaft

26

and

intermediate

shaft

57

and

the

drive

elements

concentric

therewith,

1st,

2nd,

3rd

planetary

gearsets

43, 44,

and

45;

gears

28

and

78,

and

propulsion

and

steer

hydro

static

transmissions

39

and

89.

Differential

drive

barrel

DB

has

cross

steer shaft

97

and

the

drive

elements

con

centric

therewith,

gears

95,

104,

and

106,

and

steer

ratio

pack

98.

Input

barrel

IB

and

output

barrel

OB

are

lo

cated

in

the

lower

portion

of

housing

38

which

closely

surrounds

the

lower

portions

of

barrels

IB

and

OB.

Barrels

IB

and

OB

have

drive

elements

displacing

a

small

volume

of

?uid

(as

compared

to that

of

transmis

sion

barrel

TB),

so

sump

111

has

a

large

?uid

volume,

up

to

?uid

level

L

(FIG.

2).

Transmission

barrel

TB,

which

has

a

large

?uid

vol

ume

because

it

has

both

the

propulsion

and

steer

trans

missions,

is

between

and

above

input

barrel

IB

and

output

barrel

OB

and

the

?uid

level

L.

Differential

barrel

DB

is

above

output

barrel

OB.

This

arrangement

is

very

compact

so

an

essentially

square

housing

38

closely

encloses

cross

drive

train

10.

The

rotary

compo

nents

are

supported

by

bearings

supported

on

housing

38,

and

?xed components

are

?xed

to

housing

38.

CONTROL

SYSTEM

The

control

system

11

(FIGS.

3A

to

3F)

has

portions

similar

to

the

above

US.

Pat.

No.

3,611,838,

and

con

trols

a cross

drive

transmission

having

a

propulsion

and

a

steer

drive

13

and

14,

having

hydrostatic

transmissions

39

and

89.

Referring

to

FIG.

3F,

a

main

pump

110

supplies

?uid

from

sump

111

to

mainline

112

extending

through

a

main

relief

valve

113

which

exhausts

main

pressure

?uid

back

to

sump

111

when

above

regulated

mainline

pres

sure.

Mainline

112

supplies

control

system

11

at

mainline

regulated

?uid

pressure

regulated

by

a

known

main

regulator

valve

114

which

supplies

overage

?uid

to

lube

line

115.

Mainline

112

distributes

main

pressure

?uid

to

the

basic

signal

controls

116

(FIG.

3C)

for

control

sys

tem

11,

including

modulator

valve

117,

output

speed

governor

118,

governor

signal

valve

119,

and

input

speed

governor

120.

Mainline

112

also

supplies,

in

the

propulsion

controls

121,

advance

cut-off

valve

122

which

is

associated

with

1st

range

advance

valve

123,

return

demand

valve

124,

disconnect

clutch

valve

125

(FIG.

3B),

inhibitor

valve

126,

neutral

shift

valve

127,

and

forward

signal

valve 128

which

controls the

supply

to

reverse

signal

valve

129.

Mainline

112

also

supplies

hydrostatic

drive

controls

131

(FIGS.

3A

and

3D),

zero

stroke

indicator

valve

132,

propulsion

and

steer

hydro

static

charging

systems

134

and

135,

hydrostatic

control

pump

136,

and

low

charge

signal

valve

631.

Mainline

112

is

also

the

exhaust

line

for

propulsion

and

steer

control

pressure

regulator

valves

138

and

139.

Mainline

112

is

connected

by

check

valve

137

to

propulsion

con

20

45

55

65

8

trol

pressure

line

564.

Mainline

112

also

supplies,

in

the

vehicle

service

brake

system

141

(FIG.

3E),

brake

apply

regulator

valve

142.

MODULATOR

VALVE

The

modulator

valve

117,

shown

in

FIG.

3C,

is

a

valve

of

the

type

shown

in

the

above

US

Pat.

No.

3,093,0l0,

and

is

supplied

with

mainline

?uid

pressure

by

mainline

112

and

controlled

by

compressor

dis

charge

pressure

from

a

gas

turbine

engine

supplied

by

compressor

discharge

pressure

line

144,

to

provide

an

engine

power

pressure

signal,

which

increases

in

pro

portion

to

increasing

compressor

discharge

pressure,

in

engine

power

signal

line

146.

Since

compressor

dis

charge

pressure

provides

a

torque

demand

signal

sub

stantially

simultaneous

with

engine

power,

this

type

modulator

valve

controlled

by

compressor

discharge

pressure

may

be

used

to

provide

an

engine

power

pres

sure

signal.

OUTPUT

SPEED

GOVERNOR

The

known

output

speed

governor

118

(FIG.

3C)

is

driven

by

a cross

drive

shaft

83,

supplied

by

mainline

112,

and

provides

output

or

2nd

governor

pressure

increasing

with

output

speed

in

output

or

2nd

governor

pressure

line

147.

A

known

two-weight

governor

pro

viding

a

stepped

governor

pressure

curve approximat

ing

a

straight

line,

with

governor

pressure

increasing

with

speed,

e.g.,

as

shown

in

the

above

US

Pat.

No.

2,762,384,

is

preferred.

OUTPUT

GOVERNOR

SIGNAL

VALVE

The

output

governor

signal

valve

119

has

a

valve

spool

151

having

two

equal-diameter

lands a

and

b

slidable

in

a

valve

bore

152.

Valve

bore

152

and

the

other valve bores

are

in

a

known

valve

body

169

?xed

in

housing

38

and

having

several

parts

to

conveniently

locate

the

valves-except

for

the

bores

described

as

being

in

movable

sleeves.

Spring 153

is

located

in

spring

chamber

154,

which

is

an

end

portion

of

valve

bore

152

vented

by

exhaust

156,

and

is

seated

on

the

end

of bore

152

and

engages

land

151b

to

bias

valve

spool

151

to

the

exhaust

position

shown

(FIG.

3C),

blocking

mainline

112

and

connect

ing

output

or

2nd

governor

signal

pressure

line

157

to

exhaust

158.

Output

or

2nd

governor

pressure

line

147

is

connected

to

governor

pressure

chamber

159,

an

oppo

site

closed

end

portion

of

bore

152,

and

acts

on

land

1510

to

bias

valve

spool

151

to

a

pressure-increasing

position,

blocking

exhaust

158

and

connecting

mainline

112

to

2nd

governor

signal

pressure

line

157.

Thus,

governor

signal

valve

119

regulates

2nd

governor

signal

pressure

to

increase

from

zero

pressure

at

an

intermedi

ate

output

governor

pressure

value

or

output

speed,

and

to

increase

with

output

speed

at

the

same

rate

as

output

governor

pressure.

INPUT

SPEED

GOVERNOR

ASSEMBLY

The

input

speed

governor

assembly

120

(FIG.

3C)

is,

in part,

similar

to

governors

(114,

116)

in

the

above

U.Sv

Pat.

No.

3,611,838.

Input

speed

governor

assembly

120

has

an

engine

governor

161

and

a

ratio

governor

162

which

are

driven

by

governor

shaft

163,

and

a

governor

gear

164

driven

by

the

engine

or

input

shaft

18.

The

known

engine

governor

161

is

like

the

governors

shown

in

the

above

US.

Pat.

Nos.

2,762,384

and

3,611,838.

This

two-weight

type

engine

governor

161

is

driven

at

engine

speed,

supplied

by

mainline

112,

and

provides

an

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