Gm Global Technolgoy Operations, Inc.

Richard B Anderson

Ted M McQuinn

Reece R Fuehrer

The power train has a manual throttle controlled gas turbine engine having a high no load idle speed and a transmission having a low capacity fluid coupling and a variable capacity slipping friction clutch connected in parallel to the input of a multiratio gear unit for driving a vehicle. During engine idle with the vehicle stationary, when the gear unit is in neutral, the fluid coupling is unloaded to permit the engine to operate and drive the accessories at a high no load idle speed. When the gear unit is placed in a drive ratio, the fluid coupling is stalled loading the engine and reducing the no load idle speed to a regulated lower drive starting idle speed range, to reduce the inertia energy level for smooth drive starting clutch engagement and to maintain the engine output speed in a proper vehicle accessory operating idle speed range. When the throttle is increased from idle to initiate vehicle drive, in a minimal low throttle range, the engine torque and speed will increase in accordance with the fluid coupling stall torque characteristics, in a large middle throttle range, the torque capacity of the slipping friction clutch will increase proportional to the compressor discharge pressure of the gas turbine engine and the engine output torque will increase with reduced engine output speed to provide normal drive initiating torque requirements and in a small maximum throttle range, full capacity non-slip engagement of the friction clutch will provide increased engine torque at zero engine output speed to maximum torque to meet maximum drive initiating torque requirements.

Engine and transmission power train

The power train has a manual throttle controlled gas turbine engine having a high no load idle speed and a transmission having a low capacity fluid coupling and a variable capacity slipping friction clutch connected in parallel to the input of a multiratio gear unit for driving a vehicle. During engine idle with the vehicle stationary, when the gear unit is in neutral, the fluid coupling is unloaded to permit the engine to operate and drive the accessories at a high no load idle speed. When the gear unit is placed in a drive ratio, the fluid coupling is stalled loading the engine and reducing the no load idle speed to a regulated lower drive starting idle speed range, to reduce the inertia energy level for smooth drive starting clutch engagement and to maintain the engine output speed in a proper vehicle accessory operating idle speed range. When the throttle is increased from idle to initiate vehicle drive, in a minimal low throttle range, the engine torque and speed will increase in accordance with the fluid coupling stall torque characteristics, in a large middle throttle range, the torque capacity of the slipping friction clutch will increase proportional to the compressor discharge pressure of the as turbine engine and the engine output torque will increase with reduced engine output speed to provide normal drive initiating torque requirements and in a small maximum throttle range, full capacity non-slip engagement of the friction clutch will provide increased engine torque at zero engine output speed to maximum torque to meet maximum drive initiating torque requirements.

A dual chamber hydrodynamic retarder in a torque converter and power shift gear transmission. The retarder inlet at a point in the stator housing extends radially inward into a radial outer port of one stator in alignment with toric flow. The toroidal flow is divided by transfer ports extending radially outward and axially in the rotor to the other chamber to simultaneously fill both chambers. Each chamber has an outlet at a point in the stator and within its outer diameter dividing axial toric flow into outlet flow and continuing toric flow. Both the inlet and outlet provide toric flow pumping. The retarder valve, in the retarder off position, connects the retarder outlet to a dump exhaust, blocks the retarder inlet and connects a fluid supply through the cooler to a regulator valve regulating supply pressure at a low value, and throughout a range of retarder on positions connects without change of restriction in a loop circuit, the retarder outlet and supply through the cooler to the retarder inlet and a control exhaust is initially wide open for minimum pressure and retarding and closed exponentially relative to stroke to increase pressure and retarding until limited by the regulator valve.

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Indianapolis, IN, United States of America

Richard B Anderson