Nov. 27, 1951 E. J.

FARKAs ' 2,576,336

MULTISPEED AUTOMATIC TRANSMISSION
AFiled Feb. 23, 1946 E-Sheets-Sheet l

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EUGENE pJ. FARKAS

ATTORNEYS.
NW 27, 195l E. J. FARKAs l 2,576,336
MULTISPEED v`AUTOMATIC TRANSMISSION
Filed Feb. _23, 1946 5 Sheets-Sheet 3

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EUGENE J. FARKAS
INVEN TOR.
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Nov. 27, 1951 E. J. FARKAS - l 2,576,336
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NV~ 27, 1951 E. J. FARKAS 2,576,336
MULTISPEED AUTOMATIC TRANSMISSION

Filed Feb. 251946 5 Sheets-Sheet 5

EUGENE J.- FARKAS

INVEN TOR.

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ATTORNEYS.
Patented Nov. 27, 1951- l 2,576,336

UNITED lSTATES PATENT ol-Eics

. _ 2,516,336 ~

MUL'rTsPEEn AUroMAlrlc 'raANsMxssroN

Eugene J. Farkas, Detroit, Mich., assigner to Ford
Motor Company, Dearborn, Mich., a corpora- '
tion of Delaware
Application February 23, 1946, Serial No. 649,617
9_ Claims. (Cl. 'i4-645) `
l
This invention relates generally to a transmis means of clutches hydraulically operated by a
sion, and more particularly to a _multispeed auto governor-controlled slide valve, and the kick
matic transmission. _ ' y
downs to lower speed ratios are eilected by hy
'I'he present invention comprises an improve draulic servo units controlledby a rotary hy
ment of the automatic.` transmission disclosed in draulic valve coupled with the accelerator pedal
my copending application, Serial No. 611,975, filedfor automatic operation. 'I'he only manual con
October 22, 1945, nw Patent No. 2,528,584, No trol necessary with the present transmission is
vember '7, 1950. The transmission of the said the selection of the direction of travel, for which
copending application includes a multiple plane purpose a control lever is provided, preferably
tary gearing system adapted to transmit torque 10 upon the steeringcolumn, and is connected to a
at three different speed ratios, with the transi rotary hydraulic valve for placing the transmis
tion from low to intermediate speed, and from sion in neutral, forward speed and reverse speed.
intermediate to high speed, taking place vauto Still another object is to utilize a fluid cou
matically by the operation of intermediate and pling in the transmission and yet to eiectively
high speed clutches which are activated by iiuid 15 eliminate creep of the vehicle at idling speeds due
under pressure supplied by a iiuid pump and reg to torque transmitted through the coupling.
ulated by governor-controlled hydraulic valve This result is attained by so constructing the ac
means. celerator controlled valve that no iluid pressure
An object oi the present invention is to provide is supplied to the manually controlled valve at
an automatic transmission in which an automatic 20 idling speeds; thus maintaining the transmission
shift is normally effected between three speed in neutral during idling regardless of the posi
ratios under conditions of partial load and par tion of the manually controlled valve.
tial throttle, but in which other speed ratios are A still further object of the present invention
available for extraordinary operating conditions. is to provide an automatic transmission having
25 a multiple planetary unit arranged to transmit
The three speed ratios normally used are selected
and are properly spaced from each other for the torque at three different speed ratios for normal
most efficient and advantageous operation oi. operation, and an underdrive planetary unit
the vehicle for normal driving. adapted to be controlled to selectively insert an
A further object of the invention is to provide added reduction, which, when compounded with
means for automatically shifting the transmis 30 the various speed ratios of the multiple plane
sion from high speed down to a lower speed ratio tary unit, provides additional speed ratios inter
between the normal, intermediate and high speed mediate the normal speed ratios. In addition.
ratios under conditions of full load and full throt means are provided for automatically increasing
tle, such as when an increase in acceleration is the oil pressure supplied to the control clutches
desired for passing other vehicles, climbing hills, when the added reduction of the underdrive unit
etc. A second automatic kickdown to a still is utilized, thus preventing overloading the
lower speed ratio between the normal low and clutches from the increased torque added by the
intermediate speed ratios takes place automati underdrive unit.

cally under still heavier load and throttle condi The invention alsov provides for downhill oper
tions, to provide still greater torque and accelera 40 ation during which the transmission is shifted to
tion under extreme circumstances., Although a lower speed ratio and overrunning is prevent
various arrangements are possible with the pres ed so that the engine can be used to retard or
ent invention, the construction shown permits brake the vehicle. For this purpose Ithe manual
the transmission of torque at flve different speed ly controlled lever is shifted to an extreme po
ratios, with normal operating conditions utilizing 45 sition and the control of the hydraulic Valves ls
first, third and fifth speeds automatically, and coordinated to simultaneously shift the trans
with kickdowns to fourth and second speeds tak mission to a lower speed ratio and to apply a
ing .place automatically when necessary for max brake overriding the overrunning clutch normal
imum vehicle eiliciency under unusual conditions. ly used in the power train.
Another object of the invention is to provide It is also an object of the invention to provide a
an automatic transmission in which hydraulic hydraulically controlled automatic multispeed
control means are utilized to eiect the neces transmission in which the fluid pressure is pro
sary shifts between speed ratios. The upward vided by a. pair of fluid pumps, one driven by
and downward shift between the normal low, in the drive shaft and the other by the load shaft,
termediate and high speed ratios are eifected by and to coordinate the action of the pumps to
 9,576,886
3 4
provide the necessary fluid pressure under the crank shaft of the engine, a main shaft I2. and
various operating conditions. a load shaft I4 adapted to be connected to the
Otherv objects include the provision of brake rear axle drive means. Attached to the drive
bands automatically operated by hydraulic servos shaft I2 is the impeller housing Il of a fluid cou
to condition the transmission for certain of the pling I2. The impeller housing has a series of
changes. and to provide for equalizing and bal vanes l1 cooperating in the usual manner with the
ancing the braking turques.. In addition. valve vanes I2l in the runner housing I9. The runner
_operating means are provided in connection with housing Il is connected to the main shaft I2 by
the underdrive planetary unit to lock the latter an overrunning clutch 2 I.
in a l-l ratio during normal operation and to 10 The impeller housing II is operatively con
automatically unlock the planetary unit and per no_cted to an underdrive planetary unit 22, the
mit the desired reduction when a kickdown to output of which is adapted to be operatively con
a lower speed ratio is called for. nected to the clutch carrier 22 by means of an inu
Still other objects and advantages of this in termediate speedI clutch 24. The underdrive
vention will be made more apparent as this de 15 planetary unit 22 will be described more in detail
scription proceeds. particularly when considered later. it being sufllcient here to say that the unit
in connection with the accompanying drawings. is provided with control means enabling it to se
in which: lectively transmit torque either at a unitary ratio
Figure 1 is a longitudinal cross-sectional view, or at a predetermined reduction ratio. The in
partly in elevation, of a. transmission embodying 20 termediate speed clutch 24 includes clutch discs
the present invention. 2_5 and 2s connected respectively to the planetaryv
- Figure 2 is a transverse cross-sectional view unit 22 and the clutch carrier 22. Clutch car
through the front pump taken substantially on rier 22 is also adapted to be locked to a planet
the line 2-2 of Figure l. carrier 21 by means of a high speed clutch 22. the
Figure 3 is a transverse cross-sectional view 25 latter including clutch discs 22 and 2| respective
through the underdrive planetary unit taken ly connected to the planet carrier 21 and the
substantially on the line 2-2 of Figure 1. . clutch carrier 22. The intermediate and high
Figure 4 is a longitudinal cross-sectional view speed clutches are adapted to be actuated auto
taken substantially on the line 4-4 of Figure 3. netically by hydraulic mechanism to be described
Figure 5 is a fragmentary cross-sectional view a r.
taken substantially on the line l-I of Figure 3. ` The planet carrier 21 is mounted for rotation
Figure 6 is a transverse cross-sectional view about the axis of the main shaft I2 and carries
through the forward speed brake, taken substan clusters of planet pinions 22, 22 and 24. Planet
tially on the line 2-4 of Figure 1. pinions 22 are adapted to mesh with a sun gear
Figure 7 is a cross-sectional view taken sub 35 2i carried by the clutch carrier 22. while planet
stantially on the line 1-1 of Figure 6. pinions 22 mesh with sun gear 28 on the main
Figures 8, 9, 10 and 11 are transverse cross shaft I2 and planet pinions 24 mesh with sun
sectional views through the accelerator controlled gear 21 carried by the load shaft I4.
valve taken substantially on the lines 2-2, 9-2, Reverse rotation of the planet carrier 21 can
Il-Iliand II-II respectively of Figure 18. 40 be selectively prevented by means of the forward
Figure 12 is an axial cross-sectional view speed brake 22, operating through the overrun
through the manually controlled valve, taken ning clutch 22.
substantially on the line I2-I2 of Figure 1. A pair of fluid pumps 4I and 42 are provided for
Figures 13 and 14 are transverse cross-sec supplying fluid under pressure to operate the
' tional views taken substantially -on the lines control mechanism for the transmission. The
I2--I2 and I4-I4 respectively of Figure 12, with front fluid pump 4 I , which will be described more
the manually controlled valve in neutral position. in detail later, is driven by the impeller housing
Figure l5 is a section similar to Figure 14 but I5 of the fluid coupling and supplies pressure to
showing the valve in reverse position. _a conduit 42 extending through the main and
Figure y16 is a section similar to Figure 14, but .load shafts I2'and I4 and communicating with
showing the valve in forward speed position. the pressurefchamber 44 of the pump 42. The
Figure 17 is a section similar to Figure 14 but rear pump 42 is driven by the load shaft I4.
showing the valve in downhill position. IFluid from the transmission sump is admitted to '
. Figure 18 is a schematic view of the transmis the intake chamber 45 of the rear pump and de
lion showing diagrammatically the overall con livered under pressure by the pump to the pres
struction and the hydraulic control mechanism. sure chamber 44.
Figure 19 is a fragmentary cross sectional view A pressure relief valve 46 is interposed in the
ol a coupling in the accelerator linkage. ' housing of the pump 42 between the pressure
The general construction of the entire trans and intake chambers 44 and 45. The head of
mission will first be briefly described, and inas the pressure relief valve 46 is subjected to the
much as certain of the parts thereof are similar pressure in the pressure chamber _44, tending to
to those shown and described in the above-men move the valve to the left and to establish com
tioned copending application, Serial No. 611,975. `rnunlcation between the pressure and intake
led October 22, 1945, reference is made to that chambers 44 and 45 respectively. This move
pplication for a more detailed description there 65 ment of the relief valve by the fluid pressure is
f. The improvements incorporated in the pres resisted by a spring 41 and an expansible cham
ent transmission will next be described more in ber 42 adapted to be connected to the intake
detail. and the function and coordination of these ' manifold of the engine. `This construction is
added units and improvements in combination more fully described in the copending applica
with the entire transmission will then be brought 70 tion of Eugene J. Farkas and Joseph W. Rackle,
out in a detailed description of the operation of Serial No. 626,562. filed November 3, 1945. now
the transmission under various conditions. Patent No. 2,528,585, November 7, 1950. in which
As best seen in Figures 1 and 18. the reference it is brought out that the spring and vacuum
character II indicates an automatic transmis chamber provide a control for the relief valve
sion having a drive shaft I2 connected to the 1I which modulates the latter in accordance with
 2,576,381:
, < 9

torque requirements. since the manifold vacuum when it is desired to utilize the emilie torque
is inversely proportional to the torque. The ar for braking, as in downhill operation. The
rangement is such that the pressure relief valve servo unit' 31 actuates'the forward speed .brake
46 intermittently short-circuits the fluid pump 39 which'places the transmission in condition
by connecting the pressure and intake chambers , for operationin'the forward direction through
44 and 45. maintaining the fluid pressure at an the various speed ratios.
amount which is determined by the torque re Front pump 4_1 (Figures 1, 2 and 18)
quirement.
It will be noted that inasmuch as the front The front pump 4I is similar in construction
and rear fluid pumps 4I andv 42 are intercon to the rear pump 42 but is located between the
nected by the conduit 43, they cooperate in sup fluid_ coupling I9 and the underdrive planetary
plying iuid under pressure tothe entire hy unit 22. The pump housing 1I is carried by the
draulic lsystem of the transmission. Inasmuch, forward mounting flange 12 of the transmission
however, as the rear pump 42 is driven by the casing and the pump rotor 13 is connected to the
load shaft I4, this pump is inoperative when the 15 hub 14 of the internal or ring gear 15 of the
vehicle is stationary, as during idling, and at ' planetary unit 22. Inasmuch as the hub 14 is'
this time supplies no fluid pressure to the sys operatively connected to the impeller housing
tem. The front pump 4I, however, is directly I5 of the nuid coupling, it will be seen' that the
driven by the drive shaft I2 through the im ` pump is direct1y actuated by the drive shaft l:
peller housing I5, and accordingly supplies fluid 20 of the transmission. Accordingly, the pump
pressure to the system during idling, thus fur supplies fluid pressure to the hydraulic system
nishing the necessary pressure to eiect the hy at all times, even during idling. Referring now
draulic shift between neutral, reverse and for to Figures l and 2, _the pump housing 1I con
ward speed. as more fully discussed> hereinafter. tains a pressure chamber 16 and ' an intake
'I'he pressure chamber 44 of the rear pump ,42 ' chamber 11, the latter being supplied with fluid
communicates through a conduit 49 to a rotary from the transmission sump 50 through an in
hydraulic valve 5I which is operatively connect take tube 18. A pressure relief v'alve 19 is
ed to the accelerator pedal 52 so as to be auto mounted in the pump housing 1I between the
matically controlled by the position of the latter. pressure and intake chambers 16 and 11, and
As will be described more in detail later, the is similar in construction to the relief valve 46
valve >6I throughout its normal operating range for' the rear pump 42, except that movement
connects the conduit,A 49 from the pump with a thereof is resisted solely by a spring 3I'so that
conduit 53. The conduits 43 and 53 supply fluid the pressure in chamber 16 is maintained at a
under pressure for operating the intermediate. constant value, in the present instance 80
and high speed clutches 24 and 26 respectively, 35 pounds per square inch. ' _ '
by the actuation of cylinder and piston umts The conduit 43 leading from the'v pressure
54 and 5.5 respectively. chamber 16 of the pump contains a check valve
The now of duid through conduits 4s and ss ' 82 which is adapted to be closed by a ball when
is controlled by a hydraulic-sleeve valve 55, the the pressure supplied by the rear pump 42 ex
axial position of which is regulated by a cen 40 ceeds the pressure in the front pump 4I . Under
trifugal governor 51 mountedv on the clutch car these conditions, the front pump temporarily
rier 23. Depending _upon -the rotational speed, short-circuits itself through the pressure relief
the governor 51 is effective to shift the hydraulic valve 19 and the system is supplied with fluid '
sleeve valve 56 between three different positions pressure solely from the rear pump 42.
in which, respectively. both conduits 43 and 53
are blocked rendering both the intermediate and Underdrive planetary unit 22
high speed clutches 24 and 29 inoperative, con (Figures 1, 3, 4, 5, 18)
duit 43 is opened actuating the intermediate Thev underdrive planetary unit 22.-'previously
speed clutch 24, and both conduits 43 and 53 are mentioned, is located concentrically with the
opened actuating both clutches. As will be de 50 main shaft I3 between the frontpump 4I and
scribed more in detail in connection with the the intermediate speed clutch 24. This planetary
operation of the transmission, the control of the unit providesvan additional reduction which can
hydraulicL valve 56 by the governor 51 in the be selectively inserted into the power train under
manner mentioned above is effective to cause certain circumstances.- As previously mentioned,
the transmission to normally transmit power in 55 the hub 14 of the ring gear 15 is connected to the
one of three speed ranges (low, intermediate and impeller housing I5 of the fluid coupling and is
high) and to automatically shift the transmis constantly driven at engine speed. - Meshing with
sion between these speed ranges in accordance the ring gear 15 are a plurality of planet pinions
with speed and torque requirements. 89 carried by a planet carrier 94 having a hub
A second rotary hydraulic valve 58 is provided, 85 journaled on the main shaft I3 and splined to
being 'arranged to be manually operated by a the hub 86 of the intermediate speed clutch sup
control; lever 59 preferably mounted upon the porting member 81 which carries the clutch discs
steering column for operation by the driver. of . 25. The sun gear 89 is journaled on the hub 35
the vehicle. Fluid pressure is delivered to the of the planet carrier and meshes with the planet
valve 58 from the valve 5I through the conduit pinions 83.
6I. and is adapted to be selectively transmitted The sun gear 68 has a radially outwardly
by the valve 58 through conduits 62, 63 and 64 extending flange 89 to which is attached by rivets
to hydraulic servo units 65, 66 and 61. The hy 9i a clutch disc 92. At its outer periphery the
` draulic servo unit 55 operates a brake 66 ar clutch disc 92 has an axially extending flange 93
ranged to stop the rotation of the clutch carrier 70 carrying clutch discs 94 which are arranged for
23 and to thereby place the transmission in re frictional engagement with cl-utch discs 95 car
verse speed, as will be more completely described ried by the ring gear 15. It will be apparent that
later. The servo unit 66 operates a brake 69 on When the clutch discs 94 and 95 are moved axially
the planet carrier 21, preventing rotation of the into frictional engagement with _each other, the
latter andfoverruling thil overrunning clutch 39 ring gear 15 andthe sun gear 88 are locked to
 2,516,936
7
each other and the planetary gear-set rotates as l extending through an aperture |22 in the clutch
a unit, transmitting power from the drive shaft disc 02 and an enlarged opening |20 in the clutch
|2 to the intermediate speed clutch 24 at a unl valve |00. 'I'he sleeve passes through a counter
tary or 1-1 ratio. When, however, the clutch bored hole |24 in the clutch ring ||9 and is pro
discs 94 and 95 are separated, and the sun gear vided with a head |20 engaging the ring. A pin
00 is held against rotation, a speed reduction is |20 extends through the sleeve |2| and is secured
effected from the ring gear 10 to the planet car at its forward end to the actuating ring 90 by
rier 84 through the planet pinions 03. means of a cross pin |21. A coil spring |20 sur
The clutch disc 92,' Figures 3 and 4, is formed rounds the pin |20 and extends between the head
with six angularly spaced axially extending cylin ot the pin and the inner end of the sleeve |2I.
ders 90 adjacent its periphery, within which are and is eil'ective to move the actuating ring 00 of
reciprocably mounted pistons 91 arranged to the clutch to its released position. A Belleville
exert force through the actuating ring 00 to the washer |29 surrounds the sleeve |2| between a
clutch discs 94 and 95. An intake port 00 is pro retaining ring |2| on the sleeve and the bottom
vided in the clutch disc 92 for each of the cylin of the counterbore |02 formed in the clutch
ders 90. Spaced radially inwardly from each of disc 02.
the intake ports 99 is a supply port |00 commu The clutch disc 92 and the clutch valve |09 are
nicating by means of a passage |0| with an annu normally held in a predetermined angular rela
lar groove |02 extending around the periphery tionship in which-the cavity |00 in the valve is in
of the hub 00. A radial passage |00 through the 20 alignment with the ports 99 and |00 in the disc.
hub 85 connects the groove |02 with an annular This is accomplished by an aligned series of coni
groove |04 in the main shaft l0,v the latter groove cal recesses |04 and |30 in the clutch valve |00
being connected by a radial passage |00 to the and clutch ring ||9 respectively. Balls |00 are
conduit 43. located in the aligned recesses and cause axial
A clutch valve |00. in the form of a disc. is 25 separation of the valve |00 and ring ||9 upon
positioned adiacent the rearward face of clutch relative angular movement therebetween. This
disc 92 and has an axial ilange |01 extending separation is initially resisted by the coil springs
from its periphery and forming a brake drum. |20 and subsequently by both the coil springs |20
Clutch valve |00 is provided with a plurality of and the Belleville washers |29, which cushion
radially extending cavities |00, one for each of 30 and stop the relative angular movement between
the cylinders 90. As best seen in Figure 4, in one the valve and ring before the sleeves |2| bottom
angular position of the clutch valve relative to on the sides of the enlarged openings |20 in the
the clutch disc, the cavities |00 establish com valve |06.
munication between the supply ports |00 and the The operation of the unit will be described more
intake ports 99 in the clutch disc 92. In this 3 in detail later, but it is noted here that with the
position fluid pressure is supplied to the cylinders brake ||| disengaged from the brake flange |01
90 and the clutch discs 94 and 00 are engaged, of the clutch valve |00, the clutch valve and the
locking the planetary unit` clutch disc 92 rotate together as a unit with the
It will be noted that the cavities |00 and the cavity |00 in alignment with the intake ports 99
ports 99 and |00 are narrow in a circumferential and |00 to engage the clutch plates 94 and 90 and
direction, and that a relatively small angular lock the ring gear 15 and the sun gear 00 together
movement of the clutch valve |00 relative to the so that the unit will transmit torque at a unitary
clutch disc 92 is eiective to break the communi ratio. Application of the brake ||| causes rela
cation between the ports 99 and |00 and shut ofi tive angular movement -between the clutch disc
the fluid supply to the cylinders. An angular 45 02 and clutch valve |06, releasing the clutch plates
movement of this extent is also effective to estab and holding the sun gear 88 stationary so that the
lish communication between a radially extending unit will transmit torque at a reduced ratio.
port |09 formed in the clutch valve |00 and one
of the series o1' exhaust ports ||0 in the clutch Servo operated brakes (Figures 1, 3, 6 and 7)
disc 92. The cylinders 96 are now open to atmosf 50 The construction of the servo operated brake
phere and are exhausted. disengaging the clutch mechanism for -the underdrive planetary unit 22
discs 94 and 95. ' .l is shown in Figure 3 and has been previously de
The relative angular movement between the scribed. The construction of the downhill brake
clutch valve |00 and clutch disc 92. required to 09, actuated by the servo unit 00, is identical in
cut oi the supply of iluid to the cylinders 90 and 55 construction with the brake for said planetary
to exhaust the latter, is effected by means of an unit 22. and accordingly will not be described in
external brake band ||| surrounding the brake detail.
flange |01 of the clutch valve |00. Referring The forward speed brake 00 and the reverse
now toFigure 3. the brakeband ||| extends cir" speed brake 08 carry a, considerably greater
cumferentially of the brake ange |01' and has 60 load than either the planetary brake ||| or the
one end anchored by means of a stud ||2 to the downhill brake 09 and consequently must be con
rib ||0 extending inwardly from the transmisslpn structed to provide greater brake action. Inas
casing. The opposite end of the brake band ciu' much as these two brakes are identical in con
ries a socket ||4 adapted to receive one end. of struction, only the forward speed brake 00 will
a piston rod ||5 extending from the piston ||0 `be described in detail. This brake is best shown
of a hydraulic servo unit ||`|. Fluid under pres in Figures l, 6 and 'I and comprises a pair of axial
sure t. actuate piston | I0 and frictionally engage ly spaced brake bands |4| and |42 encircling the
the brake band with the brake ange is supplied brake drum |43 which is connected through the
through a conduit ||9 from the accelerator oper over-running clutch 09 to the planet carrier 2l.
ated valve 5| in a manner to be 'more f-ully 70 To provide the necessary brake friction area and
described later. also a self-energizing effect. each of the brake
A clutch ring ||9 is mounted upon and carried bands |4| and |42 comprises a plurality of con
by the clutch disc 92 by means of three angularly volutions. The forward brake band |4| consists
spaced supporting units |20, Figure 4. Each sup oi' 2% convolutions and the rearward brake band
porting unit |20 comprises a hollow sleeve |2| 75 |42 has 2% convolutions. With this arrange
 2,570,886
' 9 1o;
ment the ends of the brake bands can be anchored tion and establishes communication lbetween the
at diametrically opposite. points to balance the groove |54 and the conduitBi to supply iiuid
torque reaction forces. The anchor for the brake pressure to valve 55. As best seen in Figures 12
band |4| comprises a stud |44 mounted in the and 13, valve 55 is provided with an intakegroove ~
transmission housing and having internal teeth |51 establishing communication between conduit
|45 engageable with teeth |44 on the end of the 5|" and a central axially-extending bore |44 in
brake band. ln a similar manner _the end of the valve 44. Valve 55 is also formed on its pe
brake band |42 is anchoreduat a diametrically op riphery with a series of circumferential'detlents
posite point to the transmission casing by means |55, |10. |1| and |12 engageable with a spring
of an anchor |41.
pressed ball |15 to index the valve between four
The actuating means for the brake bands com . different angular -positions.
prises the hydraulicvservo unit 51, the piston |45 It will be noted from an examination of 'Fig
of which is connected by a piston rod |49 to an ures 12 and l4`to 17 inclusivethat the center borev
equalizing lever |5|, Figure 7. Grooves |52 are |45 of the valve 54 communicates with a pair of
formed in opposite ends of the equalizing lever to 16' radial passages |14 and |15,-~`and that the .valve is
receive studs |55 carried by the free ends of the formed with transverse grooves |14 and-|11 on- '
brake bands |4_| and |42. It will be noted that opposite sides of -the passages. The outer endof
the socket |54 which receives the thrust of the the passage |15 is enlarged at |15'. and the trans
piston rod |45 is positioned olf-center, to apply a verse grooves |14 and |11 communicate with theI
greater actuating force to the short brake barid 20 interior of the transmissionf'casingthrough ex
|42 thanto the long brake band |4I, thus equaliz-` haust ports |19- and |5|' respectively. . _
ing the braking action of the two brake bandsl _ f As will be described more in detail in connec
If desired, bi-metal bands may be used, such as tion with the operation of 'the transmission, the
copper plated steel brake bands, to provide'fric valve 55 is angularly rotatedunder the control of
tion surfaces in which the wear is minimized and the manual control lever 55 to selectively estab
the braking action smooth. The brake bands lish communication between; its pressurized cen
possess suflicient inherent resiliency to disengage ter bore |55 and the conduits 42. and 44_`lead-
themselves from the brake drums when released ing respectively to the-reverse speed servo 4unit
and since the wear is slight, the travel of the pls 55. the downhill servo unitv 44,4 and' the forward
tons in the servo units is sumcient to eliminate the 80 speed servo unit 41. _
necessity for adjusting the brake bands in opera With reference now to the accelerator oper
tion. This increases the reliability of the trans ated valv'e 5|, and particularly to Figures 9 and
mission and simplifies maintenance. 18, it will be noted that the central pressurized
bore |5| of the valve communicates through a
Hydraulic control mechanism (Figures 8-18 . radial passage |55 to a circumferential groove |54
inclusive) which, during the normal .'range of the accelera
Reference is now made to Figures 8 to 18 in~ tor, communicates with the' conduit 55 leadingfto
clusive, which illustrate the hydraulic control the hydraulic actuating unit 5_5 for the high
mechanism forvthe transmission. The two fluid speed clutch 25. It will be seen, however, that a
pumps 4| and 42, the governor-controlled hy 40 sumcient angular movement of the valve in a
draulic sleeve valve 54 and the hydraulic actu counterclockwise direction will be effective to cut
ating units 54 and 55 for the intermediate and' off communication between the pressurized bore
high speed clutches 24 and 24 have already been |5| and the high speed ,clutch conduit 43 and
, to connect the latter to the' exhaust passage |54
described. _ c

The principal control functions are centralized through the circumferential groove |44.,-
in apairof rotary valves 5I and 55. The position With reference to Figures 11 and 18, the pres
of the rotary valve 5| vis controlled by the acceler surized bore |5| of the valve 5| communicates
ator pedal 52. As best seen in Figures 10 and 18, with a radial passage |81 having` anenlarged
the valve 5| is provided with a central bore |4| outer end |55. counterclockwise rotation of the
which is connected at all times to the pressure 50 valve 5| is eifective to align the enlarged outer
chamber 44 of the pump 42 by means of the con end |55 of the radial passage |51 with a conduit
duit 45 extending from the pump and communi |59 having branches ||5 and |9I. Branch con
cating with the annular groove |52 in the valve; duit ||5 supplies fluid pressure to the servo unit
which in turn is connected by a radial port |55 ||`I which is arranged to energize the brake |||
with the central bore IBI. Thus the accelerator .. for the underdrive planetary unit 22. As previ;-
controlledvalve 5| is pressurized at all times.l ously described. actuation of brake ||| is effective
Referring now to Figure 8, in which the valve to unlock the planetary gearset and enable the
5| is shown in idling position, it will be noted that latter to transmit power at-a reduction ratio.
the pressure within the bore |5| of the valve com This interposed reduction subjects thehydraulic
municates with a groove |54 extending part way 60 actuating units 54 and 55 for the intermediate
around the periphery of the valve, but that com and high speed clutches 424 and 25 to a higher
munication is blocked between the groove |54 torque. To supply the necessary additional iluid
and the conduit 5| extending to the manually pressure to the hydraulic units 54 and 55 so'that '
controlled valve 55. Groove |55 extends part way the intermediate and high speed clutches-24 andv
around the opposite side of the valve 5| and dur 65 25 can properly carry the additional torque,
ing idling position establishes communication be branch conduit |9| leads to the chamber |42
tween conduit 5I and an exhaust passage |55 formed in the housing of the rear pump 42 -in ~
opening into the interior of the transmission cas back _of the relief valve'`44. , An outlet port |55
ing at atmospheric pressure. Thus, the valve 55 is provided to exhaustl the chamber |92. By
is not pressurized during idling and, as will be 70 properly proportioning the size of the inlet and
seen later, this places the transmission in neutral outlet for the chamber |92, a predetermined pres- ' f
preventing creep due to power transmitted sure can be applied to the relief valve to sup
through the uid coupling. L plement the spring 41 and to increase the pres
The initial movement of the accelerator pedal sure in the pressure chamber 44 ci the pump.
rotates the valve 5| in a counterclockwise direc 75 Reference is now made; to Figure 1 which illus-~
 2,570,838
1'1
trates the actuating means for the valves 5I and
55. The shaft |94 of the valve 58 carries a lever
|95 connected by linkage |95 to the manual con
trol lever 59 mounted upon the steering column.
The valve 5| is provided at one end with a con
centric pinion I91 adapted to be engaged by a
quadrant |95 which ismounted upon the shaft
|90 journaled in the transmission housing. An
arm 20| is secured to shaft |99 and is formed at
one end with a cam 202 and at its opposite end
with a groove 203 receiving one end of a bell
crank lever 204 pivotally mounted on the arm.
The free end of the bell crank lever 204 is con
nected by a link 205 to the accelerator pedal 52.
Depression of the accelerator pedal moves the
link 205 in compression to rotate the bell crank
lever 204 and, through its lever arm 205, the
arm 20|.
'I'he operating lever |95 for the valve 58 has an
extension 201 forming a cam engageable with the
cam 202 on the lever 20| to provide interrelated
movement of the valves 5| and 50 during down
'hill operation.
Operation
The present transmission can be considered
wholly automatic during normal operation, since
the transition between the various speed ratios
is effected automatically, being controlled by the
governor-controlled sleeve valve 55 and the. ac
celerator controlled rotary valve 5|. The `only
manual control necessary is the operation of the
movement of the rotary valve 55 to select the
direction ofv travel and to obtain downhill brak
ing.-
As illustrated in the drawings and described
above. the multispeed transmission has five for
ward speeds and one reverse speed. The follow
ing forward speed ratios have been found satis
factory and will be noted for purposes of illus
tration:
1st-3.48-1
2nd-2.36-1
3rd-1.68-1
4th-_1.41-1
5th-1-1
During normal vehicle operation in forward
speed only ilrst, third and fifth (also called low,
intermediate and high) are used. These ratios
are selected for maximum performance and eili
ciency and are properly spaced from each other
to provide smooth operation and maximum per
formance. Fourth speed represents the iirst kick
down speed ratio, which is automatically utilized
when additional acceleration beyond that avail
able in high is needed. An automatic kickdown
to the second speed ratio is effected when still
4additional acceleration is required, and in addi
tion this speed ratio is utilized for downhill brak
ing.
Thus, although' the transmission has ilve for
ward speed ratios. only three are used during
normal operation and the other two are brought
into operation when unusual conditions or cir
cumstances require speed ratios not included in
the normal operating range. The transmission
thus is flexible in operation and provides at all
times the proper speed ratio for the most eilicient
and satisfactory performance.
Neutral
During idling the accelerator controlled valve
5I connects the manually controlled valve 55 to
the exhaust, as shown in Figure 8. In this po
sition of valve 5I the exhaust passage |55 is con
12
nected by the circumferential groove |55 to the
conduit 5I leading to valve 55 and communicating
with the central bore |55 through the groove |51.
Figure 13. Since the manually controlled valve
55 is thus not pressurized, it can supply no fluid
pressure to the hydraulic servo units and the
transmission remains in neutral, regardless of
the position of the control handle-59 located on
the steering column. This arrangement is ad
vantageous since it eifectively prevents creep due
to the torque transmitted through the fluid cou
pling I5 at engine idling speeds. For example,
when the vehicle is brought to a temporary stop.
the control handle 59 is normally not shifted from
its forward speed position, but since the supply
of pressure is cut of! from the valve 55, the trans
mission remains in neutral, preventing creep.
When the accelerator pedal has been advanced
slightly, the valve 5| is rotated in a. counterclock
wise direction, Figure 8, again supplying pressure
to the valve 50 from the pressurized bore I5I and
through the circumferential groove |54 to the
conduit 5 I.
The front pump 4|, being directly driven by the
drive shaft I2, generates fluid pressure even when
the vehicle is stationary and the pump 42 on the
road shaft I4 is inoperative, thus supplying fluid
pressure to the system and making it possible to
operate the hydraulic servo brakes to shift be
tween neutral, reverse and forward speed.
First or low
In low speed, the governor-controlled hydraulic
. sleeve valve 55 blocks the flow of fluid through
conduits 43 and 53 and accordingly neither the
intermediate speed clutch 24 nor the high speed
clutch 29 are operated. Power is transmitted
from the drive shaft I2 through the fluid coupling
I5 to the main shaft I3, and then through the
40 sun gear 35, planet pinions 33 and 34, and the
sun gear 31 to the load shaft |4, driving the latter
in the forward direction in the first or low speed
ratio of 3.48-1. "
Third or intermediate
The transmission is automatically shifted to
intermediate speed upon a predetermined increase
in the rotational speed of the clutch carrier 23.
This increase in speed results in radial displace
ment of the centrifugal governor 51 and axial
movement of the hydraulic sleeve valve 55, open
ing conduit 43 and admitting fluid under pressure
to the hydraulic actuating unit 54 to operate the
intermediate speed clutch 24. Operation of the
clutch frictionally engages clutch plates 25 and
25, locking the planet carrier 84 of the underdrive
planetary unit 22 to the clutch carrier 23.
As previously described, the underdrive plane
tary unit 22 is arranged to tansmit torque at a
unitary or l-l ratio except when the hydraulic
servo unit |I1 is applied, at which time a reduc
tion of 1.41-1 is interposed in the power train.
With reference to Figure 1l it will be seen that
during normal operating conditions from 0 to 90%
throttle, the accelerator controlled valve 5I main
tains the hydraulic servo unit ||1 for the plane
tary unit inoperative, since the counterclockwise _
rotation of the valve 5| corresponding to a move
ment of the accelerator pedal through 90% of its
70 range is necessary to establish communication be
tween the pressurized passage |80 and the conduit
|59 leading to the hydraulic servo unit ||1.
With the hydraulic servo unit I|1 inoperative
and the brake I | I disengaged from the brake
75 flange |01 of the clutch valve |05, the spring ten
 13
sioned supporting unit |20 maintains the clutch
disc 82 and the clutch valve |06 in their neutral
xangular position relative to each other, as shown
. in Figure 3, in which position fluid pressure from
the pump supply conduit 43 communicates with 5
the clutch cylinders 96 through passages |05, |04,
|03, |02, |0|, port |00, cavity |08 and intake port ` . ply the brake band ||| to the braking flange |01
93. The pistons 91 are'actuated to frictionally
engage clutch plates 94 and 95 to lock the ring
gear 15 to the sun gear 88 through the clutch disc 10 angular movement between the valve |08 and the
92. With the planetary unit thus locked. power
is transmitted at a unitary ratio from the drive
shaft |2 to the clutch carrier 23. The clutch car
rier 23 drives sun gear 35 carried thereby, and, ,
through planet pinions 32 and 34 and sun gear 31,
is effective to rotate the load shaft |4 at the in
termediate or third speed ratio of 1.68-l.
Fifth or high
. When the rotational speed of the clutch car 20 the fluid communication between the supply port
rier 23 has increased a further predetermined
amount the governor-controlled hydraulic valve
58 is shifted to a position establishing uid com
munication through conduit 53 to the hydraulic
actuating `unit 55. The latter actuates the high
speed clutch 28 and frictionally engages clutch
plates 29 and 3| to lock the clutch carrier 23 to v
the planet carrier 21 of the multiple planetary
unit. Since the gear 35 is carried by the clutch
carrier, this results in the rotation as a unit of an |08, the latter being locked by the brake |||.
the clutch carrier, planet carrier, and triple
planetary pinion. . mitted through the planetary unit from the ring
Inasmuch as the hydraulic servo unit |I1 for
the underdrive planetary unit is still inoperative,
the planetarv unit 22 remains' in a locked condi
tion, transmitting torque at a 1-1 ratio. Accord
ingly, a direct drive is established from the drive
shaft |2 to the load shaft |4. transmitting torque
at engine speed in the forward direction.
Reverse
To effect reverse operation, the control handle
58 is shifted to move the valve 58 to its reverse
position, establishing fluid communication from
the pressurized bore |68 of the valve 58. as seen
in Figure l5, through the radial passage |14 to
the conduit 62 leading to the hydraulic servo unit
55 for the reverse speed brake 88, applying. the
latter to the clutch carrier 23. The drive is now
taken from the drive shaft I2 through the fluid
coupling |8 to the main shaft |3, driving the sun
` gear 38 carried thereby and the planet pinions
33, and also the planet pinions 32 and 34 which
are integral therewith. Inasmuch as the forward
speed brake is now released so that the planet
carrier 21 is free of the restraint of the overrun- '
ning clutch 39, and the reverse speed brake 68 is
engaged locking the >clutch carrier 23 and its
sun gear 35, the gearing now functions as a
planetary and reverse rotation is imparted to the
load shaft I4 through planet pinions 34 and the
sun gear 31. ` 22 is effective to simultaneously supply fluid pres
Fourth or first kick-darum
For maximum performance, certain operating`
conditions require immediate acceleration greater
than that which may be available in the fifth or
high speed ratio. This may occur for example
when climbing hills or passing other vehicles.
Under- these circumstances, a kick-down to a low
er speed ratio is effected by an increased angular
position of the accelerator or throttle.
With reference again to Figure 11, it will `be
seen that a 90% throttle movement rotates-the
accelerator controlled valve 5| in a counterclock
wise direction to establish communication be
14
tween the pressurized central bore I8| of the valve
and the hydraulic servo unit ||1 for the plane
tary unit 22, through the passages |81 and |88
and conduits |89 and | I8.
Referring now to Figures`3, 4 and 5, the piston
||8 of the hydraulic servo ||1 is actuated to ap
of the clutch valve |08. The retardation of the
clutch valve |08 by the brake effects a relative
rotating clutch disc 92 which results in axial
movement of the clutch ring |22 due to the cam
mlng action between the balls |36 and the conical
recesses |34 and ,|35 in the valve and ring re
spectively. This axial movement is resisted first
by the coil spring |28 and finally the Belleville
washer |28. The arrangement is such that the
relative angular. movement is sumcient to cause
the cavity |03 in the clutch valve |06 to break
|00 andthe intake port 99 in clutch disc 92, and
at the same -time to open the clutch cylinders 96
to exhaust through the exhaust ports |09 and
H0. The resulting. disengagement of the clutch
plates 94 and 95 releases the ring gear 15 from
locking engagement with the sun gear 88.
It will be noted. however. that the sun gear 88
is held against rotation by the frictional engage
ment between the clutch disc 92 and clutch valve
With the sun gear 88 stationary, power is trans
gear 15 to the planet carrier 84 at the _reduction
ratio of 1.41 to 1. This reduction ratio is lifter
R5 posed in the transmission power train, and since
the intermediate and high speed clutches'24 and
28 remain applied, the balance of the transmis
sion is still transmitting torque at a _unitary or
1-1 ratio. As a result, the transmission now
transmits torque at a 1.41-1 ratiol representing,7
_,fourth speed, which is a ratio between the inter
mediate or-third speed ratio of 1.68 and the di
rect drive of fifth or high speed. This provides
the proper speed ratio for maximum perform
ance under conditions requiring additional accel
eration beyond that obtainable in high speed,
without reducing the ratio tointermediate speed,
which under certain circumstances would detract
from the smoothness and efiiciency of operation
of the vehicle.
50
The insertion of the speed reduction and torque
multiplication of the planetary unit 22 into the
transmission power train imposes a greater load
upon the intermediate and high speed clutches
24 and 28. To -provide for this additional load
upon the clutches, means are provided for in
creasing the uid pressure in the system As best
seen in FiguresV 11 and 18, rotation of the valve
5| to the position necessary to. connect the pres
surized bore |6| of the valve to the conduit |89 to
actuate the servo unit ||1 for the planetary unit
sure to the branch conduit |9| leading to the
chamber |92 in back of the pressure relief valve
45 for the rear pump 42. This pressure supple
ments the resistance of spring 41 and retards the
operation of the relief valve until a higher pres
sure in the `pressure chamber 44 is reached. Py
properly proportioning the size of the conduit |9|
and the exhaust port |93 from the chamber |92,
the pressure increase is regulated to obtain a
maximum of 112 pounds per square inch, in com
parison with the 80'pounds per square inch nor
mally utilized under full load. This increase in
--pressureis -sufiicient'tocompensate for the 41%
 2,576,880
a l5 . 16
increase in torque imposed upon the' clutches by during 10o-110% throttle, to cut of! the supply
the torque multiplication of the planetary unit oi' pressure td the high speed clutch 28 and to
22. This increased pressure is prevented from apply the hydraulic servo unit || 1 for the piane
reaching the pressure chamber 18 of the front tary unit 22, thus placing the transmission in the
valve 4| by the check valve 82, Figure 2, to pre C1 same operating relationship as described above
vent the increased pressure from being dissi in connection with the kickdown to second speed
pated through the pressure relief valve 18 of the ratio. In addition, the overrunning clutch 88
front pump, which is arranged to provide a con on the planet carrier 21 must be overruled to
stant maximum pressure of 80 pounds per square prevent the transmission load shaft from over
inch. 10 running the drive shaft. This is accomplished
Second or second kick-down by a manual operation of the control handle 88
Under certain extreme operating conditions, it I -on the steering column to rotate the valve 8l
may be desirable to utilize a still lower speed to the downhill position as shown in Figure 17,
ratio, between the normal low and intermediate in which the pressurized bore |88 of the valve
speed ratios. In the present transmission this 15 is connected through the radial passage |14 to
can be eiIected automatically by a depression of the conduit 88 leading to the hydraulic servo
the accelerator pedal beyond its normal 100% or unit 88. Aetuation of the latter is effective to
iull throttle position. Movement beyond this po apply the downhill brake 88 to the planet carrier
sition vis possible by extension of the spring loaded 21 to lock the latter against rotation and over
couplings conventionally used in the connecting 20 rule the overrunning clutch 88.
linkage. A coupling oi' this character is shown in It will be noted from an examination of Figure
.'Figure 19 in which the link 2|8 (connected t'o 17 that the valve 88 is so designed that in its
the carburetor, not shown) has a ball shaped end downhill position communication is maintained
2| | received within a sleeve 2|2 carried at the end between the pressurized bore |88 and the conduit .
of link 2|3 (connected to the accelerator pedal, 25 84 to the forward speed servo unit 81 to maintain
not shown). Spring 2|4 and washer 2|8 nor the forward speed brake 88 applied. This condi
mally hold the link in the relative position shown, tions the transmission for an immediate return
yet permit the link to be extended when the ac--` to its normal automatic operation between low,
celerator pedal is completely depressed and suf intermediate and high speed ratios.
iicient force is applied thereto. A 30 Reference is made to Figure 1 to illustrate the
It will be seen from an examination o! Figure manner in which the operation of valves 8| and
11 that the enlarged outer end |88 of the radial 58 lare coordinated to simultaneously apply the
passage |81 in the valve 5| maintains communi downhill brake 88 and to shift the transmission '
cation between the pressurized bore |8| and the to the second speed ratio, without interfering
conduit |88 to the hydraulic servo unit ||1 for 35 with the normal operation of valve 8| by the ac
the planetary unit 22 when the valve has been celerator pedal. In this figure the operating
additionally rotated in a counterclockwise direc lever |98 for the valve 88 is shown in its forward
tion by movement of the accelerator pedal to a speed position and the operating arm 28| for the
position between 100 and 110% throttle. Thus valve 8| in its idling or 0% throttle position. It
the 1.41-1 ratio of the planetary unit 22 is main 40 will be apparent that operation of the accelerator
tained in the power train. pedal to move the link 288 to the right rotates
Referring to Figure 9, it will be seen that the arm 28| in a clockwise direction away from
counterclockwise rotation of the valve 8| is ef the cam 281 carried by the lever |88.
fective to nally cut off the supply of iluid pres _ When downhill operation is desired, the lever
sure from the pressurized bore |8| to the conduit |88 is moved in a counterclockwise direction by
88 leading to the hydraulic actuating unit 88 for the steering column control handle 88. This re
the high speed clutch 28, and to connect the con sults in rotating arm 28| in a clockwise direction
duit 88 to the exhaust passage |88. The result through the engagement of the cam 282 by the
ing release of fluid pressure from the hydraulic cam 281, and this is accomplished without >dis
actuating unit 88 releases the high speed clutch turbing the position of the accelerator or throttle
28 and frees the planet carrier 21 from locking since the arm 28| is free to move away from the '
engagement with clutch carrier 28. lever arm 288 of the bell crank 284 in the accel
The effect of the disengagement of the high erator linkage. The rotation of arm 28| eects
speed clutch 28 is to cause the multiple planetary a rotation of valve 8| through the interconnecting
unit of the transmission to revert to its inter quadrant |88 and pinion |81, to move the valve
mediate or third speed relationship, at which to the position previously mentioned in which
time that portion of the transmission transmits the high speed clutch 28 is rendered inoperative
torque at a 1.68-1 ratio. Inasmuch, however, as and the servo unit |I1 for the planetary unit 22
the planetary unit 22 is now transmitting torque is actuated.
at a 1.41-1 reduction ratio, the resulting speed 60 It will be understood that the invention is not
ratio of the entire transmission is 2.36-l, due to be limited to the exact construction shown and
to combining the 1.68-1 and 1.41-1 ratios pre described,` but that various changes and modi
viously mentioned. ilcations may be made without departing from
Downhill operation .
the spirit and scope of the invention, as deilned
65 in the appended claims.
From a safety standpoint and to comply with What is claimed is:
certain State laws, means are provided to permit 1.'In avariable speed power transmission, in
the vehicle engine to operate through a reduced combination, a power shaft. an intermediate
speed ration and to retard the vehicle speed dur shaft. a. load shaft, a multiple planetary gearing
ing downhill operation. In the present instance 70 system between said intermediate and load shafts
it has been found desirable to utilize the second comprising planet pinions mounted on a planet
speed ratio of 2.36-1 as the downhill braking carrier rotatably supported about the axis of
ratio. Accordingly, it is necessary to rotate the the intermediate shaft and respectively meshing
accelerator controlled valve 8|, Figures 9 and 11, sun gears, means associated with said multiple
through an angle equivalent to that rotated y l planetary searing system automatically operable
 ' 2,678,836
17 18
under predetermined conditions of speed to placement between said valve and said last-men
change from one ratio to another, a single plane tioned element against the action of said cam
tary gearset between said power shaft and said means and 'said resilient means, said valve being
multiple planetary gearing system, a clutch ar- - operative in its first-mentioned relative position
ranged to lock two of the elements of said single to` supply fluid pressure to said iluid pressure
planetary gearset together, fluid pressure means * actuating means and in its last-mentioned rela
for controlling said clutch, a source of fluid pres tive position to cut oil' said uid supply to said
sure, a valve rotatable with one of said elements iiuid pressure actuating means to release said
and controlling the now of iluid from said source clutch.
to said fluid pressure means, and means shifting l0 5. In a power transmitting mechanism, a plan
said valve relative to said last-mentioned element etary gearset comprising a ring gear, a planet
to alter the operation of said clutch. carrier supporting planet pinions meshing with
2. In a variable speed power transmission, in said ring gear, and a sun gear meshing with said
combination, a power shaft, an intermediate planet pinions, a supporting member carried by
shaft; a load shaft, a multiple planetary gearing 15 said sun gear and provided with a plurality of
system between said intermediate and load shafts axially extending cylinders, a friction clutch ar
comprising planet pinions mounted on a planet rangedto lock said ring gear and said supporting
` carrier rotatably supported about the axis of member together, pistons in said cylinders for
the intermediate shaft and respectively meshing applying said clutch, a valve disc adjacent said
sun gears, means associated with said multiple 20 supporting member, said valve disc and said sup
planetary gearing system automatically operable porting member having cooperating intake and
under predetermined conditions of speed to exhaust ports therein, means normally holding
change from one ratio to another, a single plane said valve disc and said supporting member in a
tary gearset between said power shaft and said predetermined relative angular position with re
multiple planetary gearing system, said planetary 25 spect to each other and causing said disc and said
gearset having three elements including a ring member to rotate as a unit, selectively operable
gear, a planet carrier supporting planet pinions, means for retarding said disc and effecting a rel
and a sun gear, means connecting one of said ative angular movement between said disc and
elements to said power shaft, means connecting said member to a second predetermined relative
another of said elements to said multiple plane 30 angular position, said valve disc in said first-men
tary gearing system, a clutch arranged to lock tioned position supplying fluid pressure to said
two of the elements of said single planetary gear cylinders to apply said clutch and in said second
set together, fluid pressure means for controlling mentioned position cutting of! said uid supply
said clutch, a source of fluid pressure, a valve and opening said cylinders to exhaust to release
normally rotatable with one of said elements 35 said clutch.
and arranged to admit iiuid to said iiuid pressure 6. In a variable speed power transmission, in
means, and means eecting a relative rotation combination, a housing, a power shaft and a load
between said valve and said last-mentioned ele shaft, a multiple planetary gearing .system in
ment to interrupt the ow of fluid to said iiuid terposed between said power and load shafts,
pressure means. y means associated with said planetary gearing
3. In a power transmitting mechanism, ring system automatically operable under predeter
and sun gear elements, a planet carrier element mined conditions to change from one speed ratio
supporting planet pinions meshing with said ring to another, an overrunning clutch engageable
and sun gear elements, a clutch arranged to with one element of said multiple planetary gear
lock two of said elements together, uid pressure. ing system, a brake drum operatively connected
means for applying said clutch, a source of iuid to said overrunning clutch, brake friction means
pressure, a rotatable valve concentrically- mount engageable with said brake drum and adapted
ed with respect to said elements and arranged to retard the latter to condition said planetary
to control the flow of fluid from said source to gearing system to transmit torque in forward
said means, means associated with said valve nor speed, a second brake drum associated with said
mally effecting a rotation thereof with one of planetary gearing system and adapted when re
said elements, and means retarding the rotation tarded to condition said planetary gearing sys
of said valve to eifect a relative angular move tem to transmit torque in reverse speed, brake
ment between said valve and said last-mentioned friction means engageable with said second brake
element to render said iiuid pressure actuating 65 drum, a third brake drum carried by said first
means inoperativeand to release saidclutch. mentioned element of said planetary gearing sys
4. In a power transmitting mechanism, ring tem, brake friction means engageable with said
and sun gear elements, a planet carrier element third drum to retard the latter and overrule said
supporting planet pinions meshing with said ring overrunning clutch, hydraulic servo units for ap
and sun gear elements, a clutch arranged to 60 plying said brake friction means to said brake
selectively lock two of said elements together, drums, a iluid pump for supplying iluid under
iiuid pressure actuating means supported upon pressure to said hydraulic servo units, and a
one of said elements and arranged to apply said manually operated valve for controlling the sup
clutch, a source of fluid pressure for said means, ply of fluid from said pump to said hydraulic
a rotatable valve adjacent said last-mentioned 65 servo units, said valve having fluid passages
element and normally rotatable therewith as a therethrough arranged in one position of said
unit, resilient means urging said valve and said valve to prevent a flow of iiuid to said hydraulic
last-mentioned element together, cam means co
operating with said resilient means in resisting servo units, in a second position to supply fluid
relative angular movement between said valve 70 to the hydraulic servo unit of said ilrst brake
and said last-mentioned element and tending to drum for forward speed operation, in a third posi
hold said valve and said last-mentioned element tion to supply iiuid to the hydraulic servo unit
in one relative angular position, and means selec of said second brake drum for reverse speed op
tively operable to retard the rotation of said ro eration, and in a fourth position to supply uid
tatable valve and effect a relative angular dis 75 to the hydraulic servo unit of said third brake
 asvasse
20 .
i9 unit for applying said brake. a conduit connect
drum to overruie said overrunning clutch for
ing said hydraulic servo unit with said accelerator
downhill operation. operated valve, and passageways in said last-men
7. The structure of claim 6 which is further tioned valve so arranged that in one position o!
characterized in that said valve comprises a' cas
ing formed with a bore and with passagewaysf s-4 said valve fluid pressure is supplied through said
communicating with said bore and with said hy last-mentioned conduit to said hydraulic servo
draulic servo units, a member rotatable within unit to disengage said last-mentioned clutch.
said bore and having an axially extending passage 9. In a variable speed power transmission. a
communicating with said fluid pump to be pres a _power shaft and a load shaft, a multiple plane
surized therefrom, a pair of passageways in _said 10?. tary gearing system interposed between said
member extending- radially outwardly from said . power andload shafts and arranged for auto
pressurized passage and arrangedto selectively matic selective operation to transmit torque at
communicate with the passages in said casing ` three diierent speed ratios, an auxiliary plane
in different angular positions of said valve, and ; tary unit between'said power shaft and said mul
manually operated means for rotating said mem-J 15; mit tiple planetary gearing system arranged to trans
torquesatpa predetermined speed reduction.
ber in said casing. ' . -' '
a.clutchnarranged-toflocktogether
8. In a variable speed power" transmission. ,-_in " of-said auxiliary planetaryunit to transmit two elements
combination, a housing, a p_ower shaft,`an linter torque
z- therethrough-1 ata unitary ratio, control means
mediate shaft, a load vshaft,`a fluid coupling ar zoffnormally'rotatable-withfone
ranged to transmit torque between said power. 1 said; auxiliary xplanetarypur'iitfand of the elements of
and.- intermedite l shafts',w a ' _ multiple ` planetary
accelerator
gearing system arranged,V to'ptransmit torque 'b_e ~ controlled means'for effecting relative rotation
tween said intermediate and load shafts, a power - between 'said last named;_element and said con
transmitting member between said power shaft 2li;lL trol-means to disengage said clutch so that said
auxiliary- planetaryzunit transmits torque at said
and said multiple planetary gearing system, a'.
pair of friction'clutches arranged to respectively -- predetermined speed ratio.
" '
-
EUGENEJ.FARKAS.
couple said power transmittingmember to` said
power shaft and to said planetary gearing sys _ . REFERENCE-:s CITED
tem, fluid pressure actuating means for applying
said clutches,`4 a iiuid pump, -conduitsl'i'rom s'aid 30 The following references are of record in the
uid pump to,A said actuating means,- an accel "ille of this patenti' A
erator operated valve controlling the iiowv of fluid UNITED srAgrns Pa'rnrrrs
through one'f: said conduits, agovernor con
trolled valve controlling the Aflow of iiuid through _. Number - v-Name Date
SmallV_______ _.-_~_'__--__ Dec. 7, 1926
both of said-*_.ondutisto'selectiysy' apply said; as - 116092782
clutches under certain speed conditions, a single' 1,839,088 Normanvil1e=__~--..-.--1_,Dec. 29. 1931
planetary gearset'interposed between said power 1,975,835 Farkas ____-.-___.'_~.." oct. o, 1934
2,205,470 D_unn '_ _______ __^_.._; June 25, 1940
and load shafts;_a_friction clutch between two 2,242,276 vincent-____v_______ Mayzo, 1941
of the elements bf said planetary gearset, ?uid. '
pressure means for applying said friction clutch 40 . 2,328,392
2,332,593
ANeracher-___.'_;_.._.. Aug-31, 1943
Nutt et a1.- ______ _.,.' octijzs. 1943
to lock saidlastm'entioned elements together to 2,339,626 Dufeld _____ _-.-_-.__ Jan. 18, 1944
transmit torque through said planetary gearset 2,343,955 Cotterman '__-_;___;Mar. 14, 1944
at a unitary ratio, al conduit connecting said last
mentioned fluid pressure means with said pump, , 2,349,410 Normanville_~_-1_--__." May 23, 1944
,- 2,381,786 Tyler _______ _.-.....'_'_.. Allg. 7, 1945
a valve controlling" said conduit, 'brakefriction
means for operating said'valve, a hydraulic servo 2,409,506