May 12, 1942. J.

DoLzA 2,282,949
VACUUM CONTROL OF CLUTCH CAPACITY

Filed 0G12. 18, 1957 '7 Sheets-Sheet l

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May 12 1942 J. DoLzA y 2,282,949
VACUUM CONTROL OF CLUTCH CAPACITY
Filed 001'.. 18, 1957 ` 7 Sheets-Sheet 2
May `-12, 1942. J. DoLzA
'VACUUM CONTROL OF CLUTCH CAEACITY
2,282,949
Filed 001,. 18, 1937 '7 Sheets-Sheet 5
May'=-12, 1942. J. DO_LzA . 2,282,949
VACUUM CONTROL OF CLUTCH CAPACITY
Filed oct. v18, 1937 7 sheets-sheet. 4

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Maylrz, 1942. J, DOLZ `2,282,949
VACUUM CONTROL. oF CLTCH CAPACITY
Filed Oct. 18, 1957 7 Sheeks-Sheec- 6

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May-12, 1942. J. DOLZA 2,282,949
VACUUM CONTROL 0F CLUTCH CAPACITY

. l?iled oct. 18',V 193'? 7 Sheets-Sheerl '7

/000
ENG/NE Sp-ED ERM
 Patented May 12, 1942
A " 2,282,949

UNITED> STATES, PATENT oFFlcE

VACUUM conraoL or cmrcn caracrrr
.form no1, runt, Mich., magno;- fo Generar nro
tors Corporation, Detroit, Mich., a corporation -
of Delaware
Application October 18, 1937, Serial No. 169,535
14 Claims. (Cl. 192-.01)
The invention relates to the control of variable Figure 6 is an elevation section view of the
speed ratio in transmissions driven by engines ` mounting for the .valve controls ,ofv Figure 4,
and connected to a varying load, more particu and shows Athe `external connections linking wi
larly to present day motor- vehicles which are the driver and governor connected control mem
driven by internal combustion engines, and Aare bers of Figure 1.
equipped with step ratio gears requiring trans Figure 'I shows the driver selection means at
fer of torque-from one _of a group of -driving tached to the steering column oi' the vehicle, in
paths toanother. ` ' v . '
projection view.
` It relates further to mechanism for automat Figure 8 is a modication of the vacuum re
ically selecting speed ratio, and more particu 10 sponsive means of Figure 4 used to vary the rate
larly to forms of transmissions in which the - and degree. of loading pressure on the direct
transition interval occurs without i'ull release of drive clutches in units B and C.
i torque, or with torque overlap. Figure 9 is a chart illustrating in heavy 4line
1.. An objectof my invention is the establishing .the form of the control characteristics provided
f@ shift sequence in which exceptionally smooth 15 by the vacuum response of the mechanism of
transfer of torque is provided by the coordination Figures 4` and 8.
of fluid pressure ratio shifting means with~ regu In Figure 1 the projected schematic sectioned
latory means subject to a measure of torque or ' view of the transmission assembly of my ex
to torque demand. ample discloses a first >variable speed unit ad
A; further object is the providing of regulatory jacent the engineconnected main clutch _shaft
means instantly available and operative ,at the 5, having output shaft 8 carrying splined gear I9
will of the operator to modify the establishing - engageable with reverse idler gear I8, or with
of drive in _a given shift interval according to the
'jaws 1' of gear 1 integral with shaft 5, and
existing degree of engine torque. constantly meshed with countershaft gear I8
An additional object is the provision of- means 25 rotatable with gear I1 driving reverse idler gear
subject to the degree of engine intake manifold I8. Countershaft body 2l rotates a rst gear |13
vacuum applied to the controls regulating the of the servo pump drive assembly,-hereinafter
engagement of drive during the shift interval, designated by letter P, and shaft 8 drives a
whereby predetermined vforces acting on fluid ysecond gear-|10 of the servo pump drive assem
pressure valving are correlated with the driving 30 bly, to be described later. Body 20 rotates on I5.
conditions. Gear | 9 is shifted axially by fork |00 attached
Other objects and advantages to be derived to slider |04 of rod |0I, and rocker |02 moving
from the use of the :invention herein- disclosed in slide |05, the shaft |03 of rocker |02 pro
reside in the interrelation and methods of op jecting externally from the casing 2. The above
eration of the parts described, and will become 35 head gearset assembly constitutes a forward
apparent upon inspection _of the following speci neutral-reverse shifting unit,` hereinafter desig
iication when read with reference to the accom nated by letter A.
panying drawings wherein the preferred embodi As shown in detail in Figure 2, shaft 8 car
ments of the invention are illustrated. ries integral drum || annually toothed internally
It is expressly understood,- however, that the 40 at I2 to form the input driving member for the
drawings are for the purpose of illustration only, assembly comprising planet carrier 22 afiixed to
and are not to be taken as a definition of the shaft 2|, reaction sun gear V25 and sleeve 26, and
limits of the invention, reference hereunder drum assembly 28-29, theplanet gears 24 mesh
being noted for this purpose to the appended ing with annulus I2 and sun gear 25. .
claims. 45 Splined clutch hub 3l, riveted to carrier 22,
- In the drawings: -
carries clutch plate 33 mating with plate 36.
Figure 1 is a stereographic sectioned projection held to rotate 'with drum 28 and presser plate
of a transmission installation in a motor vehicle, 14. Springs 88 tend to disengage plate 33-36,
showing the sequence arrangement of units from ' and pistons 12 sliding in cylindrical spaces 1|
engine to load shaft diagonally from left to right. 50 ~in drum portion 29 are arranged to press cen
Figure 2 is an enlarged view of the forward tering spindle 13 and presser plate 1I to over
unit of Figure 1, shown in sectioned projection. come springs 88 and build up capacity in the
Figure 3 is a similar enlarged view of the rear clutch formed by plates 33-36. Fluid pressure
unit of Figure 1. ` _ .
is fed through external pipe 218', gland passage
Figure 4' is a schematic view of the control and 281 and drilled passage 19 to load plates 33-36
actuating mechanism of Figures l, 2 and 3, pro to sustain direct drive in the unit constituted by
viding detail of the valving controls and asso the described planet gearing assembly, herein
ciated parts. '
after designated by letter B. '
Figure 5 is an enlarged view of the servo and The piston pins 13 transmit loading effort to
lubrication pump'arrangement of Figure 1` presser plate 1I, plates 36 and 33, the reaction
 2 2,282,949
being supported by the inturned flange of one of two positions, for `admitting servo line
drum 28. pressure from servo main 238 and port 266 to
Brake 88 encircles drum 28, as shown in detail port 261 and line 218 for actuating unit B for
in Figure 2, to hold drum 28 and reaction sun direct drive; or alternately for 'cutting off servo
gear 25 against rotation, whereby reduction gear ~ main 238 and releasing fluid pressure from line
drive through the gearing is made possible. 218 to exhaust port 268, for establishing drive
When clutch 33-36 is not driving, brake band through the gearing.
88 supported in the transmission casing as shown Likewise valve |68 occupies one of two positions
in Figure 1, is applied, holding drum 28-29, for controlling transmission unit C; the first
sleeve 26 and reaction sun gear 25 from rotation. 10. position connecting servo line 213 and port 263
With power applied from the engine to shaft 8, to port -262 and line 219 for establishing direct
and annulus gear |2, the planet gears 24 rotate drive; and alternately cutting off line 213 while
on their spindles, and cause planet carrier 22 opening pipe 219 to exhaust through port 258 for
to rotate at a reduced speed, imparted to shaft 2|. . establishing drive through the gearing.
Shaft 2| extends through unit B, to serve as 15 Pump -assembly P, shown in Figure 1, operates
the power input member for unit C shown in continuously as long as either of shafts 5 or 8
Figure 3 and having two driving sun gears 31--38 have rotation, as will be understood by inspection
aiilxed thereto. Forward planet gears 44 mesh of Figure 5, which shows the parts in transverse
ing with sun gear 38 are rotatably mounted in section. The main outletfrom the pump is con
carrier 54 whose drum extension 52 terminates 20 trolled by regulator valve 288which also controls
in internally toothed annulus 5|. Annulus gear lubrication pressure to the force feed oiling sys
42 meshing with planets 44, is integral with plate tem, not essential to the invention of this specifi
'39 fixed to drum 39. 'Ihe final output shaft 58 cation. Servo main 238 leads from the outlet
is integral with planet carrier 45, rotatably _sup- pressure space of the pump assembly and'from
porting planet gears 43 meshing with sun gear 25 valve 288 to ports 266 and 263 of valves |58 and
31 and annulus 5|. Clutchy hub 59 splined to |68 respectively, and also through lin'e 338' to
shaft 2| is splined externally to support clutch port 265 of compensator valve 328 of Figure 4.
plate 68 mating with plate 55 carried by studs in For convenience in assembly and manufacture,
web 39' and end wall 56 of drum 39, releasing valves |58, |68 and 328 are mounted in a common
springs 88 similar to springs 98 of Figure 2 serv 30 valve body 218 adjacent to ` or integral with
ing the same function as springs 8,8 of unit B, transmission casing 2. _ '
named in this specification `as the front unit. As shown in Figure 4, the shift pattern of
Pistons 16 may press on presser plate 18 mounted valves |58 and |68 with respect to the aforemen
to rotate with drum 39, through rods 11, the tioned shift-actuation table, is as follows:
pistons occupying cylinders 15 cut in drum web 35
56, ailixed to section 39 and web 39. Actuation Valve Valve
of brake 98 of unit C is through thrust rod |98 150 168
pivoted thereto at 98a, acted on by rocker |93
pivoted to the casing at |94.
The clutches in the drawings herewith are 40
shown schematically as of single plate type, but Down.
the invention is applicable by those skilled in the
art to multiple plate constructions such as de
scribed in S. N. 45,184, filed Gctober 16, 1935, to It will be further understood that when the
E. A. Thompson, now matured as U. S. 2,193,304, 45 clutches are engaged in either or both units, the
issued March 12, 1940. ' corresponding brakes for the respective groups
The invention herewith is directed to controls are disengaged by the same fluid pressure which
for transmission clutches and not to clutches applies the clutches. '
per se. '
'Ihe regulator valve 288 of Figure 5 has pres
F'luid- pressure is fed to pipe 219 to gland 289, 50 sure inlet ports |95 and |96 subject to lift pres
and through passages 281 and 19' to cylinders sure against spring 28|, in ported space 282.
15, for loading plates 55-68, to establish direct When a given pressure head is reached, the lower
drive in unit C, known in this specification as boss of the valve is raised beyond port 283 lead-
the rear unit. ` ing to check valve 2|9 and servo main 238. At
Brake 98 as shown in Figure 3 encircles drum 55 this time'leakage through slots 288-2|4 per'rnits
39, and may lock it, and reaction annulus gear flow of oil to port 284 and lubrication line 228.
42 against rotation, when reduction drive in unit .With a further increase in pressure the lower
C is desired. at which time clutch 55-68 is re boss will open port 284 to full pressure, at which
leased. n
time the upper boss will open port 285 and line
Alternate operation of the actuating elements 60 |91 to set up a balancing pressure on the upper
for the forward speed ratio drive of units B and face of the lower boss, whereafter a pressure
C is obtained from the following tabular pattern: balance between adjustable spring 28| -and the
pump pressure is maintained at a fairly constant
Unit B Unit C pressure point, in that overpressure will blow off
the surplus through exhaust port 286, and relief
Ru l lo valve 2|1. The overpressure relief occurs when
Clutch Brake Brake
33-36 S0 90 the lower edge of the upper boss permits ow to
port 2|1. I'he primary purpose of this valve is
to afford regulation to pump line servo pressure,
and the secondary purpose is to move rapidly to '
open servo line position with the first incremental
rotation of the pump. Other forms of regulating
In Figure 4 the -controls for obtaining the valves may be used without departing from the
above shift pattern are shown schematically, as principles of my invention, the requirement here
comprising two valves; the first, |58, occupying 75 in being that uniform servo line pressure be sus

tained in servo main 238. Screw 2|5 adjusts
tension of spring 20|. `
As shown in Figure 6, valve |68 for unit B is
positioned by pivoted bellcrank |60, movable
clockwise- for shifting the valve to up position,
and counterclockwise for shifting it to down
position. Pin |59 of member |60 intersects slot
|55 of camplate |26 pivoted adjacent to the pivot
|58 of member |60, so that rocking of |26 coun
terclockwise may cause valve |68 Ato move to the
down position, according to the radial distances
of points on cam slot |55 from the 'center of shaft
|52 on which |26 may turn. External lever |5|
of shaft |52 is connected to manual shifter ele
ments 3|0, |08, 308, 306, 305 and hand lever 30|
movable over speed ratio sector positions as in
dicated on the sector plate of Figure '7. Line
220 of Figures l-and 5 transmits lubricant to the
transmission unit gears and bearings. Leakage
passes 208 and 2|4 provide initial flow of oil in
the motion of valve 200. -Inlet |91 feeds to port
205. Pipe |9| is the suction inlet for pump P,
leading to suction space |10. Idler pump gears
|82 and |84 mesh with rotor gears |1| and |80.
Sleeve |18 receives drivefrom gear meshing with
gear |13. Check valve 2|8 prevents teo rapid flow
of lubricating oil in line 238.
'I'he inner end of shaft |52 carries aflixed lever
4|5 pressing on spring 4|6, which in turn may
press on piece 4|1 pivoted to plate |26, and there
by transmit rotational force through spring 4|6
to camplate |26, rocker arm |60 and valve |68.
Stop pins on plate |26 prevent departure of levers
4|5 and 4|1 from the margins of camplate |26.
The hand control lever 30| may therefore shift
valve |68 to a direct or to a gear drive positionl
for the rear unit C.
In Figure 4 valve |50 receives servo pump pres
sure from line 238 at port 266. Valve |50 is tog
gle operated as shown, through toggle arms
13S-|39 pivoted at |31, held by spring |48, and
operated by rod'l I3, but biased by spring Il to
ward the active right-hand position. With the
valve positioned as shown in dashed lines in Fig
ure 4, pump pressure from 266 may be applied
through port 261 to line 218, to actuate the ele
ments of the brake cylinder 282 and clutch parts
connected to passage 19. In the alternative full
line position, valve |50 connects port 261 to the
exhaust port 268, and servo port 266 is cut off. 50 through pipe 218 to load clutch plates 33 and 36
Valve |50 is moved by automatic and manual
means, as shown in Figure 6. front unit B.
Automatic shifter rod || 3 is pivoted at its for
ward end to equalizer bar || |, pivoted to governor pressure from 218 is required to work are of pre
rod ||0 at ||2. Idler lever |35 pivoted at |35 65 determined magnitude, so that the resistances
to valve body 210 is pivoted to rod | I0 to limit the
motion. Extension 420 of |35 is arranged to in
tersect the movement of lever 4| 1 pivoted on
camplate |26.
Cross-shaft 24| of Figures 1 and 5 is driven by 80
gear |15 meshing with gear |14 of shaft 8. Gov
ernor weights 25| swing outward with rotation
of ange 244 of shaft 24|, the weightarms 260
camming sleeve 233 connected to external fork
350 against the action of governor springs 252 65
254, thereby rotating shaft 35| attached to the
fork, and rocking lever 352 attached to the shaft
and pivoted to rod ||0 at 353. The governor as
sembly will hereinafter be noted by letter G.
It will be seen that through the described link
age, as in Figure 1, the variations in speed of
70 210, the external shell of plunger 323 being bored
shaft 8, connected to the vehicle engine when the
drive is forward, will be transmitted to equalizer
bar || |. The accelerator pedal 303 for the en
gine is connected to lever |32 anixed to shaft |20 1I
2,282,949 3
of Figure 6 mounted to turn in the casing 2,
through rod 355, lever358, shaft 358, lever 364,
and rod 36|. The effective length of rod 36| may
be adjustable by any commonly known means,
as required- for effective operation. The inner
portion of shaft |20 carries aillxed lever |3|. Lost
motion lever ||6 is pivoted to the casing, and
arranged to swing in a path intersecting the mo
tion of lever |3|. Lever ||6 is drilled at its pivot
point 4|| and connecting passage 4|2 leads to
cylindrical space 4|4, in which slides projecting
piston 4|3 engaging the swinging end of lever I3 |.
Pressure line 4|0 joins pivot 4|| to pressure
lead 218 of the rear unit, as in Figure 4, so that
whenever the rear unit is in direct drive, piston
4|3 couples to lever |3| by the volume of fluid
existing behind the piston in cylinder 4|4. Pin
|| 5 of lever |'I6 may engage equalizer bar |||
at notch | I4.
Movement of the pedal 303 for advancing the
engine throttle in the normal way through lever
358' and throttle rod 363, will at the same time
exert a force through the linkage just described,
upon pin || 5, tending to cancel or oppose the
effect of governor force from rod | I0, by shifting
the fulcrum point farther to the left, thereby
requiring a higher governor speed for a permitted
shift of valve |50 to direct drive position for the
front unit B. 'I'he throttle pedal connected ratio
control linkage above described will hereinafter
be designated by letter T.
At the lower portion of Figure 2 is a schematic
view of the assembly of control and servo de-`
vices constituting the exerrplary system for my
35 invention in which brake cylinder 282 is a hous
ing for brake piston 28| sldable on rod 260, piston
285 attached to rod 280, springs 01, 81a, 81h;
abutment 300 xed to retainer 283, and sliding
abutment 286 and 288. This assembly is for
A.. operating the brake 80 of the front unit B.
The thrust of springs 81, 81a is exerted on
piston 28|, and through a shoulder of rod 280,
on rocker 393 pivoted to the casing 2 at 394,
whereby notch 382 of rocker 393 and thrust rod
390 pivoted to brake member f80 at 80a may apply
brake 80 to drum 28 of the front unit. Pressure of l
line 218 may relieve the spring force on brake
80 by moving piston 28| to the right in the cyl
inder 282, while at the same time is acting
through presser plate 14 and pistons 16 of the
The spring forces against which the servo line
felt by the pump line pressure in acting against
the springs provide a scalar change in the degree
of pressure exerted on the clutch plates 33_36
through pistons 12 connected to line 19 and also
to 218. It will be seen that if means are provided
to apply pressure in line 211 to piston 285, the re
sistance of the spring system to pressure from
line 218 acting on piston 28| will be lessened and
varied with the variation of pressure in pipe 211. .
Figures 2 and 4 show the construction of the
plunger 323 operated by movement of the engine
throttle pedal sus 0f Figure 1 through changes
induced in the degree of engine vacuum. Differ
ential valve 320 slides in bore 3| 8 of valve body
out internally to t collar washer 321 sldable on
adjacent end of stem 32| of valve 320. Lock ring'
340 prevents washer 3,21 from further motion in
duced by tension in'spring 322.
The uppermost lead 3|8, as in Figure 8, con
 4 , 2,282,949

nects thehead of stem 3|4 to pressure line 213 of clutch 55-60, the compensating pressure behind
the front unit. The ported passage 265 connects piston 294 due to the permitted full flow of com
to line 239 (213) receiving net pump output pres pensation pressure by valve 320, allows the clutch
sure.r Ported space 335 is joined by line 216- to pressure in line 19 to act on clutch discs 55 and
compensator lines 211 and 211', and cross-con ' 5
60 at a lower value than if the opposition of
nected to space 338' by passage 331. Spring 322 brake springs 91, 91a, -9117, and 91e were fully
reacts between the lower face of valve 320 and effective.
the recessed portion of plunger sleeve 323, guided Line 219' transmits servo'line pressure from
by stem 32| of the valve. cylinder 292 to clutch cylinders 15 from line 219,
With no pump pressure available in either 10 by way of gland passage 281 and drilling 19'. ,
servo line 218 or 219, brakes 80 and 90 are active Spring 284 absorbs the first increment of motion
to establish low speed gear drive in both of the of compensator piston 285. Strap 293 is a re
front and rear units B and C by virtue of. brake tainer for the springs 91.
loading springs 81, 81a, 81h, and 91, 91a, 91b. If. however, the engine `throttle be opened be
When the hand control 30| is shifted to move fore the valve |68 is moved, the reduction in en
valve |68 to the dashed line position of Figure 4, gine vacuum in manifold 330, allows spring 3|9
ports 262 and 263 are no longer connected, and between shell 328 and-diaphragm 325 to shift
pressure inlet port 263 is shut 01T, draining line valve 320 toward closing of port 216 with re
pressure from cylinder 292 controlling the brake spect to line 265, which reduces the compensa
90 of the rear unit, through exhaust port 260. 20 tion pressure in lines 211 and 211', thereby estab
Pipe 4|0 joins pipe 218 to passage 4|2 (Fig. 6). lishing a. much higher pressure value acting on
The compensator- pressure inlet 265 is opened clutch pistons 18 and discs 55 and 60, through
to space 335 and to line 216 feeding both com the direct resistance action of the springs 81
pensator lines 211' and 211 connected to act on or 91, on the head of the fluid column of the
compensator pistons 285 and 294 of Figures 2 and 25 pump. Abutment 214 transmits primary thrust
3 of the front and rear units, respectively. Bal of pin 291 to 91o.
anced pressure on both ends of boss 339 of valve The capacity of the clutch 55-60 is controlled
320 is permitted by passage 331 and ported space by the degree of engaging pressure which sus
338. - tains it. When, for example, the line pressure
Sleeve 323 may slide in bore 3|9 of valve body 30 of the pump P is divided between pistons 29|
210 and pick up retainer collar 321 to vary the and 294,~and springs 91, 91a, 91b are not fully
stress of spring 322, whereby the effective aper effective to establish full pump pressure on clutch
ture between the upper face of boss 339 of valve pistons-16, the capacity of clutch 55-60 may
320 in space 335 is varied. have a torque value of :c foot pounds, at which
Closure of the opening between boss 339 and 35 time the full range of compensation effect may
the seat 355 in space 335 diminishes pressure in be present.
line 216 and in connected compensator lines 211 Now if compensation pressure be cut olf from
and 211, while conversely, opening of the valve piston 294, the full capacity of clutch 55-60 is
320 allows the servo pump pressure to be exerted obtained ina very short time interval, building
in both of the compensator lines. Exhaust port 40 up to a torque value greater than x, or .'c-i-v.
336 permits oil to escape from space 355 and line Minute changes in between these pressure and
216. ' capacity levels are therefore predetermined by
The hand control of Figures 1 and 7 embodies variations in the degree of engine vacuum, as
these members; lever 30|, rod 305, lever 306, created by the drivers opening and closing of
clevis 301, rod 308, clevis 309, rod 3| 0 and lever 45 the engine throttle, and by the driving condi-`
|5| which may rock valve |68 through the mech tions which likewise affect the variation of en
anism of Figure 6. Indicator sector plate 302 gine vacuum.
shows the proper shift positions of lever 30|. Likewise. referring back to Figure 2, compensa
'I'he distance through which sleeve 323 may tor pressure in line 211' is exerted on compensa
move to effect the compensation pressure inlines 50 tor piston 285 of the servo actuator for the front
211 and 211' is determined by diaphragm 325 of unit.
Figures 4 and 8 and spring 3|9 attached to sleeve Conversely, when the car driver advances the
323, mounted in casing 326 and held therein by engine throttle, the degree of vacuum in mani
clamped shell 328, the casing being -attached to fold 330, pipe 332, and shell 326 diminishes,
valve body 210 by screwed flange 329. Nipple 33| 55 whereupon spring 3|9 tends to shift diaphragm
in diaphragm shell 328 is connected to the engine 325 and valve 320 to closed position, wherein the
intake manifold 330 through pipe 332 and check compensation pressures being no longer sus
valve 333, so as to transmit an index of the en tained, the full pump pressure may build up
gine torque conditions to the sleeve 323. Ring in lines 218 and 219, according to which of valves
326 is attached to body 210 and flange 329. 60 |50 or |68 is moved to its direct drive compelling
When the engine is stopped, there is no oil position. '

pressure acting on the valving, and no vacuum The gradual change of degree of vacuum un
effective on diaphragm 325. The starting of the der these circumstances may be applied to grad
engine creates a vacuum in line 332 and inside uation of the opening of compensator valve 320,
the shell 328, drawing diaphragm 325 down, 65 in a series of infinitely small steps, which trans
against the action of spring 3|9 and increasing lated into pressure effect upon clutches 33-36
the compensator port opening of valve 320 be and 55--60, provides an exceedingly smooth en
tween ports 265and 335. As oil pressure from gaging action, so that there are no discernible
-pump P becomes available inline 265, the pres lurches or jerks in the engagement of either
sure may thereupon build up behind pistons 294 clutch involved in a speed ratio shift sequence.
and 285 of the brake relieving cylinders 292 and in either ascending or descending ratio changes.
282. In Figure 8 the compensator valve 320 of Fig--v
When control valve |68 for the rear unit is> ure 4 is moved by spring 322, sleeve 323, andv
moved to admit pressure from servo line 238 to arm |22 of shaft |23 mounted in valve body 210.
line 219 in order to disengage brake 90 and apply 75 Shaft |23 projects externally from body 210, and
 -assestato
is rocked by attached lever |2|- pivoted to dia
phragm rod 400 attached to diaphragm 325
mounted in casing 328' and shell 328', whose Curves Throttle
extension carries nipple 33| and affords a seat
for spring 3|9' bearing against the diaphragm. a-a .............................................. _.
b_b ._
Partial.
Quarter.
Rod 400 is a loose fit at port 432 in shell casing c-c ._ . Half.
d-d; ............................................. -_ Three~quarters
326 so that if desired, the release or intake of -`e.__. _ - _.-- Full.
air in the compartment between diaphragm 32.5'>
and casing 326' may be regulated to dampen or It will be noted that these curves fall olf rather
to increase the sensitivity of the action of the sharply with increased speed. _
vacuum from manifold vacuum lead 332 on the The fullV line curves represent the engine tor
compensator valve 320. ques at different engine speeds at given degrees
The center of shaft |23 is so taken with respect of engine intake manifold vacuum, diminishing
to the center of valve 320 and plunger 323, that with torque from curves I to IV. These curves
rapid initial motion followed by slower motion in are relatively fiat and yield a close approximation
the stroke of plunger 323 with respect to variation to the `torque Values.
of vacuum upon diaphragm 325', may be ob
tained. .
'I'his set of curves demonstrates the utility of
If converse action is required, the center of
my invention in providing a uniformly varying
change of degree of vacuum with torque, from
|23 is located above the point of contact of |22 20
with 323. This expedient makes it possible to which resultant force,_the coordinate applications
of Figures 4 and 8 are obtained. 'Ihe close agree
extend the use of my invention to a wide range
of power plant installations wherein torque re ment of the vacuum values withthe engine tor
que makes the application of my invention a
sponsive control conditions with respect to avail practical utility, and yields an instant response
able power and load to be driven are Widely dif when operating over highways >in territories of
ferent from those experienced in customary pas 25
senger car practise.l ` considerable gradient, so that the ratio shifting
The purpose of this control is to proportion the clutches are provided, with a torque capacity in
rate of clutching engagement or capacity change close accordance with the actual need.
to the degree of torque demand existing at the 30 The arrangement of gearing, clutching and
interval when the clutch is selected to drive. braking shown herewith, provides a. ratio shift
If the torque demand is falling off during the ' sequence in which during forward drive, the
clutch engagement interval, the full pressurev transitions from one ratio to another always
available from the servo pump might become occur with a given mean torque value between
effective before the relative rotations and inertias input and output. In other words, at no time in
of the parts had diminished in accordance, forward speed drive is there a neutral, or no-drive
whereupon the clutch connected elements would condition while ratio is being shifted. The over
be joined quickly at full loading capacity. This lapping of torque among the shifter elements
would administer a shock to the transmission such as the clutches and brakes used in the illus
system, and cause a lurch of the vehicle, since 40 tration provides an extremely smooth method of
the absorption period for momentary differences passing through the transmission shift intervals,
in torque at the clutch discs is very short. but practice has disclosed that supplementary
At this point, the vacuum responsive valve 320 means to adjust the torque capacity of the
interposes the diminishing torque demand fac clutches about the take up drive, in accordance
tor, and the rise in engine vacuum moves dia with the existing torque demand is required in
hragm 325 to compel compensator valve 320 to 45 order to absorb the existing inertias of the rotat
shift toward an opening position, wherein in ing parts, and to avoid abuse of the friction mem
creasing compensation values operating on com bers which have to carry the torque.
pensating pistons 285 and 29d are obtained. It has been shown in the clutch art that regu~
The rst increment of accelerator pedal motion 50 varyingofthe
lation the rate of clutching engagement by
position of the engine throttle pro
from idling causes the degree of vacuum in vides a certain control over the smoothness ofr
manifold 330, pipe 332 and shell 328 to decrease,
permitting spring 3|9 to load light spring 322, so clutching action, but this, however, has been ap
as to oppose the force of fluid pressure acting on plied to friction clutches pre-biasedfor driving,
the upper face of valve 320. This results in a the control being upon the permitted rate of
graduating of the orifice between the lower lip of 55 engagement. In my invention the ratio shifting
port 335 and the upper face of valve 320, re clutches are pre-biased for disengagement, and I
stricting the pressure ow from space 334 to out superimpose my method upon a system in which
lets 2l6--2ll, available to create pressure on com automatic and manual controls not only initiate
pensating piston 294 in the cylinder space be the clutching action but also apply a given rate
tween abutment wall 295 in cylinder 292. of pressure build-up to lestablish a predetermined
At full accelerator pedal position the existing torque capacity level for the clutch or clutches
involved. '
degree of vacuum is opposed by spring 3|'9 to an
extent such that the end of stem 32| meets the The end point of the> clutching action on the
rising pressure phase of the clutch control cycle 1
inner end wall of plunger 323, and positive closure
of the iiow from space 338 to piston 294 may 65 is thereby determined by the torque demand of
occur. . n
the driver as expressed by the movement of the
The chart of Figure 9 provides a series of char engine accelerator pedal, and further modified by
acteristic internal combustion engine torque the driving conditions, in that the degree of
engine intake manifold vacuum varies with both
curves for varying conditionsof engine speed, 70 characteristics. , i
throttle opening and degree of engine intake
manifold vacuum. The invention further equilibrates the forces
The dashed lines represent the engine torques derived from predetermined throttle opening and -
at different engine speeds at given throttle open driving conditions against a spring, for example,
ings, as follows: item 3|9> of Figure 4, of given rate, and likewise
75 against a predetermined fluid pressure force act-. f
 6 2,282,949
ing in opposition upon valve 320, so that for the operative with a speed governor, .a control device
range of movement of the compensating control, effective upon said clutch subject to variations in
an extremely Afine adjustment of the fluid pres the degree of engine vacuum, and means coinci
sures acting on the clutches 33-36 and 55--60 is dentally operative with said engine throttle to
obtained. 'I'his method is in no way sensitive to vary the effective rate of engagement of said
wear of the clutches, in that pressure of the con clutch. ' `

stantly operating pump is always available to take 4. In step-gear transmissions embodying grad
up slack due to wear, by creating a volume incre ually engageable friction devices, in combination
ment of corresponding value. with- automatic speed ratio changing mechanism,
Variations in viscosity of the fluidl used in the 10 a movable control element including means re
system can only affect the friction of valve 320 in sponsive to variation in speed of the motor, means
bore 3|9', the fluctuations of viscosity being of responsive to variations in torque demand upon
magnitudes> of less effect than the calculated said motor, and additional means responsive to
forces available from vacuum line 332, diaphragm variations in engine torque operative upon addi
325, spring 3l9, spring 322, and pressure lines is tionalk mechanism arranged to change thev rate
265 and 3 I 8. _ of engagement of said devices during the ratio ,
Among the structures to which the present in shift intervals established by said automatic
vention is applicable are those described and speed ratio changing mechanism. '
shown in the publication known in the automo 5. In automatic controls for motor driven ve
tive trade as Automotive Industries, for May 20 hicles, in combination, an engine, a driving shaft,
29, 1937, on pages 806 to 809 and 823. a driven shaft, a variable speed transmission' ar
Thus I have provided a novel driving mecha ranged between the shafts for multiplying torque
nism and control which is effective to achieve the and embodying fluid pressure sustained clutch
objects above enumerated, which possesses ad elements, an automatic control device therefor
vantages in manufacture l and servicing, and including a governor responsive to the speed of
which is adaptable to a wide variety of use and one of the shafts, operator controlled means con
applications. _For example the system shown is nected to said device and operative to influence
useful for driving rail cars, aircraft propellers, governor selection of speed ratio, said means co
superchargers for induced air combustion draft, incidentally controlling said engine speed, and
tractors, farm and excavating machinery. 30 additional means controlled proportionally in ac
Wherever a drive between a variable speed and cordance with movement of said first named
power engine and a variable load is required the means, operative to vary the rates of engagement
demonstration of my invention is applicable. of said clutch elements for predetermined torque
It is herewith acknowledged that changes from operating conditions.
my construction and arrangement of parts will 6. In automatic velocity controls for motor ve
suggest themselves to those skilled in the art, but hicles, in combination, a transmission speed ratio
it is understood that such means are within the control element, speed responsive means contin
scope of the invention herein disclosed and as de uously operative to influence the motion of said
fined in the appended claims. element, means varying with engine torque
I claim: 40 jointly operative to influence the motion of said
1. In automatic variable speed mechanisms, in element, and additional means controlled by said
combination, an engine. a speed control for said last named means, effective to modify the rate
engine, multiple variable speed gearing driven by of change of established drive for predetermined
said engine and connected to a load, multiple power and load conditions.
friction devices arranged to establish different 7. In automatic velocity control systems for
driving speed ratios within said gearing includ motor vehicles, a continuously operative speed
ing direct driving coupling clutches, fluid pres- _ ratio control element, fluid pressure actuated
sure means effective to engage and hold said speed ratio changing mechanism connected to
clutches engaged, valving controlling said means, said element, speed responsive means operative
anda device responsive to engine vacuum inter 50 to influence the motion of said element, means
posed between said valving and said engine speed responsive to engine torque operative to influence
control operative to regulate the rate of engage the motion of said element, and additional oper
ment of said clutches according to the advanced ator controlled means arranged to modify the
or retarded positioning of said speed control. rate of change from one speed ratio to another
2. In variable speed controls, in combination, according to predetermined conditions of load
l an engine, a speed control for said engine, mul and speed. _
tiplevariable speed gearing driven by said en- , 8. In combination with a variable speed trans
gine actuable by fluid pressure means, a valve mission mechanism embodying fluid pressure sus
controlling one unit of said gearing movable into tained clutch elements, a drive shaft and a driven
. two positions, one for admitting fluid pressure shaft, means responsive to variations in speed
60 of one of the shafts-and controlling the opera
to, and the other for releasing fluid pressure from
said means, a second valve controlling by-passed tion of said mechanism, engine vacuum actuated
fluid from said flrst named valve, and a device means for controlling the rate of engagement of
responsive to engine vacuum interposed> between at least one clutch element, and manually actu
said speed control and said second named valve ated means operative with said frst named means
whereby -the degree of pressure released by said to modify the action of said speed responsive
'second valve is regulated in part by the position device.
of said speed control. 9. In change speed transmissions for motor ve
3. In combination, a throttle lcontrolled engine, hicles, a variable speed gearbox, a fluid pressure
a power transmission system embodying a uid sustained clutch device capable of occupying an
pressure actuated clutch for establishing changes operative and a non-operative position, for dif
in speed ratio, a speed ratio control mechanism ferent speed ratio settings of said gearbox, lock
operatively connected with said system compris ing means for automatically engaging said device
ing, means constantly responsive to said throttle in operative position, manually controlled means
position, said means including mechanism jointly for releasing said holding means, and means rell
 2,282,949
sponsive te the degree or engine vacuum eaeenve
to vary the degree of pressure sustaining said when said servo means is made selectively oper
device. ative by said occasion. - `

10. In variable speed mechanism for motor ve 12. A driving and a driven shaft, a friction
hicles, in combination, an engine, a throttle con clutch comprising two members arranged to es
trol'for said engine, a driving shaft, a driven tablish drive therebetween, engagement and dis
, shaft, a variable speed gearing arranged between engagement means for said clutch, control mech
said shafts including a friction clutch for cou anism for said means, means arranged to estab- f
pling the shafts to rotate at the same speed, gear lish positivegeared drive between said shafts
driving means for connecting the shafts to ro 10 when said clutch is disengaged, responsive to
tate at relative speeds, fluid pressure means for- changes in engine vacuum, and a device oper
actuating the clutch simultaneously operative to ative to proportion the torque capacity accord
release drive through said second named means, ing to predetermined conditions of load and
and valving subject to variations in engine speed of driving said shaft. '
vacuum in accordance with motion of said throt 13. In power transmission controls, in com
tle effective to vary the clutch capacity accord bination, variable speed gearing, a friction clutch
ing to torque demand as determined by the posi associated with said gearing arranged rto -be
tion of said throttle. ' actuated by fluid pressure, engagement rate con
11. A plurality of variable speed ratio trans trol means for said clutch including a conoidal
mission units arranged to transmit drive be spring resistance, an. auxiliary yielding means
tween an engine and a load, a multiplicity of subject to fluid pressure, and a valve controlled
- by variations in-engine torque to regulate the
friction torque sustaining elements adapted to
provide forward drive in said units at selected rate of actuation by said fluid pressure.
speed ratios, servo mean's operative to sustain 14. In variable speed gearing control for au
drive by certain of said elements while withhold 25 tomotive vehicles, in combination, a,v plurality of
ing drive by certain others of said elements, a geared step-ratio transmission units arranged to
speed responsive device connected to Said _Servo connect a power'source and a load, a plurality of
means, control means coacting with said device clutches adapted to change the speed ratios of
arranged to transfer drive from said rstnamed drive of said its, iiuid pressure means eective
to shift dri e to and from said clutches and
elements to said second named elements and 30
reversely according to relative coacting forces thereby change speed ratio, and control mecha
between said means and said device, and an aux nism for said means operative to vary the rate
iliary vacuum responsive control effective to vary of transfer from one ratio to _another according
the torque capacity of said ilrst named elements to predetermined condition of engine torque.
Y - JOmi BOLZA.