U.S. patent number 3,757,524 [Application Number 05/227,054] was granted by the patent office on 1973-09-11 for multiple speed hydraulic gear motor driven gear unit.
Invention is credited to Wade A. Eskridge, Weston R. Poyner, Richard J. Stallbaumer.
United States Patent |
3,757,524 |
Poyner , et al. |
September 11, 1973 |
MULTIPLE SPEED HYDRAULIC GEAR MOTOR DRIVEN GEAR UNIT
Abstract
A multiple-speed hydraulic drive transmission for power winches
or the like which incorporates a pair of unequal, fixed
displacement hydraulic motors for tandemly driving the winch at
different speeds in response to delivery of motive fluid to either
one or both of the motors. A single, pressure responsive fluid flow
control valve in the discharge duct associated with the larger
motor normally prevents exhaust flow therefrom, and is responsive
to the pressure of motive fluid presented to either or both of the
hydraulic drive motors to move to a position permitting exhaust
flow as long as winch speed is not excessive, so that the single
control valve limits winch speed in all operational stages of the
transmission.
Inventors: |
Poyner; Weston R. (Kansas City,
MO), Stallbaumer; Richard J. (Lenexa, KS), Eskridge; Wade
A. (Olathe, KS) |
Family
ID: |
22851559 |
Appl.
No.: |
05/227,054 |
Filed: |
February 17, 1972 |
Current U.S.
Class: |
60/483; 60/406;
60/706; 60/905; 60/686; 60/716 |
Current CPC
Class: |
F16H
61/452 (20130101); F16H 61/44 (20130101); F16H
61/4157 (20130101); Y10S 60/905 (20130101); F16H
2063/3033 (20130101) |
Current International
Class: |
F16H
61/44 (20060101); F16H 61/40 (20060101); F16h
039/48 (); F16h 039/52 () |
Field of
Search: |
;60/53WW,53C,53R,424,425,406,435,484,427,483 ;91/414 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Geoghegan; Edgar W.
Claims
Having thus described the invention, what is claimed as new and
desired to be secured by Letters Patent is:
1. In a hydraulic power transmission system having a rotary output
shaft subject to external loads tending to rotate the shaft in at
least one direction:
at least first and second rotary, fixed displacement fluid drive
motors of unequal displacement coupled to the shaft for common
rotation therewith, said first and second motors each being
responsive to delivery of motive inlet fluid flow to respective one
sides thereof to rotate said shaft in said one direction and to
effect consequent displacement of exhaust fluid from both of said
first and second motors at respective sides thereof opposite said
one sides;
means operatively coupled with said one sides of both said first
and second motors for selectively directing said motive inlet fluid
flow to said one side of the first motor and to said one side of
the second motor in different operational modes; and
flow control means disposed in the path of exhaust flow from said
opposite side of the first motor and operatively coupled with said
one sides of both the first and second motors to be responsive to
pressure of said motive inlet fluid flow in both of said different
operational modes, said flow control means being in a position for
blocking exhaust flow from said one side of the first motor to
prevent shaft rotation in said one direction in both of said
different operational modes whenever said motive inlet pressure is
below a predetermined level, and said flow control means being
shiftable to a position for permitting exhaust flow from said one
side of the first motor to allow shaft rotation in said one
direction in response to a rise in said motive inlet pressure above
said predetermined level.
2. A system as set forth in claim 1, wherein said flow control
means includes: a pressure responsive control member disposed in
the path of exhaust flow from said one side of the first motor to
control exhaust flow therefrom; and pressure conducting means for
interconnecting said control member with both said one sides of the
first and second motors so that said control member is responsive
to said motive inlet pressure to shift between said flow-blocking
and flow-permitting positions in both of said different operational
modes.
3. A system as set forth in claim 2, wherein is provided first and
second flow restrictors interposed in said pressure-conducting
means at positions between said control member and said one sides
of the first and second motors respectively, said restrictors being
operable to restrict fluid communication between said one sides of
the first and second motors through said pressure-conducting
means.
4. A system as set forth in claim 3, wherein said
pressure-conducting means includes: a feed conduit communicating
with said control member; and first and second pilot conduits
respectively interconnecting said one sides of the first and second
motors with said feed conduit, said first and second flow
restrictors being respectively interposed in said first and second
pilot conduits.
5. A system as set forth in claim 2, wherein is provided biasing
means operatively engaging said control member for urging the
latter to its flow-blocking position in opposition to the urgings
of said motive inlet pressure, said biasing means being operable to
normally hold said control member in said flow-blocking position
whenever said motive inlet pressure is below said predetermined
level.
6. A system as set forth in claim 2, wherein said control member is
variably positionable in response to the magnitude of said motive
inlet pressure to effect correspondingly variable restriction of
exhaust flow from said one side of the first motor in both of said
different operational modes.
7. A system as set forth in claim 1, wherein said flow-directing
means are selectively operable in a combined operational mode to
direct said motive inlet fluid flow simultaneously to said one
sides of both the first and second motors, said flow control means
being operable in said different and said combined operational
modes to prevent shaft rotation in said one direction whenever said
motive inlet pressure is below said predetermined level.
8. A system as set forth in claim 1, wherein said flow-directing
means are operatively coupled with said one and said opposite sides
of both the first and second motors, said flow-directing means
being operable in a first operational mode to direct said motive
inlet flow to said one side of the first motor while operatively
interconnecting said one side and said opposite side of the second
motor, and being operable in a second operational mode to direct
said motive inlet flow to said one side of the second motor while
operatively interconnecting said one side and said opposite side of
the first motor downstream of said flow control means.
9. A system as set forth in claim 1, wherein said flow-directing
means are operatively coupled with said one and said opposite sides
of both the first and second motors, said flow-directing means
being selectively operable to direct said motive inlet fluid flow
to said opposite side of said first motor and to said opposite side
of the second motor in different reverse modes to effect rotation
of said motors in the shaft in a direction opposite said one
direction at different speeds in said different reverse modes.
10. A system as set forth in claim 9 wherein is provided: a bypass
conduit communicating with said opposite side of the first motor in
parallel relationship with said flow control means for carrying
fluid flow into said opposite side of the first motor upon rotation
of the shaft in said opposite direction; and an unidirectional
check valve interposed in said bypass conduit for preventing
passage of exhaust flow from said opposite side of the first motor
through said bypass conduit upon rotation of the shaft in said one
direction.
11. A system as set forth in claim 1 wherein said first and second
motors respectively include first and second sets of intermeshing
gears, said gear sets being of unequal width; and wherein is
provided a unitary motor housing for enclosing and hydraulically
separating said first and second gear sets, said shaft being
rotatably mounted within said motor housing and being operatively
secured to said first and second gear sets.
12. A system as set forth in claim 11 wherein is provided a power
winch coupled to said shaft for rotation therewith, said winch
including a winding spool secured upon said shaft at a working
station proximal to said unitary motor housing.
13. A system as set forth in claim 12 wherein said first gear set
of said first motor is wider than said second gear set and is
operatively secured upon said shaft at a location nearer said
working station than is said second gear set.
14. A hydraulic system as set forth in claim 12 wherein is
provided: mechanical brake means for normally operatively engaging
said shaft to prevent rotation thereof in said one direction when
said brake means is applied; and brakeoperating means operatively
coupled with said brake means and said flow control means for
releasing said brake means to permit rotation of said shaft in said
one direction in response to said motive inlet pressure whenever
the latter exceeds a preselected level which is substantially lower
than said predetermined level at which said flow control means
shifts to said flow-permitting position.
15. A system as set forth in claim 14 wherein is provided an
overrunning clutch interposed between and operatively coupled with
said shaft and said brake means for permitting free rotation of
said shaft in a direction opposite said one direction even while
said brake means is applied.
16. In a multiple speed drive for planetary winches:
a rotary power drive shaft;
a winch winding spool secured to the shaft at a working station and
adapted to effect movement of a load in opposite directions upon
opposite rotation of the shaft;
a stationary hydraulic drive motor housing positioned at a location
proximal to said working station, said shaft being journalled
within said motor housing;
first and second rotary hydraulic gear motor sections of unequal
width carried in said housing, each section being operatively
secured to the shaft for common rotation therewith in said one
direction;
supply means operatively coupled with said motor housing for
delivering motive inlet fluid flow thereto;
means interposed between said supply means and said first and
second motor sections for selectively directing motive inlet fluid
flow in a first operational mode to one side of said first motor
section to effect shaft rotation in said one direction at one
speed, and for directing said motive inlet fluid flow in a second
operational mode to one side of said second motor section to effect
shaft rotation in said one direction at a different speed, each of
said motors being operable in both of said first and second
operational modes to displace fluid from respective sides thereof
opposite said one sides; and
pressure operated control means operatively coupled with said one
sides of both of the first and second motors and disposed in the
path of exhaust flow from said opposite side of the first motor,
said control means being operable for blocking exhaust flow from
said opposite side of the first motor to prevent shaft rotation in
said one direction in both of said first and second operational
modes whenever pressure of said motive inlet pressure fluid is
below a predetermined level.
Description
This invention relates to hydraulic power transmissions and relates
more particularly to changeable-speed type transmissions and means
associated therewith for preventing uncontrolled rotation of the
transmission by the load imposed thereupon.
Power machinery such as winches or other devices are many times
used in applications for lifting and lowering heavy loads.
Utilization of a hydraulic power transmission for driving the winch
permits desirable variation of the winch speed in order to produce
the torque necessary to lift the load under widely varying
conditions. A heavy inertial load, when being lowered, will tend to
overdrive the winch, and it is important to brake or otherwise
restrain the winch during lowering to limit speed thereof and
prevent overrunning of the hydraulic drive motor. Otherwise, such
excessive speed and high momentum will be imparted to the load that
unnecessary damage or destruction to the winch and transmission may
result. Also, highly undesirable cavitation conditions may be
created in the hydraulic drive motors when they are overrun.
Certain types of winch transmissions such as those incorporating
worm gear drive units are not faced with the problem of high speed,
inertial load driving of the winch. Such transmissions are so
highly inefficient that they offer resistance to winch operation so
great that even a very heavy load cannot drive or unwind the winch
at any speed of substantial value. Obviously, such an arrangement
has highly undesirable characteristics such as high fuel
consumption, greater internal heat, excessive wear and generally
short life.
More efficient power winch transmissions, such as those
incorporating a planetary, spur gear reduction unit for driving the
winch in the speed range normally contemplated, are more sensitive
to the inertial load overdrive problem, due simply to their greater
efficiency. It is conventional practice in these types of winch
transmissions to include a mechanical brake which operates to
hinder and/or prohibit rotation of the winch in a direction in
which it is subject to heavy inertial loads. Such a brake in itself
is not particularly well-suited for continuously controlling winch
speed, as the brake would need by applied essentially continuously
during the winch unwinding operation. Excessively high friction and
consequent short life of the brake would accordingly result.
It has also been conventional practice to effect hydraulic locking
(and consequent braking of the winch) of the hydraulic drive motor
of the transmission. By simply blocking or restricting exhaust flow
from the drive motor, winch speed operation can be conveniently
controlled regardless of the magnitude of the load attached
thereto. Utilization of the hydraulic locking technique has,
however, been limited to such power transmissions that incorporate
only one hydraulic drive motor in combination with an exhaust
control valve that limits rotational speed of that one motor to a
predetermined level.
It is useful, on the other hand, to utilize a plurality of
hydraulic motors to provide selection of different winch speeds.
Inexpensive and reliable fixed-displacement motors can then be used
to effect speed selection simply by operating the motors
individually or in combination. The primary drawback to use of
hydraulic braking in conjunction with a plurality of drive motors
is the requirement of incorporation of identical exhaust flow
control valves for each of the motors in order to create
acceptable, smooth and reliable winch operation, particularly when
the motors are being driven in combination. These exhaust flow
control valves need to be perfectly matched in operating
characteristics to such a fine degree that this arrangement has
heretofore been found impractical in application. Use of a
plurality of such valve also, of course, adds to the complexity and
expense of the system.
Yet, it would be highly desirable to provide a power transmission
capable of utilizing a plurality of hydraulic drive motors which
can be operated individually or in combination in order to drive
the winch at different selective speeds to provide the torque
necessary to lift loads under widely varying conditions, and to
utilize hydraulic locking and braking for controlling and limiting
winch operational speed. In this manner, an acceptable hydraulic
power transmission could be provided which incorporates inexpensive
fixed displacement hydraulic motors and pumps.
Transmissions such as those utilized in conjunction with power
winches or the like are quite compact in overall construction,
presenting, for instance, a final drive gear reduction unit, brakes
and clutches, along with the winding spool and other appurtenances
of the winch, all this as a single, compact and versatile winch
unit capable of being mounted at locations sometimes remote from
the primary power engine. To complement this compactness, it is
desirable to utilize hydraulic drive motors which can be coupled
adjacent the winch unit and proximal to the work station thereof.
Such arrangement accentuates the versatility of the winch as no
direct, mechanical drive train extending from the primary engine to
the winch is required. Instead, only motive fluid supply lines
connect with the drive motors, reducing the criticality of the
relative locations of the winch and the engine and permitting
winch-operating controls to be located as desired at positions
remote from the winch.
It is an important object of the present invention to provide a
hydraulic drive for devices that may be subject to heavy loads when
operating in at least one direction, which drive is capable of
operating the device in different modes at selectively different
speeds, the drive also including means for hydraulically braking
the winch in its load-imposed direction to limit the speed thereof
to different maximum speeds in the different operating modes to
assure safe, reliable winch operation under all conditions.
It is another important object of the invention to provide a
multi-motor hydraulic drive of the class described wherein a single
exhaust flow control means associated with and controlling exhaust
flow from but one motor is operable to control winch speed during
all modes of operation to prevent inertial load overdrive of the
winch, regardless of whether or not that one motor is being
positively driven, so that matched, duplicate exhaust flow control
valves need not be provided.
It is another object of the invention to provide a single control
means of the class described which is operable in response to the
pressure of motive inlet flow that may be delivered to any of the
motors, in order to function in all operational modes.
It is another object of the present invention to provide a
hydraulic drive system for power winches which includes a plurality
of commonly rotating, fixed displacement hydraulic motors, control
means for directing motive fluid to individual ones or combinations
of the motors in order to present a multi-speed transmission, and a
pressure responsive fluid control valve for selectively blocking
and permitting discharge flow from one of the motors to control
speed and prevent motor cavitation and unrestrained high speed
dropping of the load, said flow control valve being connected with
the inlet sides of all the motors so as to be operable in all
operational modes and precludes the need for duplicate, perfectly
matched and synchronously operating pressure control means.
It is yet another object of the invention to provide pressure feed
means for directing the pressure of motive inlet fluid flow to the
flow control valve to operate same, which pressure feed is
operatively connected with all of said motor inlet sides across
separate flow restricting orifices so as to conduct motive inlet
pressure to the flow control valve in all operational modes while
preventing leakage cross-flow between said motor inlet sides to
minimize efficiency losses in this hydraulic system and permit
existence of different pressures in said inlet sides to provide
different transmission operating speeds.
It is yet another object of the invention to provide a hydraulic
transmission of the class described in combination with power winch
means driven thereby, said winch means including a mechanical brake
engageable with the output shaft to prevent rotation thereof, which
brake is hydraulically released and is controlled by said pressure
feed means associated with the flow control valve to preclude
inclusion of a separate pressure supply for releasing the
mechanical brake.
It is yet another object of the invention to provide a hydraulic
drive transmission capable of driving a winch in opposite
directions at different speeds, which includes a pair of
reversible, unequal displacement, hydraulic motors, operatively
coupled to drive the winch in opposite inhaul and downhaul
directions; control means for selectively directing motive fluid to
either side of one or both of said motors so as to present
different winch operating speeds in both directions; speed control
means at one side of one of the motors for controlling discharge
flow therefrom and limiting winch speed when the latter is
downhauling, and bypass means for permitting reverse inlet flow to
said one motor side in a manner bypassing the speed control to
present maximum power for driving the winch in the opposite inhaul
direction.
Another object of the invention is to provide an inlet pressure
responsive, exhaust flow control valve in a system of the class
described, which valve variably restricts exhaust flow of one motor
in response to the magnitude of the motive inlet pressure in
different operational modes of the transmission so as to control
and limit operating speed while the transmission is being driven by
the inertial load imposed thereon.
It is another object of the invention to provide a multi-speed
transmission for power winches or the like which presents a
compact, unitary motor housing for at least two hydraulic gear
motor sections, said motor housing being positionable adjacent and
proximal the working station of the winch so as to be suitable for
use with compact winch units such as those of the planetary type in
a manner complementing the versatility and compactness of such a
winch unit.
These and other objects and advantages of the present invention are
specifically set forth in or will become apparent from the
following detailed description of a preferred embodiment of the
invention and the accompanying drawing wherein:
The single FIGURE is a schematic and partially perspective
representation of the hydraulic drive transmission and a winch
system being operated by the hydraulic drive.
Referring now more particularly to the drawing, a power lifting
winch spool 10 has a winding cord or rope 12 fastened upon a load
(not shown) to be lifted and lowered upon opposite rotation of the
winch spool. The winch spool 10 has a central rotating drive shaft
14 to which is secured an overrunning clutch plate 16 for rotation
therewith. The clutch illustrated has a plurality of indentures at
its outer surface and cooperating rollers 18 housed therein. A
cylindrical brake drum 20 surrounds the clutch plate 16 for
rotation therewith in one direction of the drive shaft. The brake
drum 20 has a spring-biased shoe 22 which is secured to a
nonrotating housing (not shown), and a reciprocating plunger 24 is
biased downwardly by spring 26 to exert braking action between shoe
22 and drum 20. Upon rotating counterclockwise in the direction
depicted by arrows in the drawing to cause lowering of rope 12, the
drive shaft 14 rotates clutch plate 16 in a direction causing its
rollers 18 to back away from the deepest notched ends 28 of the
plate and roll sufficiently outwardly to engage brake drum 20 in a
wedging manner. The brake drum 20 will consequently be driven to
rotate with clutch plate 16. Upon opposite, clockwise rotation of
drive shaft 14, the rollers 18 remain at the deep end 28 of their
notches to roll upon and relative to drum 20 and thus permit free
rotation of clutch plate 16 and drive shaft 14 while brake drum 20
remains stationary.
The illustrated form of the brake and clutch mechanism may be
replaced by any one of numerous similar devices. For instance, many
conventional planetary, spur gear winches include a speed reducing
final drive, wet disc type brakes, and one-way clutches in
combination with the winch winding spool. For the sake of clarity
and ease of explanation, the drawing depicts a simplified form of
winches of the class described, not showing the final drive or
other appurtenances which may be conventionally included with the
winch or similar devices. The present invention, while retaining
its numerous advantageous features and characteristics, may be
utilized in conjunction with planetary gear winches or a variety of
other devices and transmissions.
The hydraulic power drive circuitry includes a fixed displacement,
gear-type hydraulic pump 30 which draws fluid from a reservoir 32
and delivers same to a discharge duct 34. Operatively coupled to
drive shaft 14 are a pair of fixed displacement hydraulic gear
motors 36 and 38 which have their lower gears commonly affixed upon
drive shaft 14. The gear motors rotate in tandem with the drive
shaft, and winch operation may be effected by operating either one
or both of motors 36 and 38. Whenever shaft 14 rotates, both motors
36 and 38 rotate therewith.
Each motor 36, 38 comprises a complementary set of intermeshing
gears which, preferably, may be enclosed within a single motor
housing, depicted schematically by the double line 40, as separate
gear motor sections, such arrangement being conventionally referred
to as a double-gear motor. The upper gears of each set are
journaled in housing 40 for synchronous, idling rotation with their
respective lower gears. The drive shaft 14 journals within the
motor housing 40 which may be disposed proximal to the winding
spool working station of the winch. The double motor is quite
compact in construction, lending itself suitably for use in
conjunction with compact winch units. The motor 36 is substantially
smaller in displacement than its companion motor 38, as the gears
of motor 38 are substantially wider, while the gears of each motor
are equal in radial size to permit simple mounting of each motor on
the same shaft 14 at adjacent locations. Instead of gear type
motors, various equivalent arrangements of unequal displacement,
rotary hydraulic motors, such as vane or piston motors, may be
mounted in driving relationship upon a single drive shaft 14 as
shown, or upon operably equivalent, common power transmitting means
coupled to the winch spool 10.
Inlet and discharge ducts 42 and 44 lead from the opposite sides of
motor section 36 for selective, reversible interconnection with
pump supply conduit 34 and reservoir 32. Similarly, the larger
motor 38 has inlet and discharge ducts 46 and 48 at its opposite
sides. The ducts 42, 44, 46 and 48 are provided in isolated
relationship to one another in the motor housing 40. Conventional
four-way, three-position directional flow control valves 49 and 50,
identical in structure and operation, are interposed between the
supply and discharge ducts respectively associated with motors 36
and 38. Control valve 49, for instance, is manually shiftable
rightwardly to a position directing motive pressure flow from
conduit 34 to motor inlet duct 44, while directing fluid discharged
through conduit 42 into conduit 51 which leads to the low pressure
reservoir 32. Conversely, leftward movement of control valve 49
interconnects the pressure supply conduit 34 with motor duct 42 and
connects the other motor duct 44 with return conduit 51. The other
control valve 50 operates similarly upon leftward and rightward
movement thereof to direct motive inlet flow respectively to ducts
46 and 48.
The control valves 49 and 50, pump 30 and other hydraulic circuitry
may be disposed at a location remote from motor housing 40,
interconnected therewith only by the fluid ducts and conduits 42,
44, 46 and 48. Thus, the winch manual control valves 49 and 50 are
capable of being positioned near the operator whereas the drive
motors are located proximal to the working station of the
winch.
Each inlet duct 60, 62 of valves 49, 50 is connected in parallel
with pump outlet conduit 34 to provide separate fluid supplies to
each motor 36 and 38 so that the motors may be operated
individually. Control valves 49 and 50 are open-center in design,
and are illustrated in their neutral positions wherein they direct
pressure fluid flow from inlet conduit 34 through parallel bypass
conduit 54 and conduit 56 to an outlet conduit 58 which leads back
to low pressure reservoir 32. This conventional, open-center,
bypass flow arrangement continually directs fluid displaced from
pump 30 back to reservoir 32 until one of the control valves 49 or
50 shifts away from its neutral position. The shifted control valve
thereupon interrupts flow from conduit 34 to discharge conduit 58,
and pressure fluid from pump 34 is available at either or both of
inlet ducts 60 and 62 for subsequent flow to either side of motors
36 and 38.
A flow control valve 64 of the so-called counter-balance or lockout
type is interposed in the motor duct 48 associated with the larger
motor 38 and is biased by a gradient-force spring 66 to its normal
flow-blocking position preventing exhaust flow from motor 38
through duct 48. Valve 64 is pressure responsive and has a fluid
pressure operator 68 coupled with a pilot pressure feed line 70,
the latter being shown in dashed lines for clarity. A predetermined
pressure in feed line 70 will overcome the bias of spring 66 and
urge counterbalance valve 64 to its open position permitting
exhaust flow from motor 38 through duct 48.
Connected in parallel with counterbalance valve 64 in duct 48 is a
bypass conduit 72 which has a one-way check valve 74 interposed
therein. Check valve 74 permits motive fluid flow from duct 34
through duct 48 to motor 38 upon rightward movement of control
valve 50, while preventing reverse discharge flow from motor 38
through bypass conduit 72 when valve 50 is shifted leftwardly from
neutral. All fluid exhausting from motor 38 into duct 48 must,
therefore, pass through the counterbalance valve 64, while inlet
flow through duct 48 completely bypasses the counterbalance
valve.
Pilot pressure feed line 70 interconnects with the fluid ducts 42
and 46 by a pair of conduits 76 and 78 that are illustrated by
dashed lines. Appropriate flow restrictions 80 and 82 are disposed
in conduits 76, 78 to severely restrict flow from the motor ducts
42, 46 associated with pressure pilot feed line 70. The
restrictions 80, 82 illustrated are in fixed size type, but other
forms of flow restrictions may be utilized in place of those
illustrated. Pilot pressure feed line 70 is also interconnected
with the hydraulic brake actuator 24 through pressure feed conduit
86.
Conduits 76 and 78 interconnect with ducts 42 and 46 at locations
proximal to the respective motors 36 and 38, and counterbalance
valve 64 is also located adjacent the side of motor 38 associated
with duct 48. Such arrangement assures sensitivity of
counterbalance valve 64 in response to pressure fluctuations at the
sides of the motors associated with ducts 46 and 48. Due to the lag
in response time as well as added complexity to the circuitry
associated with interconnecting pilot pressure feed line 70 with
pump outlet duct 34, it has been found distinctly superior to
interconnect pressure line 70 with the motors at locations near the
latter, rather than with pump 30 which is advantageously disposed
at a location quite remote from motor housing 40 as discussed
above. Further in this respect, the counterbalance valve 64, along
with conduits 70, 76 and 78, may be incorporated within the motor
housing 40 to further conserve installation space.
In operation, the fastest raise operation is selected by shifting
control valve 49 rightwardly to its straightthrough position while
control valve 50 remains in its central, neutral position. All flow
from fixed displacement pump 30 is directed to the side of smaller
displacement motor 36 associated with duct 44 to rotate the shaft
14 at a speed related to the displacement of motor 36 in a
clockwise direction to wind up rope 12 and raise or inhaul the load
attached thereto. Fluid displaced from motor 36 into duct 42 is
returned to control valve 49 to be directed to duct 51 and
reservoir 32. Motor 38, of course, due to its firm securement on
the rotating output shaft 14, rotates synchronously with motor 36
in a direction displacing fluid therefrom into duct 46. Valve 50 is
in its neutral position short-circuiting or interconnecting motor
ducts 46 and 48, so that fluid displaced from motor 38 into duct 46
returns through duct 48 and bypass conduit 72 directly back to the
other side of motor 38. It will be noted that in the neutral
position, both ducts 46 and 48 are interconnected with discharge
duct 52 and low pressure reservoir 32, with leakage makeup and
cooling fluid flow from reservoir 32 keeping motor 38 full. This
arrangement prevents cavitation or fluid starvation of motor 38 and
permits freewheeling operation of motor 38. Motor 38, therefore,
rotates in a manner neither hindering nor helping the other
pressure driven motor 36 in rotating drive shaft 14. Alternately,
the opposite sides of motor 36 may each be directly connected with
the reservoir to induce the freewheeling action in neutral.
Medium speed raising by the winch can be selected by positioning
control valve 49 in its neutral position while shifting the other
control valve 50 rightwardly to its straightthrough, raise position
so that all fluid from pump 30 is directed to the larger
displacement hydraulic motor 38 via duct 48, bypass conduit 72 and
across one-way check valve 74. Fluid displaced from motor 38
through duct 46 is returned to reservoir 32 by conduit 52, while
fluid displaced from motor 36 into its associated duct 42 is
short-circuited back to duct 44 or to interconnected reservoir 32
so that motor 36 now freewheels. The shaft and winch again rotate
clockwise, with raising speed of winch 10 now being proportional to
the displacement of motor 38. In this operational mode, winch speed
will be somewhat slower for a given rate of flow from pump 30 than
when motor 36 is driving the winch in accordance with the larger
displacement and therefore, slower rotating speed of motor 38.
Still slower raising speed can be selected by shifting both valves
49 and 50 rightwardly to their raise positions so that fluid
displaced from pump 30 into inlet conduit 34 splits and flows
through both ducts 44 and 48 to both motors 36 and 38. Pressure in
both of ducts 44 and 48 will, of course, be equal, and the
transmission will effectively rotate drive shaft 14 clockwise as
though pump 30 were supplying fluid to a single motor whose
displacement were equal to the total displacement of both motors 36
and 38. Accordingly, rotation of drive shaft 14 will be
substantially slower than during either of the operational modes
described above.
During all of these raising operations, the pilot pressure feed
line 70 and brake pressure feed control line 86 will remain at a
relatively low pressure due to ultimate interconnection of one or
both ducts 42 and 46 with reservoir 32. Accordingly, the brake
hydraulic operator 24 will maintain firm engagement of shoe 22 with
drum 20 to positively prevent rotation of the latter. However, the
shaft is rotating in a clockwise direction, and the clutch plate 16
freewheels with respect to the stationary brake drum 20 to permit
clockwise shaft rotation in a manner unrestrained by the mechanical
brake.
The present invention also permits lowering operation by the winch
at the same three different speeds at which raising may occur. Fast
lowering is selected by shifting control valve 49 leftwardly to its
crisscross position, while the other control valve 50 remains in
its central, neutral position. All flow from the pump 30 is
directed to the smaller motor 36 with pressure developing at the
side of motor 36 associated with duct 42 to a sufficiently high
level so as to force the counterbalance valve 64 to an open
position permitting exhaust flow from the other motor 38. Until
moved to an open position, counterbalance valve 64 hydraulically
locks motor 38 against rotation. Valve 64 thereby also locks the
shaft 14 and motor 36 that are affixed for common rotation with
motor 38. Once pressure in inlet duct 42 of motor 36 exceeds the
predetermined level at which the bias force of counterbalance
spring 66 is overcome, valve 64 will open, motor 38 will be
released, and lowering rotation of the shaft and motors may
proceed. The larger motor 38 is again short-circuited during
delivery of motive flow to motor 36 to permit freewheeling of the
nondriven motor 38 once valve 64 opens.
Whenever rotating to lower a heavy load, the winch is subject to
forces tending to drive it at excessive and dangerous speeds. When
the winch lowering speed exceeds a certain velocity, the driven
motor 36 will begin to outrun the rate of motive fluid flow being
supplied by pump 30. As a result, the inlet pressure in conduit 42
and in pilot pressure feed line 70, will drop substantially. In
response to sensing the excessive speed of the winch by the drop in
motive inlet pressure in conduit 42, the counterbalance valve 64
will be urged by spring 66 to its closed, flow-blocking position to
prohibit or severely restrict exhaust flow from the larger motor 38
and thereby brake and slow down the overrunning winch. It is
important to note that valve 64 is now controlling winch lowering
speed by controlling exhaust flow from a motor 38 that is not even
being driven by the motive inlet pressure fluid flow, but that is
instead, simply freewheeling.
The counterbalance valve 64 may be a variable restricter type,
being incrementally positionable in response to the balance of
opposing forces exerted by the gradient force of spring 66 and the
motive inlet pressure in pilot line 70 so as to variably meter and
control the rate of exhaust flow from motor 38. As the winch speed
tends to become excessive, the inlet pressure in duct 42 will
decrease, permitting spring 66 to move the counterbalance valve 64
to a position more severely restricting discharge flow to slow down
the winch and permit pressure in inlet duct 42 to build. With
increase in inlet pressure, the valve will open to a greater degree
in opposition to greater force thereupon exerted by gradient spring
66 to speed up the winch. Transmission speed will thereby be
controlled to a level at which pump flow keeps up with motor 36, a
speed proportional to the displacement of driven motor 36. For a
given rate of motive flow from the pump, the "fast" lower-ing which
speed will be equal to the "fast" raising winch speed.
During this fast lowering mode, a certain amount of pressure fluid
fed from conduit 76 to pilot pressure feed line 70 will leak across
orifice 82 to the other conduit 78 interconnected with motor duct
46. The orifices 80 and 82 severely restrict the flow through the
pilot pressure feed line to limit such leakage cross-flow between
ducts 42 and 46 to a minimal, acceptable level. Pressure line 70 is
essentially deadheaded by hydraulic operator 68, and little flow is
required therethrough to deliver the motive pressure from duct 42
to valve 64. The actual pressure maintained within pilot feed line
70 may be slightly lower than the actual pressure existing in duct
42 due to the cross-flow between conduits 76 and 78. The pressure
in pilot feed line 70 will, however, be directly proportional to,
and therefore indicative of, motive inlet pressure existing in duct
42. The severe restrictions afforded by orifices 80 and 82 act to
dampen movement of counterbalance valve 64 to make it less
sensitive to minor fluctuations in motive inlet pressure, and the
minor leakage cross-flow between conduits 76 and 78 tends to
stabilize the operation of counterbalance valve 64.
While rotating in a counterclockwise direction to effect downhaul,
the shaft and clutch plate 16 force the brake drum 20 to rotate
therewith. Accordingly, the brake shoe 22 must be released from
drum 20 before winch lowering can proceed. To this end, the brake
pressure operating conduit 86 interconnects with pilot pressure
feed line 70 downstream of orifices 80 and 82 to present the motive
inlet pressure of motor duct 42 to brake hydraulic operator 24.
Operator 24 is responsive to move to a brake-release position
whenever pressure in interconnected conduits 70 and 86 exceeds a
certain level and overcomes the bias of spring 26. The brake will
release at a substantially lower pressure than the pressure
required to open valve 64. Thus, as pressure builds within motor
duct 42, brake operator 24 will first release brake shoe 22; but
counterbalance valve 64 will remain in its flow-blocking position
to hydraulically lock the shaft against rotation until pressure in
duct 42 reaches a predetermined level sufficiently high to overcome
the bias of counterbalance valve spring 66. During winch operation,
therefore, counterbalance valve 64 normally controls winch speed.
The brake 22 acts primarily as a safety holding device when the
winch is inactive.
A medium lowering speed may be selected by shifting valve 50
leftwardly to its crisscross position to deliver motive fluid from
pump 30 to motor duct 46, while the other control valve 49 remains
in its neutral position. The preselected rate of flow from pump 30
will drive the output shaft 14 at a substantially slower speed
equal to the medium speed range provided for raising operations,
this speed being proportional to the larger displacement
capabilities of motor 38. The smaller motor 36 will now be in a
freewheeling condition with its fluid ducts 42 and 44
interconnected with reservoir 32 by control valve 49, and leakage
cross-flow will proceed in the opposite direction from conduit 78
to conduit 76. Pilot feed lines 70 and brake pressure feed conduit
86 will again sense motive inlet pressure, this time from duct 46,
and in response, counterbalance valve 64 acts to limit rotational
velocity of output shaft 14 to the medium speed that is
proportional to the displacement of motor 38.
Accordingly, whether motive inlet fluid is directed to motor 36 or
motor 38 in the "fast" and "medium" lowering speed modes, motive
inlet pressure will be presented to pressure operator 68 of valve
64. The counterbalance valve, in turn, will prevent winch lowering
operation in both modes until the motive inlet pressure reaches the
predetermined level.
The slowest lowering speed is selected by shifting both control
valves 49 and 50 leftwardly from their neutral positions to split
motive fluid inlet flow between ducts 42, 46 and both motors 36,
38. Leakage cross-flow between conduits 76 and 78 is now immaterial
as both ducts 42 and 46 are maintained at equal pressure, and this
equal, motive inlet pressure is again directed through pilot feed
line 70 to operate counterbalance valve 64. Valve 64 again acts to
control lowering speed of the winch and, in this mode limits same
in proportion to the sum of the displacement of both the motors,
i.e., a speed at which the combined flow rate from both motors 36
and 38 is the same as the pump flow rate.
By delivering the same rate of flow during both raising and
lowering, the hydraulic drive will present three different downhaul
speeds that are equal to the three different inhaul speeds
available for selection. During downhaul, the pilot pressure feed
line 70 delivers the motive inlet pressure, regardless of whether
motive inlet flow is directed to either one or both of the motors,
so that a single counterbalance valve may be utilized in the
exhaust conduit 48 to control winch-lowering operation, regardless
of which motor or motors are being positively driven by motive
fluid from the pump. A simple, reliable, automatic hydraulic brake
feature for multimotor transmissions is thereby presented by the
present invention.
Counterbalance valve 64 is preferably interposed in the duct 48
associated with the largest motor 38, and this motor is affixed
upon shaft 14 at a location nearer the winch spool and load than is
the smaller motor 36. This arrangement minimizes required hydraulic
braking torque due to the proximity of brake motor 38 to the load,
and requires minimal braking pressure when counterbalance valve 64
is in its closed, flowblocking position due to the larger
displacement capabilities of motor 38.
The hydraulic system of the present invention is illustrated in
conjunction with a winch device which is subject to loads in only
one direction of rotation. It will be apparent to those skilled in
the art, however, that the present arrangement is equally useful in
driving devices that may be subject to heavy external loads in both
directions of rotation of the hydraulic drive motors. In this
latter case a second counterbalance valve 64 and motive inlet
pressure feed conduit arrangement may be included in conjunction
with the other discharge duct 46 associated with motor 38.
Operating characteristics of this arrangement of a second
counterbalance 64 are in no way critical relative to the other
counterbalance valve, as the two valves would never operate
together, but operate separately, depending on the direction of
motor rotation.
These and other alterations and variations to the invention will be
apparent to those skilled in the art. Accordingly, the foregoing
detailed description of the preferred embodiment of the invention
is to be considered exemplary in nature and not as limiting to the
scope and spirit of the invention as set forth in the appended
claims.
* * * * *