ci. 26,' 1%43.

|-|` NUTT ET AL 2,332,593

AUTOMATIC TRANSMISSION
Filed Jan. 4, 1941 5 Sheets-Sheet l

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ct, 26, 1943.. H. NUTT ET AL 2,332,593
AUTOMATIC TRANSMISSION
Filed Jan. 4, 1941 5 Sheets-Sheet 2

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Ust. 26, 1943., H. NUTT ET AL 2,332,593
AUTOMATIC TRANSMISSION

Filed Jan. 4, 1941 5 Sheets-Sheet 3

Ct 25, w43 H. Nuur'r ET AL 2,332,593
AUTOMATIC TRANSMISSION
Filed Jam/1, 1941 Y 5 Sheets-Sheet 4

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ct., 26, 1943. H, NUTT ET AL 2,332,593
AUTOMATIC TRANSMISS ION

Filed Jan. 4, 1941 5 Shees-Sheet 5

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 Patented Oct. 26, 1943
2,332,593 I

UNITED STATESY PATENT OFFICE

2,332,593
AUTGMATIC TRANSMISSION
Harold. Nutt, Chicago, and Richard L. Smirl,
Bellwood, Ill., assignors to Borg-Warner Cor
poration, Chicago, Ill., a corporation of Illinois REISSU-ED ,
Application January d, 1941, Serial No. 373,201 ' 2 7 ma
l2 Claims. (Cl. 74-189.5)
This invention relates to automatic transmis when taken together with the accompanying
sions and particularly to automatic transmissions drawings in which:
comprising a fluid device combined with gearing. Fig. 1 is a plan view in section of the transmis
A large number of automatic transmissions sion.
have been devised all of which may be classified Fig. 1a is a fragmentary section taken along
into a relatively small number of types. Each line Ia-Ia of Fig. 1.
type presents its own design problems and the Fig. 2 is a schematic layout of thehydraulic
completeness with which these problems are system;
solved determines the amount of success the Fig. 3 is a vertical section through the valve
transmission will have in the field. One such 10 block taken along line 3--3 of Fig. 4.
fundamental type is the hydrodynamic or Fig. 4. is a side view of the rea'. portion of the
Foettinger transmission which employs two or transmission showing the valves and a portion of
more vaned rotors coupled together throughv a the controls therefor taken along line ,ll-_ of
fluid. The problems attendant upon the use of a ' Fig. 3;
hydrodynamic device in an automatic transmis Figs. 5 and 6 show the linkage for operating one
sion include among others that of getting suf of the valves in the transmission; and
ficient torque multiplication to satisfy the re Figs. '7, 8 and 9 are schematic diagrams show
quirements for an automobile and to do this at ing the operation of the manual over-control for
satisfactory emciencies. This has led to the use one of the clutches.
of gearing in addition to the torque converter 20 Referring now tothe drawings for a detailed
and to various clutching arrangements for sub description of the 'invention and particularly to
stituting another drive for the torque converter Fig. 1, the transmission in its preferred form
at the speeds at which the torque converter is in is comprised in general of a drive shaft I0, a
emcient. With the addition of these devices the driven shaft I I, a hydrodynamic torque converter
transmission becomes more complex and expen 25 I2 located within bell housing I3, a valve block
sive. - I4 secured to bell housing I3, a planetary change
Another problem encountered in the hydrody speed gearing I5, and a planetary reverse gear
namic type of transmission is that of operating I6. Various clutches and controls are included
an associated positive control element to eect for operating and controlling the torque con
a shift as, for example, from neutral to reverse. verter and planetary gear set including a positive
At idling speeds of the engine enough toroue is clutch Il for locking up the torque converter, a
transmitted through the hydrodynamic device to hill brake I8 to be used in conjunction with
render the engagement of a positive toothed con torque converterA I2, a, brake I9 for conditioning
trol device dimcult, if not impossible. planetary gear set I5 for overdrive operation, a
'I'he principal object of this invention is to pro roller and cam type automatic clutch 20 for con
vide an automatic transmission which utilizes ditioningplanetary gear set I5 for direct drive,
the advantages of a hydraulic torque converter a releasable clutch 2l which may be released to
and makes full provision for its several short disconnect'the driven shaft II from planetary
ccmings with a minimum complexity of controls. gear set I5 to provide a neutral, and a positive
Another object of this invention is to provide 40 brake 22 of the toothed type for arresting one
lan automatic vtransmission of the hydraulic y of the elements of the planetary gear set I6 to
torque converter type in which a satisfactory re provide a reverse drive.
The power is transmitted from drive shaft I0
versing mechanism is employed. to a forging 23 bolted to a flange on drive shaft
Another object of this invention is to provide 45 I0, said forging 23 supporting in turn a flywheel
a simplified hydraulic system for operating an 2l-and a varied pump member 25 bolted to fly.
automatic transmission, the system including a wheel 24. These last three elements form a
clutch which utilizes the pressure within the chamber which is normally filled with iluid under
torque converter to change its condition. pressure. Opposite varied pump member 25 is a
Yet another object of this invention is the 50 vaned turbine member 26 which comprises the
provision of improved means for starting an en driven element of the hydraulic torque convert
gine through the transmission by pushing the car 'er I2. Torque conversion or multiplication isse
in which the transmission is installed. cured by means of avaned stator 21 interposed
These and other objects of the invention will between the exit of the turbine vanes and the
become apparent from the following description 55 entrance to the pump vanes. Turbine member
 2,332,598 i

28 is riveted to a carrier 28 which is splined to plied by, torque converter I2. It will benoted
'an intermediate shaft 28. Stator 21 is splined to _that stator 21 is held against rotation by one way
a sleeve 30 which is anchored against rotation in brake 3| as long as torque conversion takes place
a backward direction with respect to drive shaft in the converter andthat thereafter itis free to
I0 by means of a roller-and-cam type one way ' rotate with the -impeller 25 of the converter.
brake 3| reacting against a plate 32 non-rotata For the next ratio, clutch I1 is engaged to
bly mounted in bell housing I3. l couple drive shaft I0 directly with intermediate
Carrier 28 is formed with radial bores 33 in shaft 29 and thereby lock up torque converter,|2._
which are mounted pistons 34 having at the outer The clutch is centrifugally conditioned for-en
extremities thereof chamfered teeth 35 (Fig. 1a) gagement considerably below the end point of the
which are adapted to engage slots 33 in forging torque conversion speed of the converter, but it
23. Said pistons 34 are biased to a retracted can be engaged at the will of the driverl at any
position in carrier 28 by a spring 31 passing speed above this conditioned speed by momen
through a suitable opening 38 in the carrier and tarily releasing the throttle, thereby permitting
intermediate shaft 29. The chamfer on teeth 15 synchronization to occur. 'Ihe clutch will remain _
35 is in such a direction that when drive shaft engaged at all speeds abovethe centrifugally con
I9 is rotating faster than intermediate shaft 28, ditioned speed unless forced back by the means
teeth 35 will not engage with s1ot'36 to form a and under the conditions to be hereinafter de
clutching connection between drive shaft l0 and scribed. The pawls will remain engaged below
intermediate shaft 29, but will permitv such 20 the conditioned speed so long as continuous
clutching connection when the speed of drive torque is being transmitted. When the vehicle
shaft I0 drops down to the speed of intermediate is stopped, the torque between members 34 and
shaft 29. 38 will reverse at some point before the vehicle
Intermediate shaft 29 extends rearwardly to comes to rest, thus enabling the clutch to release
planetary gear set I5 and drives the carrier 39 25 automatically.
of this gear set. Upon carrier 39 are mounted The next and highest ratio is obtained by en- A
planet gears 40 which mesh with a ring gear 4I gaging brake I9 to hold sun gear 42, thereby con
and with- a sun gear 42. Saidigun gear 42 is ditioning planetary gear set l5 for overdrive as
formed from a sleeve 43 which is flanged and will be described in detail later.
riveted t the rotatable element 44 of brake I9. 30 Reverse is obtained by releasing clutches I1 and
Ring gear 4| is splined to a drum 45 which con 2| (the former releasing automatically when the
stitutes the driving element of disc clutch 2|, car is at rest) and releasing also brake I9. Sprag
the driven element 46 being splined to driven 54 is engaged with toothed member 53 to hold car-y
shaft ||. Also splined to drum 45 is a connect rier 59 and the drive is therefore reversed through
ing casting 41 which transfers the drive from 35 planetary gear set I6, the drive being through
drum 45 to the sun gear 48 of planetary gear set connecting casting 41 to sun gear 48.
I5. Said sun gear 48 meshes with planet gears The description thus far has been concerned
48 mounted on a carrier 50 which is free to ro merely with the mechanism for transmitting the
tate about driven shaft I I. Planet gears 49 in torque from drive shaft l0 to driven shaft , I I.
turn mesh with a ring gear 5I which is splined
to a flange 52 rotatable with driven shaft |I. 40 The controls for effecting the various shifts de
scribed above and others to be described herein
The rotatable element of reverse brake 22 is after will now be detailed. ' -
comprised of a toothed member 53 which may With the exception of the spragvand the roller
be in the form of an ordinary spur gear, mounted and cam devices the various clutches and brakes
to rotate with carrier 50. Beside driven shaft || are controlled, or operated and controlled, by hy
and aligned with toothed member 53 is a sprag draulic pressure. The controls therefor comprise
54 slidably mounted in gear housing 55 and fixed in the main, pumps, valves, and passages so inter
against rotation. When sprag 54 is moved to connected with the various clutches and brakes as
ward toothed member 53 so as to engage the to supply operating pressure to the proper device
teeth thereof, carrier` 50 is held against rotation at the time desired and also to remove operat
and driven shaft |I will be driven in a reverse ing pressure from certain devices in an emergency
direction with respect to drive shaft I0 when the
drive of shaft I0 is impressed on sun gear 48. and under the control of the operator to eifect a
The various conditions of operation of the down-shift. For example, means are provided for
transmission are as follows:
releasing brakev I9 to reduce the drive from over-y
For neutral and all forward speeds, sprag 54 ' drive to direct drive, and additional means are
ls Withdrawn from toothed member 53. With provided to release clutch I1 to restore the drive
sprag 54 withdrawn, neutral is obtained by re through the torque converter, both of these down
leasing clutch 2| which breaks completely the shifts being under the control ofthe operator.
connection between the drive and driven shafts. Referring now to Fig. 2, the various clutches
For forward speed in the lowest ratio, torque and brakes are shown schematically, together
concerter lockout clutch I1 is released, brakes I8 with the hydraulic circuits to and from these ele
and I9 are released and clutch 2| is engaged. ments and their respective control valves. Dual
The drive is then transmitted from drive shaft hydraulic systems are provided, fluid pressure for
I0 through the torque converter to intermediate the first system being derived from a pump 55
shaft 29, and thence to planet gears 4D of plane which is driven by means of gears 51 which in
tary gear set I5. At this point the load of the turn are driven from a sleeve 58 drivingly con
driven shaft || is transmitted through clutch 2| nected to impeller member 25 of hydraulic torque
to ring gear 4| and accordingly sun gear 42 will converter I2. Pump 55 therefore is operated
. tend to rotate ahead of carrier 39. This, how whenever drive shaft I0 is turning. The oil from
ever, is prevented by roller-and-cam clutch 29 70 pump 59 is maintained at a pressure of approxi
which locks the carrier to the sun gear, thereby mately 60 pounds per sq. inch by means of a
effecting direct drive through planetary gear set relief valve 59( A pressure line 50 conducts the
I5. In the lowest ratio possible, therefore, the oil from pump 56 to a branch 5| which is divided ,
drive between drive shaft I0 and driven shaft into two conduits 62 and 53. In conduit 52 is
II is effected through, and the torque is multi 75 a reducing valve 64 which reduces the pressure in
 3,332,593 3.
side outlet 65 to approximately 30 pounds per spring 81 and moves the pistons radially out
sq. inch. Oil at this pressure is then conducted wardly to engage teeth 35 with slots 36.
through conduit 66 to a chamber 61 surrounding Thus when valve 1| is positioned as shown
pump gear 51 and communicating through a pas and valve 82 is in the dotted position, pump 56
sageway 68 with the interior of the hydraulic 5 being in operation, main clutch 2| Will be op
torque converter I2. It will be noted that the erated and the hydraulic torque converter I2
entire chamber formed by flywheel 24 and lm will likewise be operated to transmit the drive at
peller 25 is filled with fluid at 30 pounds per sq. what corresponds to low speed from drive shaft
inch pressure, which means that the outer sur I0 to 'driven shaft II. Simultaneously, pistons
faces of the pistons forming clutch I1 are acted 34 of clutch I1 will be balanced hydraulically
upon by this pressure whenever pump 56 is in but 4will be subject to centrifugal force, and when
operation. As will `be described in greater detail the speed of the vehicle becomes sufficiently
later, this pressure tends to assist springs 31 to great, clutch I1 will become operative to lock
retract the pistons to release _the clutch I1 and is' up the hydraulic torque converter .and trans
utilized to effect a down-shift of this clutch under 15 mit the drive of drive shaft I ll directly to in
certain circumstances. termediate shaft 29 instead of through the inter
A second branch `|59 in pressure line 60 con mediary of the torque converter.
ducts fluid at 60 pounds per sq. inch pressure to To .obtain the next and highest speed ratio
valve chamber 10 in which is located the control through the transmission, clutch I9 is operated
valve 1I for main clutch 2|. Said valve 1| has 20 to arrest the rotation of sun gear 42. 'I'his is
la central portion 12 of reduced cross section to accomplished, hydraulically by the second hy
permit the uid to pass therearound into conduit draulic system previously referred to, which is
13 which communicates with a central bore 14 lo controlled by a piston type valve in the first hy
catedin shaft 29. Driven shaft II contains a draulic system. .
similar bore 15 in communication with bore 14 25 The second hydraulic system is comprised of
and conducts the fluid to an annular chamber 16 a pump 86 which is driven by gears 86' (Fig. 1)
which is mounted for rotation with drum 45~ of drivingly connected to driven shaft II so as to
clutch 2|. Within annular chamber 161s an make pump 86 responsive to vehicle speed. The
annular piston 11 which is slidable axially to com pressure of the fluid supplied by pump 8B is
press the driving` and driven members of clutch 3,0 maintained at approximately 50 pounds per sq.
2| together and thereby couple driven shaft II inch by a relief valve 81. It will be noted that
with drum 45 and its associated ring gear 4I (see this pressure is ten pounds less than that in the
Fig. 1). first system. A pressure line 88 conducts the
Valve 1I is shown in the position it assumes fluid under pressure to a conduit 89 in valve
when the transmission is conditioned for for block I4. Said conduit 89 is in communication
ward drive by the operator. The valve is slid at one end with branch 63 of the first hydraulic
able to the right to close off branch 69 and simul system, a valve 90 being interposed between
taneously to permit the fluid behind piston 11 to the two systems. Said valve 90 is free to move
escape beyond the right hand edge (Fig. 2) of to the left a distance sufficient to uncover a side
valve block I4. This releasing action is aug 40 outlet 9| communicating with branch 62 in the
mented by a retractor spring 18 (Fig. l) which first hydraulic system, and by this means, fluid
is fixed at one end 19 relative to chamber 16 and pressure may be supplied from the second sys-,
the other end of which bears against piston 11. tem to the first whenever the engine is not in`
Thus when the main clutch control valve 1I operation and it is desired to effect normal op
is positioned as shown in Fig. 2v and pump 56 is eration of the transmission. Thus when it is de
operated, fluid under pressure is conducted simul sired to start the engine by pushing the car,
taneously to the hydraulic torque converter I2, driven shaft || will be rotated and will cause
to the outer surfaces~ of clutch pistons 34 of pump 86 to operate, which in turn will supply
clutch I 1, and to chamber 16 of clutch 2| to oper fluid under pressure to conduit 89 and will move
ate the latter clutch. 50 valve 9_0 to the left (Fig. 2,) to uncover outlet 9|
Under normal conditions fluid under 30 pounds and permit the fluid under pressure to enter the
per sq. inch pressure will be conducted through a first hydraulic system. After the engine begins
branch 80 to a second Valve chamber 8| in_which to operate and pump 56 supplies fluid at 60
is located a valve 82 for controlling the positive pounds per sq. inch pressure'to branch 63, the
clutch I1. Said valve 82 is normally located to ten pound pressure differential will move valve
the right (shown in dotted lines) of the position 9| to the right until it strikes abutment 92 in
shown in Fig. 2 so that the portion 83 of reduced conduit 89. In this position outlet 9| is blocked
cross section is in alignment with branch 80 and and a bleed outlet 93 is uncovered by means of a
also with a side outlet 84 which communicates section 94 of reduced diameter in valve 98. A
with a central bore_85 in the forward end of in (il bleed opening 95 connects conduit 89 with bleed .
termediate'shaft 29. This bore is in communi outlet 93 to prevent a rapid building up of pres
cation with opening 38 and conducts the fluid sure in the second hydraulic system after the car
under 30 pounds per sq. inch pressure to the
begins to move. The purpose of the delay in
under side of pistons 34 of the torque converter 65 establishing a 50 pound pressure in the second
system is to prevent the operation of the over
lock up clutch I1. Pistons 34 are thereforebal drive clutch I9 until a speed of approximately
anced insofar as the pressure within the con 18 miles per hour is reached. However, if pump
verter chamber is concerned and are subject only 56. of the first hydraulic system is not in opera
to the action of centrifugal force on the one hand tion, valve 90 will be in its right-hand position
and the retracting action of spring 31 on the 70 (Fig. 2) and bleed opening 93 will be covered so
other hand. Said spring 31 is of such strength that there is no delay in building up the pres
as to maintain pistons 34 in retracted position un sure in the first system under these circum
til the vehicle is moving at a speed of approxi stances and the torque converter and main
mately 18 miles per hour, at which speed cen clutch are immediately effective to crank the en
trifugal force overcomes the retractive effort of 75 g ne.
4 2,332,593
The overdrive outlet of conduit 89 is con position wherein sprag 54 is completely with
trolled by overdrive lcutin valve 96 which is biased drawn from toothed member 53, through a for
by a spring 91 to closed position and under low ward position wherein sprag 54 is not yet in en
pressure conditions covers outlet conduit 98 and gagement with toothed member 53 but is nearly
prevents uid from entering therein. When a in contact with said member, to a reverse po
pressure of 50 pounds per sq. inch is reached, sition wherein sprag 54 engages the teeth of
however, valve 96 is moved against the resist member 53 to arrest the rotation of planet car-V
ance of its biasing spring 91 to uncover outlet rier 50.
98 and permit iiuid under 50 pounds per sq. inch Arm ||0 is connected through a, link ||4 to a
pressure to pass through this conduit to an an 10 lever ||5 the opposite end of which is connected
nular chamber 99 in valve block I4. In chamber to main clutch valve 1I. Said lever ||5 is in the
99 is an annular piston |00 which is movable nature of a floating lever and is supported by a.
axially to compress the driving and driven mem plate | I1 in which is a slot I I8 for restraining the
bers of brake I9 and thereby arrest the rotation lever against lateral movement -with respect to
of sun gear 42 to establish overdrive through valve 1| and link II4. The fulcrum for lever ||5
the transmission. Engagement will be graduated is provided by a roller | I9 mounted on plate |I1.
by the rate of delivery of pump 86 and vent 95, The connection with valve 1| comprises a sleeve
While the delay valve 96 insures that adequate |20 which is slotted at I2| and |22 to receive the
pressure will be available for full engagement, upper end of lever ||5. A slotted plate |23 en
thereby preventing long slip periods when the 20 gages a notch I|6 in lever ||5 and is resiliently
car is being driven at a speed which is approxi urged to the right (Fig. 1) bya spring |24 con
mately the same as the cut-in speed. ` tained in a recess in valve 1|. Because of the
To recapitulate, the second hydraulic system is relative location of notch |I6 and slot I2| the
used primarily to operate brake i9 to establish spring pressure will tend to rotate oating lever
overdrive at a particular speed of the driven 25 ||5 in a counterclockwise direction (Fig. 1) but
shaft. It may also be used to supply oil under since such rotation will be restrained by link ||4
pressure to the rst hydraulic system if for any and arm ||0, the net result will be to tend to
reason pump 56 of the rst system is not in op return valve 1I to the position shown in Fig. 1,
eration and it is desired to operate torque con i. e., to bias valve 1| to the left.
verter I2 and clutch 2| as for example, to start 30 It will be noted that because> of the particular
the engine by pushing the car. linkage employed it will be necessary to pass
The stator brake I8 is likewise operated by through the forward position in order to con
fluid pressure and is controlled by valve |0| in dition the transmission for reverse This
valve block- I4. Said valve |0| is slidable in its causes clutch 2| to be engaged momentarily each
bore to a left hand position (shown dotted in Fig. time it is desired to advance sprag 54 into toothed
2) wherein it connects a branch |02 of branch member 53. Since the car at such time is pre
69 to a conduit |03 by means of a section |04 of sumably standing still, this will have the effect
reduced cross section. When so moved, fluid of momentarily stopping toothed member 53,
under pressure is conducted to a chamber |05 thus preventing unpleasant tooth clash, and then
of annular cross section in which is disposed an 40 releasing said tooth member to permit the sprag
annular piston |06 which is adapted to compress to enter the teeth, if for any`reason the teeth
the driving element |01 and reaction element have become butt-ended. This arrangement of
of brake |8-and thereby arrest the rotation of links and valves and its result upon the action of
stator 21. It will be recalled that at speeds above the toothed member with which reverse sprag 54
18 miles per hour clutch | 1 is operated to connect 45 is to engage, constitutes one of the principalfea
pump 25 and turbine 26 together which relieves tures of this invention. By this means the creep,
stator 21 of backward reactive force and said which is usually present in a torque converter
stator 21 is then free by virtue of the one-way drive and which would normally render substan
holding characteristic of brake 3|, t0 rotate in tially impossible the insertion of sprag >54 into
a forward direction under the influence of the toothed member 53, is eliminated just prior to
fluid in the torque converter. This forward ro the actuation of reverse sprag 54 and a smooth
tation may be arrested by bypassing one way operation of the reverse shift is assured. It will
brake 3| and holding sleeve 30 through its also be observed that the operation of clutch 2|
splined connection with driving element |01 of to arrest the rotation of toothed member 53 is
brake |6. When so held a powerful braking ac 55 perfectly synchronized with the movement of
tion is secured which assists in keeping down the sprag 54.
speed of the vehicle. After the transmission has been conditioned
Having described the hydraulic circuits from for forward drive the torque converter lock up
the pump to the various clutches and brakes, clutch |1 is automatically operated and in due
the means for controlling the valves which in 60 course the overdrive brake I9 is likewise operated
turn control the hydraulic circuits will now be automatically. Situations arise, however, Where
detailed. ' it is necessary to shift out of overdrive into direct
Referring particularly to Figs. 1, 2 and 4, the drive in order to secure the benefit of the greater
forward, neutral," and reverse control may torque obtainable in this ratio. The down shift
comprise the >usual lever (not shown) at the 65 may be eiected by the following instrumen'
steering wheel of the automobile which is con talities:
nected by suitable linkage (not shown) to a rock Referring particularly to Figs. 2, 3, 5 and 6,
shaft |09 disposed vertically of the transmission chamber 99 associated with overdrive brake I9
and immediately below sprag 54. Said rock shaft is provided with an outlet passage |25 which
|09 is provided with two arms ||0 and ||| the 70 communicates with a transverse bore |26 in valve
first-mentioned of which controls the main block |4. In bore |26 is located a valve |21
clutch valve 1| and the second of which is me which is rotatable through an arc of approxi
chanically connected through a roller ||2 and mately 45. In one extreme position of valve |21
slot ||3 to sprag 54. Shaft |09 may be rocked conduit |25 is aligned with a slot |28 in the valve,
through approximately 120 from a neutral 75 which communicates with the hollow interior |29
 c asuntos . r ` S

- oi' the valve. The hollow interior communicates I Referring toetheflchematic diagr '
with a main vent |32 and also throughs series l sown in niguna anse, une movement of me
of openings .|30` andan annular groove |3| in control notpplymcvesvalv l2 to the lett (Fig. 7)
valve |21 with an auxiliary vent |32' leading -to but also cutcthc ignitimmomentnily tcremove
the exterior of valve block I4. The purpose of g the tdrquepn methy IS. The current for lthe
auxiliary vent |32' is to prevent leakage past ignition circuit- |46 is derived from a battery |41,
the valve and shaft |33. In the other extreme s or 'other source of electrical energy. and a coil
position of valve |21, slot |23 is not in align |43', the circuitv through which is interrupted
ment with passageway |23 and hence the pres periodically 'in timed relationy to the .movement`
sure in chamber 33 is not affected but is con 1o o! the crank shaft ci the engine through an
trolled solely by overdrive valve 85. interrupter |43; Connected in. shunt with the
Valve |21 is provided'with a stem |33 to which circuit through the interrupter |43 is a second
is pinned an arm |34. Said arm is in turn con
nected through a grasshopper type spring |35 to circuit - |84 which includes a switch |53 mounted
Ion a pivoted bell crank til. The condition o!
a second arm |36.rotatably mounted on stem |33 15 the shunt circuit ani-kcontrol thereior during
and connected at its free extremity through a
rod |31 and associated linkage -(not shown) to normal4 operation of. the automobile is shown in
Fig. 9. It will be observed lthair'switch |54 is nor
the accelerator pedal of the automobile. Suit mally closed and completes the circuit up to a
able stops |38 and |39 are providedxon valve dash pot |52. In said dash pot |52 are contacts
block |4 to limit the angular travel of 'arm |34. so |53 and |54 whichare mounted on springs ex
It is undesirable generally to have the valve tending lateraliy' inwardly from the sides of the
move with the accelerator pedal and accordingly dash pot. Opposite contacts |53 and |54 are
spring |35 serves to prevent rotation of the valve contacts |55l and |53, respectively, connected to
to a down shifting position until the accelerator gether electrically by means of a spring support
reaches its wide open position, whereupon an |51. A pin |53 controlled by spring |55 and
overcenter condition will exist as shown in Fig. 6 piston |54 normally bears against the support
and spring |35 will be snapped to the left to the for contact |53 to make the circuit between con
dotted position. The point at which this action tacts |53 and |55, and to break athe circuit he
takes place may be made apparent by the pro- _ tween contacts |54 and |55. Under normal con~
vision of a spring stop |40 which interposes a 30 ditions, therefore, shunt circuit |34 is broken by
slight resistance to the movement of arm |35 the separation of contacts |54, |55, and inter
to its overcenter position so that if the driver rupter |49 controls the circuit. _
does not wish to down shift he `will not depress In order to cut the ignition it is necessary to
the accelerator beyond the point of increased keep the'primary circuit shorted by completing
pressure. In a similarI max'if?er grasshopper mtime shunt circuit |54. This of course must be
spring |35 wil1`prevent a return to overdrive until done in timed relation to the operation of valve
the operator substantially releases the accelera 82 which controls positive clutch l1. 'For this
tor pedal, which he will do naturally after he reason, the mechanical movements of switch |55
has no further need for increased acceleration. are controlled from the same linkage |45 which
Assuming that the vehicle is traveling at a o controls valve 82. '
speed at which clutch |1 is engaged but overdrive Assuming that the control for valve 42 has been
brake i9 is not yet engaged, and the operator operated to down shift into nthe torque converter,
wishes to down shift to the torque converter, it bell crank |5| is rotated clockwise to the position
will- be necessary to remove the iiuid pressure shown in Fig. '1. It will be notedA that lower con
from behind pistons 34 in order -to obtain a sum 45 tact |6| is mountedvon a spring which is Just
cient -differential pressure to withdraw the pis suiciently long to catch a washer |53 mounted
tons. Since clutch |1 is a positive clutch, how on the end of a rod |53, which in turn is con
ever, a mere dilerential in pressure will not be nected to piston |60. The clockwise movement
sufcient if an `appreciable amount of torque is of bell crank |5| will. therefore raise piston |44
being transmitted through the clutch at the time. dll and simultaneously break the circuit through
It will be necessary, in addition, to remove the switch >|54 and through contacts |53 and |55,
torque for an instant from teeth 35 to enable thelatter by reason of the raising of contact
the pressure dierential to become effective. Ac '|53 from contact |55, At the same time the
cordingly the following mechanisms are em circuit will be lmade through contacts |54 and
ployed to edect this down shift.vr ' 55 |56. Upon continued rotation of bell crank |5|
Referring momentarily to Fig, 2 it will be ob in a clockwise direction, washer |62 will be freed
served that valve 82 controls the pressure behind and piston |60 will descend toward contacts |53
pistons 34. In order _to remove this pressure, and |54. The freeing of washer |42 will also
valve 82 must `be moved to the left to block the cause the circuit to be completed through switch
pressure side 33' and to vent conduit 84. Nor~- 60 |50. Downward movement _of lthe piston will be
mally, valve 82 -is biased to the right by a spring retarded due to the dash 'pot action, and a pre
|4I, the movement to the right being limited by determined time interval will elapse between a
an arm |42 which moves with a rock shaft |43. release of washer |32 and the reengagement of
As shown in Fig. 1, rock shaft |43 is provided pin |58 with contact |53. As piston |54 descends
with an armv|44 which is connected by suitable o5 beyond thisy point, it will rst complete the cir
linkage |45- to the accelerator pedal or to some cuit between contacts |53 and |55, which thereby
other manual control (not shown). When it is shunts the ignition circuit as shown in Fig. 8,
desired to down shaft into the torque converter, the _other pairs of contacts having been previ-'
the control is moved and this movement is trans ously made, and then upon iinal downward move
mitted through linkage |45, arm |44, rock shaft 70 ment will break the circuit through contacts |54 -
|43 and arm |42 to valve 82, thereby moving the and |56. During the interval in'which the shunt
valve to the left against the action of spring |4| circuit is in the condition shown in Fig. 8, torque
(Fig. 4). This removes pressure from behind will be removed-from teeth 35 and, the pressure
pistons 34 and establishes the pressure dieren having been'previously removed from behind the
tial which will be utilized to release the clutch. 75 pistons, said pistons will `be retracted under the
 6 'ascuas
combined influence of the pressure. within the 'hydraulic system deriving its power from the
torque converter and the retractive effort of drive shaft for controlling some of said devicesv
springs 31. The duration of the shorting of the ' only, a. second hydraulic system deriving its power
circuit is only a matter of a few'explosions of from the driven shaft for controlling at least one
the engine so that the running of the engine is device not _controlled by the rst system. said
not seriously affected. second system having a normally uncovered bleed
It will be noted that shunt circuit |64 is estab opening which prevents a building up of operat-Y
lished in dash pot |52 on the upward movement ing pressure in said system except above a pre
of piston |60 as well as on its downward move determined speed of the driven shaft, thereby
ment and hence. were it not for switch |50, the preventing a> speed ratio change through the _
ignition circuit would be shunted and the torquedevice controlled by said system until said pre
removed from pistons 34 before the fluid had an determined speed is attained, andmeans for in
opportunity to escape from behind the pistons. suring a full ratio change at said predetermined
speed, thereby preventinga long slip period inV _
Switch |50 is so constructed, however, that it will
be opened before piston |60 begins to move and the connecting device.
will remain open during the entire interval in 3. A transmission comprising a drive shaft, a
which the shunt circuit is. completed through the
driven shaft, torque converting mechanism and
dash pot. This is'accomplished by making return a reversing mechanism connected in series be
spring |59 stronger than the spring supporting tween the shafts, said reversing mechanism com_
contact iti of switch |50. The actual shunting 20 prising a plurality of relatively rotatable elements
of the ignition circuit is therefore limited to the one of which is non-releasably connected to the
return movement of piston |60 which provides driven shaft, positive means for arresting the
suiiicient time to allow the pressure to drop be rotation of asecond element and means for re
hind pistons 3I. vThe time elapsing betweenthe ' lating the movement of the third element to the
actuation of valve 82 and the shunting of the movement of the driven shaft whereby to facili
ignition -circuit may be approximately half a tate the arrest of the second element when the
second. The duration of the shunt can be pre drivenshaft is not rotated.
determined - by a proper relation between the 4. A transmission for a vehicle comprising a
'strength of return spring |59 and the uid leak drive shaft, a driven shaft associated with the
in the dash pot so as not to exceed, for example. 30 wheels of the vehicle and-movable in timed re
one-quarter of a second. - lation therewith, torque converting mechanism
Pistons 3l are subject to centrifugal force~ connected between said shafts and including dif
which varies as the square of the speed of the ferential gearing having one element connected
vehicle. The size of the pistons and the magni to the driven shaft, positive means operable when
tude of the retractive effort of springs 31 and the transmission is conditioned for reverse for
the unbalanced hydraulic pressure may be so arresting the rotation of a second element, and
predetermined as to prevent the retraction of friction means effective when the vehicle is not
the pistons at speeds at which torque multiplica in motion for arresting the rotation of the sec
tion through the converter i2 isl no longer pos ond element through the intermediary of a third
sible, since at such speeds no~advantage can be 40 element for assisting the operation of the posi
gained by driving through the converter instead tive arresting means. _
of through the clutch i1. 5, A transmission comprising a drive shaft, a
It is understood that the fasteners, bearings, driven shaft.' torque converting mechanism con
and gaskets necessary for the operation of a _nected between said shafts and including plane
device of the class described may be arranged tary gearing having a ring gear connected to the
to suit the designer and accordingly are not de driven shaft, a carrier and a sun gear, positive
scribed herein in detail. _' It is understood further means operable'when the transmission is condi
that the foregoing description is merely illustra tioned for reverse for engaging the carrier to
tive of a preferred embodiment and that the arrest the rotation thereof and friction means co
scope of the invention therefor is not to be lim 50 operating through the intermediary of the sun
ited thereto but is to be determined by the ap gear'and the driven shaft to assist in arresting
pended claims. . the rotation ofthe carrier- to facilitate the en
y We claim: gagement of the positive means. -
l. A transmission comprising -a drive shaft, a 6. A transmission for a vehicle as described in
driven shaft, torque converting mechanism, re claim 4, and control means for the positive meansl
versing mechanism of the differential type having and for the friction means, said control effecting
at least three cooperating elements, one of said a sequential movement of the positive and fric
elements being connected to the driven shaft, tion means such that during the first portion of
means connecting the torque converting mecha the movement of the control means the friction
nism with the driving shaft, means continuously means becomes effective and is then released just
effective to connect the torque converting mech _prior to the engagement of the positive means.
anism with another of said elements, releasable 7. A transmission for a vehicle comprising a.
means connecting the torq'ue yconverting mecha drive shaft, a driven shaft. and torque converting
nism with the driven shaft to provide parallel
connections between the torque converting mech mechanism connected between said shafts, said
anism and the driven shaft,`means for arresting mechanism including a rotatable element the
the rotation of a third element to change the rotation of which may be arrested to effect a
direction of rotation> of the driven shaft with re-v speed change through the mechanism, positive'
spect to the drive shaft, and means associated means for arresting the rotation of the element,
with the arresting means for releasing the re-' a second element, fluid controlled means for as
leasable connection before the rotation ofthe sociating the second 'element with the drive'n
third element is arrested` _ ~ shaft and with the first-mentioned element to
2. A transmission comprising driving and relate the movement or lack of movement of the
driven shafts, hydraulically controlled devices for driven shaft to-the movement of the first-men#
connecting the shafts in different- speed ratios..a. 75 tioned element, and a valve controlling the-fluid
 2,332, 593 7
means, said valve being mechanically connected a pivoted arm` connected at its free end to the
to the positive arresting means; speed regulator, an arm connected to the valve,
8. A transmission as described in claim 7, said and a compressible medium connecting the arms,
valve having portings which permit the fluid said arms being adapted to swing past oneA an
controlled means to operate upon the initial other to alternatelyV compress and release said
movement of the positive means in its arresting medium.
movement and which release the fluid controlled 11. In a torque transmitting mechanism for a
means just prior to the engagement of the posi prime mover having an ignition system, means
tive means. ` ' for multiplying the torque of the prime mover,
9. A transmission comprising a drive shaft, a 10 positive clutch means in parallel with the torque
riven shaft, torque converting mechanism con multiplying means, said positive clutch means
nected to the drive shaft, a ring gear connected having a movable element for controlling the
to the driven shaft, a sun gear non-releasably engagement and disengagement thereof, means
connected to the said mechanism, planet pinions for impressing a force upon the movable mem
meshing with the sun and ring gears, a carrier ber of the clutch while the clutch is in engaged
for the planets, a toothed element connected to condition, said force being applied in a, direction
the carrier, a cooperating toothed device for en to release the clutch such that pending the re
gaging the toothed element to hold the said ele lease of torque on the clutch itself the releasing
ment against rotation, a clutch for connecting force is ready to move the clutch to released posi
the torque converting mechanism to thev driven 20 tion, and means for relieving the -torque on the
shaft, fluid means for operating the clutch, a clutch when the releasing force is established,
valve for controlling the fluid means,- a manual - said torque-relieving means comprising a nor
control element, and means connecting the con mally broken circuit in parallel with the' ignition
trol element to the toothed device and to the circuit, means for establishing the circuit, and
valve to cause the valve to move in timedrela 25 mechanical means controlling the circuit estab
tion to the toothed device, said valve having lishing means.
portings which cause the clutch to engage prior 12. In a torque transmitting mechanism for a.
to the engagement of the toothed device with prime mover having an ignition circuit, a posi
the toothed element to lock the carrier and its , tive coupling device, means for establishing a
associated toothed element to the driven shaft 30 releasing bias'on the device, means for relieving
and then release the clutch immediately before .the torque on the device comprising a normally
the toothed device engages the toothed element. broken circuit in parallel with the ignition cir
10. In a torque transmitting mechanism for a. , cuit, means for establishing the normally broken
prime mover having a speed regulator, uid con circuit, dash pot means for controlling the op
trol means for transmitting the torque of the eration of the circuit establishing means, and
prime mover, a valve for controlling the fluid means for coordinating operation of the bias
means, and means connecting the valve to the establishing means with the operation of the
speed regulator, said means including an over dash pot.
center device for preventing a movement of the v HAROLD NUIT.
valve except at the extreme positions of the speed 40 RICHARD L. SMIRL.
regulator, and said overcenter device comprising