1. Hydraulic control system for a vehicle transmission, connected to an output shaft from a hydraulic torque converter with a hydraulically operated friction clutch for locking up the torque converter and which has at least two hydraulically operated clutch units for shifting between the various gear speeds of the transmission, comprising a first hydraulic pump, which feeds, via a counterbalance valve, oil at low pressure to the torque converter; and a second hydraulic pump which feeds, via regulator valve means, oil at high pressure to first, second and third piston-cylinder devices, each operating an individual one of said friction clutch and clutch units; wherein the second pump is a variable high-pressure pump with variable displacement, which is controlled by a pressure-regulator valve, and control means are arranged to control the pressure-regulator valve to set the variable high-pressure pump at maximum displacement when the friction clutch is disengaged, and to a lower displacement when the friction clutch is engaged.
2. The control system according to claim 1, wherein the control means are arranged to set the counterbalance valve to provide a higher pressure through the torque converter when the friction clutch is disengaged than when engaged, and the pressure-regulator valve is controlled so that the variable high-pressure pump is set to maximum displacement when there is higher pressure through the torque converter.
3. The control system according to claim 2, wherein a control circuit for controlling the piston-cylinder device of the friction clutch is coupled to the control means which control the counterbalance valve so that, when the friction clutch is disengaged, the operating pressure will set the counterbalance valve to provide a higher pressure through the torque converter, and the pressure-regulator valve is so controlled by the pressure set by the counterbalance valve that the variable high-pressure pump is set to maximum displacement at said higher pressure.
4. The control system according to claim 3, wherein a pressure-limiting valve is disposed between the output side of the variable high-pressure pump and the input side of the torque converter; said pressure-limiting valve limiting the pressure in a control circuit to the regulator valve means regulating the pressure in said piston-cylinder devices.
5. The control system according to claim 4, wherein a pressure accumulator is disposed in the control circuit to the regulator valve means between non-return means and said regulator valve means.
6. The control system according to claim 2, wherein a pressure-limiting valve is disposed between the output side of the variable high-pressure pump and the input side of the torque converter; said pressure-limiting valve limiting the pressure in a control circuit to the regulator valve means regulating the pressure in said piston-cylinder devices.
7. The control system according to claim 1, wherein a pressure-limiting valve is disposed between the output side of the variable high-pressure pump and the input side of the torque converter; said pressure-limiting valve limiting the pressure in a control circuit to the regulator valve means regulating the pressure in said piston-cylinder devices.
8. The control system according to claim 7, wherein a pressure accumulator is disposed in the control circuit to the regulator valve means between non-return means and said regulator valve means.
The claims below are in addition to those above.
All refrences to claim(s) which appear below refer to the numbering after this setence.
1. A derail assembly for derailing a wheel of a wheeled railway vehicle movable along a pair of laterally spaced rails, said rails having a field side and a gage side, wherein railroad ties are securely and transversely mounted on said rails, each of said ties having upright side walls, each of said rails having upper and lower flanges interconnected by a central upright unitary support, said derail assembly comprising, in combination,
an elongated rigid derail plate having an upper side and an under side, said under side being in direct contact with said upper flange of one of said rails, said elongated rigid derail plate having a wheel entrance end and a wheel exit end and being longitudinally spaced from said wheel entrance end,
an upright derail bar which is securely mounted on the upper side of said derail plate, said upright derail bar being angled outwardly from said wheel entrance end to said wheel exit end for engaging a wheel of said vehicle when moving undesirably along said rails to thereby cause desired derailment toward said field side of said undesirably moving vehicle,
a pair of longitudinally spaced upright rigid members secured to the under side of said derail plate, said upright rigid members being transversely spaced from said one rail on the gage side thereof, said upright rigid members defining an open area between said upright rigid members, said open area having a predetermined lateral distance between said upright rigid members, one of said ties being positioned within said open area and between said upright rigid members, said side walls of said one tie being secured between said upright rigid members,
longitudinally spaced hook members secured to said derail plate at said wheel entrance end and at said wheel exit end, said hook members securing said derail assembly on the field side of said one rail, and a clamp assembly secured to said derail plate on said gage side of said one rail opposite said hook members, said clamp assembly and said hook members cooperating for assisting in securing said derail assembly to said one rail while said upright rigid members are securely positioned between said side walls of said one tie.
2. The derail assembly of claim 1 including a pair of spaced foot members secured to each of said upright rigid members, each of said foot members bearing against the lower flange of said one rail on the gage side thereof, said foot members, said clamp assembly, and said hook members cooperating to laterally secure said derail assembly to said rail.
3. The derail assembly of claim 1 wherein said railroad tie has a first lateral distance between said upright sidewalls that is less than the predetermined lateral distance between the upright rigid members, and at least one spacer member moveable between operative and inoperative positions on said assembly for positioning said at least one spacer member when in an operative position being in said open space adjacent at least one side wall of said tie and against one of said upright rigid members to provide a snug fit of said railroad tie between at least one of said spacer members and one of said upright rigid members to secure said derail assembly against longitudinal movement.
4. The derail assembly of claim 3 including a second moveable spacer member mounted on said derail assembly and being moveable between operative and inoperative positions, said first and second moveable spacer members being positioned in said open space so that the upright side walls of said tie are snugly positioned between said first and second moveable spacer members for providing a snug fit of said railroad tie between said two spacer members.
5. The derail assembly of claim 1 wherein a second upright derail bar is securely mounted on the upper side of said derail plate, said second upright derail bar being angled outwardly from the wheel entrance end to said wheel exit end and wherein said wheel exit ends of said first upright derail bar and said second upright derail bar are rigidly secured at a joint, said second derail bar being angled to engage a wheel of an oppositely moving wheeled railway vehicle.
6. The derail assembly of claim 1 wherein said derail assembly has a maximum height of about 2\xbe inches above the upper surface of said rail.
7. In a derail assembly for derailing a wheel of a wheeled railway vehicle moveable along a pair of laterally spaced rails, wherein said rails have a field side and a gage side, wherein at least one railway tie is securely and transversely mounted on said rails, said tie having upright side walls, and each of said rails having upper and lower flanges, the derail assembly is of the type that includes an elongated rigid derail plate mounted against one of said rails wherein the improvement comprises a securement structure for mounting said derail assembly on one tie for preventing undesirable movement of said derail assembly against longitudinal movement in two directions on one of said rails, said securement structure comprising, in combination:
a pair of longitudinally spaced upright rigid members secured to the underside of said derail plate, said upright rigid members being positioned on the gage side of said derail assembly, said upright rigid members defining an open area between said upright rigid members, said open area having a predetermined lateral distance between said upright rigid members, said one tie being positioned within said open area and between said upright rigid members, said side walls of said one tie being snugly secured between said upright rigid members.
8. The securement structure of claim 7 including a pair of longitudinally spaced hook members secured to said derail plate, said hook members securing said derail assembly to said rail on said field side of said rail at first and second securing positions, a clamp assembly secured to said derail plate on said gage side of said rail opposite said hooks at a third securing position, and a pair of spaced foot members secured to each of said upright rigid members and bearing against the lower flange of one rail on the gage side thereof at fourth and fifth spaced positions, whereby, transverse securement of said derail assembly to said rail is provided on both the gage side and the field side of said one rail at said five positions.
9. The derail assembly of claim 8 wherein said railroad tie has a first lateral distance between said upright side walls that is less than the predetermined lateral distance between the upright rigid members, and at least one moveable spacer member mounted on said assembly and moveable between operative and inoperative positions for positioning said at least one spacer member in an operative position in said open space against at least one side wall of said tie and against one of said upright rigid members to provide a snug fit of said railroad tie between at least one of said spacer members and one of said upright rigid members to secure said derail assembly against longitudinal movement.