DRG. Deltic Type T18-37K Chapter 7 Page 1 ‘(EE-DLRECTIONAL GRARBOX Deltic Engines Type T18-37K use a gearbox incorporating twin clutches and this is secured to the phaaing gear case. ‘The @rive from the output gear in the phasing gear case is passed to the clutch asseubly by a quill-shett a8 described in the previous chapter. The clutch acgerbly is driven in » clockwise direction when viewed from the free end of the engine, the twin hydraulically operated clutches enable the engine to idle in neutral or drive the gearbox output flange in a clockwise or anti-clockwise direction, Spur goers in constant mesh are employed throughout, the required direction of of drive being engaged by either clutch. Lubrication and cooling of the gear treins is provided for by the use of sproy jets, the oil being directed into the mesh of each mating pair of gears; the oil is returned to the ‘CA’ crankcase ty means of an external pipe and through transfer ports in the base of the gearbox, An auiiary pump, driven from the gearbox, contimes to supply od] when the engine bas stopped and the gears are rotated by the action of the trailing propelier. This pump is referred to as the "trailing pump". Attachment faces for mounting feet are machined on extensions cast Ainteyrelly with the free en@ casing. Casings ‘The gearbox comprises four casings, the free end case, centre case, drive end case and e gear corricr plate; a fifth casting, in the forn of e cover plete secured to the drive end case, perforus the task of directing engine lubricating oi] through passageways and ports to the clutch assembly, The casings have face to face joinus waich are costed ty a thin film of jointing compound, correct location of each case is rrovided for by dowels, Jacking points are sited in each mting fece to enable the joint to be "broken’ when @ismantling the gearbox. Ducts and arillings for conveying lubricating ofl to the spray jets are provided in the castings, as are ducts to convey oi] in its passage from the hydraulic control units to the clutch assembly. Leakage of oil from duct to case where these ducts join is prevented by transfer tubes and synthetic rubber ‘0" rings. Gears and Shafts The clutch assembly is supported on two shafts which are flange mounted on either side of the central driving meuber of the olutoh, the three com ponents being bolted togeter by fitted bolts, The shafts are supported by & roller bearing housed in the gear carrier plate at the free end and 2 ball bearing housed in the drive end casing at the driving end, An oll tube is fitted into the drive end sheft and mites with the cover ylate referred to in the firet paragraph, Pressure ofl from the hydraulic control unit can be passed either through the tube or the enmlar epace foraed between the of] ‘be and the hollow clutch shaft, Revised 12/67Pree-end casing Centre easing Oil duct Reverse rotution drive gear Drive-end casing Clutch shart Oil tube Ourpat conpling = Output shatt 10, Drive shatt for trailing pump 11, Outpot gear 12) Idler gear 13, Layshate 14, Engine wountung foot attackment face 18, Idler gear 1G. Dirvet zetation drive gear 17, Gear-earvier plate 18. Hydraulic clureh BIDIRECTIONAL GEARBOXDeNeGeSe Deltic Type 118-37K Ompter 7 Page 2 The @riving geers of the twin clutches are in connection with the respective friction discs by splined couplings and are supported by roller earings vhich ere housed in the casings. Reference to the illustration "Bi-directional Gearbox" will show the gear trains, It should be remeubered that the clutch esreubly is rotating in a clockwise direction at all times thus, when the drive end clutch is engaged, gear (4) which is in direct mesh with the output gear (11) will turn that gear and the output shaft end flange (8) 4n an snti-clockwise direction (viewed from the free md of the engine). Conversely, shen the free end olutch is engaged, sear (16) which is in mesh with pinion (15) on laysheft (13), will, turn the layshaft and gear (12) in an anti-clockwise direction, 4c gear (12) is in mesh with the output gear, the output gear, shaft snd flange will now turn in a clockwise direction (viewed from the free end of the engine). Provision is mde to drive a trailing pump and sheft tachometer generatc> from the drive end cf the layshart (13) if required. Hydraulic Clutch Jssenbly ‘tthe hydreulically operated clutch asserbly consists of two separate clutches arranged one on either side of a common driving weuber, one clutch being used for the engagenent of the drive which rotates the output shaft and flange in a clockwise direction and the other for the engagement of the @rive in the reverse direction. The two clutches ere sinilar in design end operetion end each has two friction discs interposed between three steel plates. Prom the accompanying Giegrametic illustration it can be seen that each clutch is ascerbled in » housing formed between the driving plate (9) and a reaction plate (6) bolted to each side of the driving plate. Adjacent to the driving plate in each clutch is a pressure plate (10), the outer edge of which carries mechined teeth, These teeth engege with splines cut on the inside of the reaction plate, thus the uressure plate is sositively driven and at the sane tine can move axislly in the splines of the reaction plate, One side of the pressure plate is subjected to hydreulic pressure ond has a prim ary (16) end a secondary (13) loading face. Between the pressure plate (10) and the reaction plate (6) are the friction dises with a centre pressure rlate (12) sandwiched between them The cuter edge of the centre pressure plete carries teeth and also engages . with the splines cf the reaction plete, The friction discs are secured 4 toothed plates, the teeth of wich engage with a gplined coupling, attached to the Griving got thus @ positive drive can take place between the friction discs end the ériving gear through the toothed plates a1a coupling while allowing an axial uovenent of the friction discs with their toothed plates. ‘hen the clutch is ia the free or neutral position the pressure plate (0) is held against the ériving plate ard away fram the adjacent friction discs ty # s:rinz loaded return plate (17), The central pressure plate is held in ats neutrel position by plungera (8) which always seek the lowest Revised 12/67Quill-shatt Cloteh shaft Ahead drive gear (Clute coupling Clutch coupling detent plunger Reaction plate Peripheral bleed orifice Intermediate pressure plate detent plunger Contre driving plate |. Piston pressure place + Frietion dises Intermediate pressure plawe . Secondary wading face MW 13. ro, " is. Is, 20, 2h, 2 23, De, A B Ortftee Primary ofl chamber Primary Iouding face Spring loaded xetumn plate Aute-€rain valve 1 Cube anti-drain valve Return spring (supply cleteh yuill-shaft splines Cateh share Ou tue Astern drive gear 0:1 supply for ahead etute® operation Of supply Zor astern chuck operation HYDRAULIC CLUTCH - FUNCTIONINGDKeSs Del tic Type T18-37K Chapter 7 Page 3 point of vee-section grooves machined on the outer toothed edze of the plate. Compression return eprings hold the two friction disce apart at a pre~ determined distance vhile further detent plungers srranged eround the @riving coupling centralise the friction diecs, in their neutral position, between the pressure pletes and reaction plates, Operating O11 Flow Pressure of] from the clutch pump housed in the hydraulic control unit flows through one of two galleries in the gearbox casings, and along either the ofl tube or the annular apace between the tube and the shaft to operate the clutch, The oil passes through anti-drain valves (18) positioned in the driving plate or through the oi] tube and valve (19), and is conveyed through separate seta of radial and transverse drillings in the clutch driv~ fing plate to the ofl chember (15) where it exerts a pressure on the primry leading face of the pressure plate. The ofl contimies to flow through @ restricted orifice (14) in the pressure plate primry loading face and exerts @n increasing pressure on the secondary loading face. A bleed orifice (7) 4s urovided at the periphery of each clutch this ensures a flow of oil ‘through the clutch and obviates any possible build up of sludge in the splines and teeth of the reaction plate and pressure plates which might lead to sluggish operation, Clutch Functioning Siovenent of the clutch cantrol to engage either chead or astern mL cause the hydraulic control unit to direct pressure ofl from the clutch pump into the duct in the gearbox casings leading to the appropriate side of the clutch, O41 pressure builds up in the -rinary loading chamber (15) to a valve epproaching the pressure drop through the transfer orifices. This pressure is sufficient to nove the presmure plate away from the driving plate and sendwich together all the plates of the selected oluteh. No further exial movement of the pressure plate can now take place, and the clutch is scaled against the escape of pressure oil except from the peri- pheral tleed orifice, Preseure in the primry loading chanber increases and, as ¢ greater amount of oil con pass throuyi: the trensfer orifices thea can escape through the bleed orifice, pressure also rises across the secondary face of the pressure plate, thus completing the engagenent of the clutch plates. Sudden shock engacenents are elimimted with this two stage systen ena the useful life of the gear teeth and clutch surfaces is considerably increased. Centrifugel force acting on the oil is smal? at idling speed but large at full speed, ani is supplementary to the clutch pump pressure, The clutch is reloased from engagenent when movement of the clutch control causes the hydraulic control unit to cut off the oil supply to the clutch, Centrifugal force displaces the oil through the bleed orifices and the clutch discs and pressure plates return to taeir neutral positions under the combined ection of the return springs and detent plungers. Revised 12/67DeTeGaSe Deltic Tyse 118-37 Chapter 7 Page & ‘The anti-frain Valves 4n the oil tube and driving plates retain the oil, in the passages ond pipes leading to the clutch, agcinst the action of the centrifugal pressure. As soon as the ofl supply is cut off by the hydraulic control unit these valves close and they can not be opened by a depression on the outlet side, As tne oil feed passages and pipes to the clutch are alvays full of ofl, immediate operation of the clutch is assured, the exell leek through the of] tube spigots being compensated Ly a tleed in the hydraulic control unit. 4 description of the hydraulic control unit and its operstion will be found in Chapter IT on Controls. Trailing Pump dn ewxdliery pur is fitted on tie bi-directional gearbox to ensure thot the gears are adequately lubricated when rotated by a tradling propeller, ‘The pump draws ofl from the bottom of 'Gh' Crenkease and delivers it to the auxiliery spray jets within the gearbox; this aysten alo operates when the engine is running end provides additional lubrication, The trailing pum is mounted on the drive end casing of the gearbox and is driven through a quill-shaft from the leyshaft, Fach side of the pump is comectea to both the inlet and outlet passages through double ball valves, thus ensuring that oil flows in the same direction, regardless of changes in the direction of the pump drive, Tevised 12/67