March 7, 1944. .

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 Patented Mar. 7, 1944
2,343,304

srmss PATEN oFFicE 1

2,343,304
HYDRODYNAMIC TRANSMISSION
Ludger E. La Bria-Detroit, Mich, asslgnor to
Chrysler Corporation, Highland Park, Mich, a
corporation of Delaware
Application April 13, 194.0, Serial No. 329,398
3 Claims. (Cl. 74-1895)
This invention relates to power transmission than has heretofore been the case in previous
mechanism especially for use in automotive ve transmissions of this type.
hicles. _ Another object of the invention is to provide an
More speci?cally, the invention relates to a mo improved motor vehicle transmission in which a
tor vehicle power transmission embodying a ?uid mechanical torque multiplying means is used in
torque converter in combination with a kick conjunction with a ?uid torque multiplying
down gear mechanism in which the converter is means, each being adapted to act alone and in
adapted to act as a simple slip coupling at ve combination with the other to provide a ?exible
hicle cruising speeds and the kickdown gear is and quickly responsive drive. i I '
arranged in such manner that it is instantly 10 Another object is to provide an improved dy
available for increasing the vehicle acceleration namic torque converter which'is more e?lcient
when passing other vehicles at high speed and and more economical to manufacture than those
climbing hills in the range of car speeds during in the prior art. .
which the ?uid converter is functioning as a slip Another object is to provide improved control
coupling. 15 means for transmissions of the aforesaid type.
Heretofore, attempts to utilize ?uid torque con Still another object is to provide an improved
verters in motor vehicle drive mechanism have cooling means for the working ?uid of the ?uid
not been entirely successful because of the ex converter whereby the working ?uid is kept cool,
termely low overall efficiency of the torque con vapors are condensed and the formation of var
verter when used in installations where it is 20 nish.incident to the heating of the oil is pre
called upon to convert torque through a relatively ,
vented.
wide speed range such as that incidental to the Other objects and advantages of the invention
driving of a motor vehicle. The present im will be apparent from the following description
proved arrangement contemplates the use of a which describes preferred embodiments thereof.
?uid torque converter purposely designed for con 2-5
Reference is now made to the accompanying
verting engine torque through a relatively nar drawings, in'which:
row range of vehicle speeds, for example, up to 20 Fig. 1 is a fragmentary view in side elevation
M. P. H. at which speed, the torque converter be of a motor vehicle power plant embodying my
gins to function as an ordinary ?uid slip cou- novel and improved transmission.
pling of the kinetic type. With such an arrange 30 Fig. 2 is a sectional view along the line 2-2
ment, the highly desirable torque multiplying of Fig. 1.
characteristics of the torque converter may be Fig. 3 is an enlarged longitudinal vertical sec
utilized during acceleration of the vehicle from tional view of the Fig. 1 transmission.
a standstiliand upon the attainment of a speed Fig. 4 is afragmentary sectional view of the
su?icient to provide good accelerating charac 35 ?uid torque converter end of the Fig. 1 transmis
teristics in direct drive, the torque converting fea sion on a still larger scale.
ture is cut out and the ?uid unit is operated as Figs. 5, 6 and 7 are sectional views taken re
a slip coupling thereby avoiding the penalty of spectively on lines 55, 66 and 7-4 of Figs. 3
low ef?ciency which manifests itself in heating and 4.
of the ?uid and excessive fuel consumption. 40 Fig. 8 is a sectional view along line B8 of
With such an arrangement it is not desirable to Fig. 2.
provide meansfor increasing the torque trans Fig. 9 is an enlarged view in section of the
mitted at high speeds, such as may be desired clutch control valve mechanism of Fig. 1.
when passing another vehicle in tra?ic or on a Fig. 10 is a diagrammatic view of the ?uid cool
grade, and the present invention contemplates 45 ing circulation system. 7
the use of a kiclzdown gear mechanism which is Figs. 11 and 12 are enlarged sectional views
under the control of the driver and may be along lines H-ll and l2--l2 respectively of
brought into action at will for increasing the ac Fig. 3. '
celeration of the'vehicle'. I > - Fig. 13 is an enlarged sectional view of the lost
The principal object of the invention therefore 50 motion throttle valve adjusting mechanism of
is to provide an improved transmission for mo Fig. 1.
tor vehicles in which the highly desirable quali Fig. 14 is an enlarged fragmentary sectional
ties and'characteristics of the?uid torque con view of the kickdown coupling element. ,
verter are utilized and in which the torque con Fig. 15 is a sectional view along line |5l5 of
verter is operated at a higher degree of efficiency 55 Fig. 2.
 2 aaaascc
Figs. 16, 17 and 18 are perspective views of the 30. The roller clutch F is arranged such that it
converter vanes taken in the direction of arrows will lock the guide element l3 to the shaft 23
X, Y and Z on Fig. 3. whenever the guide element tends to rotate faster
Fig. 19 is a sectional view along the line |9|9 than the shaft in a forward or clockwise direction
of Fig- 3. _ as will be made more apparent later on.
Fig. 20 is a combined sectional and diagram The casing 28 has a radially inwardly project
matic view of the clutch control mechanism. ing part 3| which carries a forwardly projecting
Fig. 21 is a sectional view of a modi?ed form axial sleeve 32. The latter has a cam formed
of governor for use in the Fig. 20 control mech thereon near its forward end (see Fig. 7) which
anism. cooperates with the rollers of a third overrun
Fig. 22 is a fragmentary view of a modified ning device G, the direction of the cammed sur
form of torque converter for use in the Fig. 3 face being such that the guide element I3 is pre
transmission. vented from rotating rearwardly relatively to the
Fig. 23 is a sectional view along line 23-23 of casing 28. '
Fig. 22. 15 The shaft 24 is supported in the hollow portion
Fig. 24 is a fragmentary sectional view of a of the shaft 23 at 33, 34, by suitable bearings, the
second modification of the torque converter. parts of which are retained in place by a spacer
Fig. 25 is a sectional view along the line 25-45 sleeve 35. The shaft 23 has a tapered splined
in Figs. 22 and 24. portion 36 near its rear end on which is drivingly
Fig. 26 is a perspective view of the runner and 20 carried a clutch driving member 38, the hub 31
guide vanes taken in the direction of the arrow 28 thereof being provided with corresponding ta
on Fig. 24. . pered splines. The member 38 is retained in place
Fig. 27 is a sectional view along line 21--2l of by a nut 39 which also holds a suitable seal 48
Fig. 24. in sealing relation with the shafts 23, 24. A pair
In the .drawings in which like reference nu 25 of annular ba?le members 4|, 42 are carried by
merals designate corresponding parts in the fol the clutch driving plate 38 and the casing end
lowing description, the vehicle power plant com wall 3| respectively and cooperate with each
prises an internal combustion engine A having a other and the seal 48 to prevent ?uid from being
crankshaft III which is connected to drive the thrown on the clutch parts.
rear wheels of the vehicle (not shown) through 80 The clutch driving member 38 has a cover 43
a ?uid coupling B, a friction clutch C and a fastened thereto at 44. A driven disc 45 of
variable speed gear mechanism D. ' usual type is carried by a hub 46 splined at 41
The ?uid coupling B is of the dynamic type of the shaft 24 and is adapted to be engaged at
and has an impeller II, a runner l2 and a guide 53 by a pressure plate 48 which is drivingly con
or reaction element l3. The impeller | I is bolted 35 nected to the cover 43 at 49 by a thin diaphragm
' at M to a shroud or housing member l5 which member 58. The member 58 is engaged at the
surrounds and encloses the other coupling ele center thereof by a clutch release mechanism
ments and is fastened to the crankshaft l8 at generally indicated by the numeral 5|, the said
I6. The connection at i4 is ?uid tight and a mechanism including the usual release bear-'
suitable seal I1 is provided between the engine 40 ing 52. _
block l8 and the crankshaft l0 toprevent escape A second diaphragm member 54 is carried by
of the engine lubricating oil. The housing It the cover 43 and bears against the ?anged por
carries a ring gear 25-adapted for engagement tion 55 at its outer periphery and against the
with the usual starting motor pinion (not shown) . lugs 56 of the pressure plate inwardly thereof.
The runner I2 is fastened at l9 to a hub mem 45 The diaphragm 54 is of the Belleville type and
ber 20 which is rotatably carried with respect to is designed to exert a force against the lugs 56
the crankshaft l0 by'means of an anti-friction tending to urge the pressure plate 48 forwardly
bearing 2|. The hub 20 is splined at 22 to a thereby to compress the driven clutch disc 45
shaft 23 which has a hollow rearwardly extending between the plate 48 and the driving member 38.
portion in which is received the forward portion 60 A coil spring 51 is provided to prevent ratt
of an intermediate shaft 24. An overrunning of the parts. _ -
clutch E of the well known cam and roller type An annular forging 58 is welded at, 59 and
is provided between the crankshaft l0 and the 60 to the shell of the impeller H and is provided
shaft 23 and is so arranged that the crankshaft with a bearing surface 8| which engages the
Ill may overrun the shaft 23 during forward 65 sleeve 32 and a shoulder 62 which is adapted to
drive, but the shaft 23 can never overrun the cooperate with a sealing device 63. The latter
engine. This permits use of the engine as a brake may be of any suitable type, the one illustrated
and starting of the engine by towing the car. being of the "Sylphon type which is well known
A second hub member 28 of greater diameter in the art. The seal is carried by a collar 64 .
than the hub 20 is rotatably carried at its for-' 60 fastened to the end wall 3| of the casing and
ward end on the hub 28 by means of the anti comprises essentially a bellows 65 which carries
friction bearing 21 and carries the guide or re a collar 68, the latter being urged by a spring
action element l3 of the ?uid converter. The 61 with considerable pressure into contact with
latter is non-rotatably ?xed to they hub 26 and is a wear collar. 68 which in turn bears on the ring
adapted to be held against rotation with respect 6.5 69 carried by the shoulder 62.
to the casing 28 to provide'reaction during the An additional sealing member 18 carried by
torque multiplying period of operation of the the casing and fastened thereto at H, surrounds
converter unit-and to be clutched to the runner the pressure seal and protects it from grit which
for rotationtherewith during the period of di-. might cause wear of the collar 68 with conse
rect drive through said unit by means about to 70 quent leakage of ?uid.
be described. The member 58~is provided with passages l2,
As can be seen in Figs. 4 and 6, an overrunning 13 which communicate with the annular space
clutch device F of the cam and roller type is pro between the sleeve 32 and the seal 63. The
vided between'the hub 26 and the shaft 23, the latter is in communication with a radially ex
cam 29thereof being splined on the shaft 23 at 15 tending passage 14 which, as indicated diagram
 2,343,304 3
matically in Fig. 10, is connected with a ?uid uous exchange of ?uid will take place between the
reservoir 75 through a pipe 16. converter and the cooling coil 92.
The working ?uid of the converter is supplied 7 Upon rotation of the impeller H by the engine
from reservoir tank 15 to the impeller through A, the working ?uid will be delivered to the vane
the pipe 76 as indicated by the arrows on Figs. 4 5 passages of the runner l2 thereby causing the
and 10. The impeller H acts as a pump and in latter to revolve. The ?uid then passes from the
addition to delivering ?uid under pressure to the runner passages into the vane passages of the
passages of the runner l2, it also maintains a guide or reaction member l3 from which it is de
continuous exchange of ?uid between the con livered into the impeller passages for a repetition
verter, the reservoir 15 amd a cooling coil dis 10 of the cycle. The vanes of the impeller are
posed in the upper tank of the vehicle radiator straight, as aforesaid, and those of the runner
ll. As'illustrated in Fig. 19, the vanes 18 of the and guide members are curved, .as- illustrated in
impeller are of stamped construction. The vanes Figs. 16-18.
are welded to the outer shell of the impeller at As the vehicle is started from standstill, the
their outer edge portions and to a torus member 15 torque demand on the shaft 24, which is con
80 of annular form at their inner edge portions. nected to the rear wheels through gearing about
The vanes 8| and 85 of the runner and guide re to be described, will, of course, be at its maximum.
spectively are of die cast construction and are Due to the shape of the vanes in the runner and
welded to the respective shells thereof and to guide member, the former will be rotated by the
torus members 82 and 84 as shown in Fig. 4. The 20 pressure ?uid at a speed lower than the impeller
vanes of the impeller are straight and are radially ' and the guide member I 3 will have a tendency
disposed with respect to .the rotational axis, to rotate in an opposite direction such action
while the vanes of the runner and guideare of being prevented by action of the overrunning
curved con?guration as illustrated in Figs. 16, brake device G which looks the guide member to
1'7 and 18, which show the appearance of these the casing mounted sleeve 32. The torque sup
blades when viewed as'indicated by the arrows plied by the runner I2 to the shaft 23, which is
on Fig. 3. normally drivingly coupled to the shaft 24
The impeller is provided with a plurality of through the friction clutch C, is thus multiplied
vanes or blades 79 formed with a hollow passage and the ?uid torque converter acts as the equiv
83.- These vanes may be of die cast construction 30 alent of a gear reduction mechanism.
ormay be formed by welding two thin grooved As the vehicle increases in speed, the torque
vanes together as desired. The passage 83 is demand on the shaft 24 will decrease and the
disposed in such manner that it connects the runner l2 will tend to increase in speed until it
passage 12 with the inner hollow annular space is rotating at a speed approximately equal to
formed by the torus members 80, 82 and 84, open 35 that of the impeller. There will always be some
ings 85 and 8'? being provided in the impeller slip between the impeller and runner but this will
torus member andv shell respectively. be small at car cruising speeds. As the speed of
During rotation of the impeller, the ?uid from the runner approaches the speed of the impeller,
reservoir 75 is pumped through the passage 83 the reaction force tending to rotate guide mem
into the torus portion from whence it enters the ber l3 backwardly will continually decrease until
working circuit of the converter through the it reaches zero. Further increase in the speed
clearance "openings between the marginal por of the runner relatively to the impeller will cause
tions of the impeller, runner and guide member a reversal of the force direction of the ?uid en
respectively. At the same time, ?uid is con- ' tering the guide member thus tending to cause
tinuously withdrawn from the working circuit the guide member to rotate forwardly with the
at the outer portions of these clearance openings runner. Under such conditions, the guide mem
and this ?uid ?ows radially inwardly, as indi ber will be released from its locked condition
' cated- by the arrows on Fig. 4, until it ?nds its relative to the casing through the action of the
way into the- space 88 provided between the - cverrunning device G and will lock itself to the
50 shaft 23 through the overrunning device 'F. The
sleeve 32 and the shaft 23 from whence it is
withdrawn from the converter through passage runner l2 and the guide member 13 will then ro
89. The latter is connected with a radially dis tate as a unit and the torque converter will cease
posed passage Qt, which~is in turn connected to convert torqueand will become a simple ?uid
with a cooling coil 92 through a pipe iii. The coupling of the kinetic type.
cooling coil 92 is disposed in the upper tank of The precise condition of operation under which
, the vehicle radiator l1 and communicates with the ?uid driving unit will cease to act as a con
the ?uid reservoir 75 through a pipe 93. verter and begin to function as a simple slip cou
A second sealing device 96 of a type similar to pling may be varied by proper proportioning of
the seal 63 is provided between the casing mount the parts thereof. In the embodiments shown
ed sleeve 32 and the shaft 23, as more clearly herein, the unit is designed such that the guide
shown in Fig. 4,, and e?ectively prevents ?uid member will release itself from the transmission
casing and clutch up to the runner shaft when
?owing through the annular space 88 into the the runner reaches a speed of approximately 70%
discharge passage 89 from leaking into the hous of thimpeller speed. This occurs at a car speed
ing of clutch C. . I H
The fluid exchange circuit is provided With a of about 20 M. P. H., acceleration above this speed
being suillcient without torque multiplication
pair check valves ea, 95, shown diagrammatically through the fluid drive unit. .
in Fig. 10. The valve 94 is in the input side of With the aforesaid driving arrangement, the
the circuit and is preferably set to open at ap advantages of both the ?uid torque converter
proximately 1/2 lb. pressure. The valve 95 is in 70 and the ?uid slip coupling may be realized and
the output side and is preferably set to open at the disadvantages inherent in each may be sub~
> approximately 10 lbs. pressure. It is thus ap stantially eliminated. As is commonly known,
, parent that during operation, the converter will the ?uid torque converter operates with maximum
be kept full of ?uid under pressure high enough e?iciency when the unit is being operated to pro:
to expel air and gases therefrom. and a contin 75 duce the speed reduction characteristic for which
 4-5, 2,848,804
it was designed; and, when operated at speed running clutch devices L and K will be more fully
ratios above and below this figure, the e?iciency brought out later on in this description.
falls off rapidly as the speed ratio is varied. 0n From the mechanism so far described, it will
~the other hand, the ?uid slip coupling has an be seen that gear I00 may deliver power to sleeve
inherently high operating efficiency when the 5 I22 which has a splined connection to the tall
runner is rotating above its stall speed. shaft IIO, thlOu5h clutch teeth I05, coupling
vAccordingly, my invention contemplates that sleeve HI and clutch teeth I22 of sleeve I22
the ?uid torque converter unit shall be designed or, if coupling sleeve I2I is moved rearwardly to
so that it will multiply the engine torque avail disengage the teeth I2I' from the teeth I05, the
able at the shaft I0 until the vehicle has been 10 direct driving relationship between shaft 24 and
accelerated to a cruising speed of approximately sleeve I22 will be released and power will be de
20 M. P. H., at which point the torque demand livered from gear I00 to sleeve I22 through coun
at the shaft 24 will of course be comparatively tershaft gears I06 and I01, gear'I24, sleeve I23
low, and the fluid unit will then cease to multiply and roller clutch K.
torque and will function as a slip coupling under Reverse driving of the vehicle may also be ob
all conditions of vehicle operation above a, speed tained by proper setting of the mechanism in
of approximately 20 M. P. H. casing I02 through manipulation of the manually
The shaft 24 is supported at its rearward end ' operable shift lever I25., The latter is pivotally
in the end wall I03 of a gear casing I02 by the mounted on the transmission casing by means of
anti-friction bearing IOI, and has a gear I00 2 O a shaft I26 on the inner end of which is ?xed
integrally formed therein, as shown in Fig. 3. an arm I21, the lower rounded end of which is
Gear I00 is in constant meshing engagement with engaged in a slot I29 formed in the shift collar
the gear I06 which together with the integrally I28. The latter is slidably mounted on the shaft
formed gears: I01 and I08v is mounted rotatively I30 which is disposed longitudinally of the casing
on a countershaft I09 which is disposed in axially 2 I02 and ?xed thereto at each of its ends. Shaft
parallel relationship with the shaft 24 and a I30 is dividedgwith a plurality of grooves I3I
tailshaft H0. The latter is piloted in the hollow which are adapted to be engaged by the spring
portion III of gear I00 by means of a roller pressed ball of a detent I32.
bearing H2 and is supported at therear end Formed integrally on collar I28 is a shifter fork
. of the gear casing I02 by an anti-friction thrust 30 I33 which rigidly engages a groove formed in the
bearing I I3, through the intermediary of a sleeve rearward end ofsleeve I23 as is clearly shown
II4 which is splined on the shaft H0 and which in Fig. 2. A second shifter fork I34 is pivoted
> has the speedometer drive gear I04 formed on its at I35 to the collar I28 which has a 517013136 (Fig.
rear end and a set of male clutch teeth I I5 formed
15) formed thereon to limit pivotal movement of
on its forward end. Thesecond sleeve IIIG is
fork, I34 in the forward direction. A coil com
pression spring I31 yieldably urges the fork I34
splined on the extreme rear end of shaft I I0 and
cooperates with the ?uid seal II! to prevent the against the stop I36.
escape of ?uid from the rear end of the gear Figs. 2 and 3 show the various parts in a for
ward direct driving position. To secure reverse
casing. A brake drum H8 is fastened to the
sleeve II6 by bolts III! and form part of a con 40 setting of the mechanism, the lever I25 is moved
ventional transmission shaft brake assembly. forwardly by manual operation of the control
Formed integrally upon the extreme rearward '
member I25 which is mounted on the instrument
end portion of the shaft adjacent the gear I00 panel of the vehicle as shown in Fig. 1 and has
is a clutch member provided with a plurality of an operative connection with the lever I25
ramped teeth I05 which are adapted to mesh with 45. through the Bowden cable I26. Forward move
mating internal teeth I2I' formed on a slidable ment of the shift lever I25 slides the collar I23
bodily along the shaft I30 in a rearward direction '
coupling sleeve I2I. The teeth I05 and I2I" are
more clearly shown in Figure '14. Teeth I2I' until the spring pressed ball of detent I32 en
are in constant meshing engagement with teeth gages the rearmost groove I3i as collar I28 is
I22 formed on the forward end of sleeve I22
shifted rearwardly. Sleeve I23 and coupling
which is splined on shaft IIO as shown in Fig. 3. sleeve I2I are also shifted because of the stop
Sleeve I22 carries a second sleeve designated I36 and the connection between these elements
through forks I33 and I34. By referring to Fig.
I23 on which is formed .. gear I24 which is :nor
3 it may be seen that sleeve I22 is shifted along
mally meshed with the countershaft gear I01 dur 65 the sleeve I23 due to the connection between
ing forward drive of the vehicle. An overrun
ning clutch device L of the revers ~ type (see Fig.
these elements afforded by thegreoved collari?-..
and snap ring I39 respectively. As the assembly
12) connects the rear end portion of shaft 24 with is shifted rearwardly, gear I24 is moved out-of
shaft I I0 in such manner that shaft 24 may over; meshing engagement with countershaftgear I01
run shaft H0 in the forward (clockwise) direc 60 and into mesh with idler gear I24 (Fig. 2) and
tion whenever the coupling sleeve I2I is disen- . female clutch teeth I40 which are formed on the
gaged from the clutch teeth I05. extreme rearward end of sleeve I23 are meshed
A second overrunning clutch K is interposed\withmthe mails lubch m teeth II5 formed on vthe
between sleeves I22 and I23 and permits sleeve sleeve H4 as aforesaid. \V I '
I22 to overrun sleeve I 23 in the forward direction Reverse or counterclockwise rotation may now
during drive of the vehicle forwardly in direct _ be imparted to sleeve H4 and shaftI I0 through
drive and also permits sleeve I23 to overrunsleeve gear I00, countershaft gears I06 and I08, idler
I22 in a rearward (counterclockwise) direction gear I24; gear I24 and clutch teeth H4 and I I5:
during reverse driving of the vehicleas'swiilbe sleeve I23 overrunning sleeve I22 through the
presently made apparent. Clutch K establishes 70 overrunning clutch vdevice ,K, the overrunnlng
a driving relationship between sleeves I22 and clutch device L permitting" shaft IIO to rotate
I23 whenever sleeve I23 tends to overrun sleeve in an opposite direction "to shaft 24.
I22 as is the case when the coupling sleeve I2I As previously stated, reagward movement of
is disengaged from; shaft 24 and the underdrive the coupling sleeve I2I to a position such that '
mechanism is operating. The functionsof over-1| the teeth I2I thereof are out of meshing en
 2,348,804 5
gagement with the teeth I05 when the parts are which may be of any desired type and as herein
in the position shown in Fig. 3 will cause the ve illustrated includes the usual storage battery I62
hicle to be driven through the countershaft gears having a connector I63 to the primary I66 of
I05 and II" at a reduced speed relative to shaft the ignition coil and a return connector I55 in
24. The apparatus for controlling the under the latter of which is interposed a suitable ig
drive mechanism will now be described, refer nition switch I65. The circuit also includes the
ence being made to Figs. 2, 3, 8 and 15 particu secondary coil I51 connected with the movable
larly. member IE8 of the distributor indicated gen
The underdrive mechanism is brought into op erally at I69, the latter having a series of sta
eration at the will of the driven by an electri 10 tionary contacts connected by circuit wires to
cally operated device comprising a solenoid desig respective spark plugs of the vehicle engine. One
nated generally at IIlI which is mounted on the such connection is indicated at I'I? for the in
right hand side of the transmission casing ad sulated member of the spark plug ill, the op
lacent the rear end thereof. The solenoid is . posing member of the spark plug being grounded
contained within a casing I42 having a lateral to the engine as is also the coil I67 as indicated
?ange secured to a plate M3 by spools I46. at I12. Connector I13 connects the switch blade
Plate M3 is in turn secured to the rear wall M5 I56 with one side of the primary coll I64. The
of the transmission casing by suitable fastening solenoid coil I46 is connected to the aforesaid
means. Contained within the casing I62 is the circuit by wire I'M, the circuit to the solenoid
usual solenoid coil I 46 spaced from the plate 20 being controlled by a switch I15, the other side
I43 by the spacer I?l having a central opening of the switch I'I5 being connected to the battery
accommodating the solenoid core I48. The latter I52 through a wire I I5.
has an opening M5 therein through which ex A make and breakswitch indicated at I68
tends the coupling sleeve actuator rod I58 and operates in timed relation with the movable
within which is disposed a coil spring I5I sur 25 member I58. That is to say, the contact is broken
rounding the rod I5EB. One end of the spring 95! as the member 38 engages a respective contact
abuts the washer G52 ?xedly mounted on the point and contact is made as the member I58
rod I50, the washer abutting the adjacent face breaks contact with the aforesaid point.
of the radially inwardly extending portion of The switch indicated at I15 is controlled by
the end wall 558 which portion has an opening 30 manipulation of a suitable vehicle driver oper
I52. The opposite end of the spring I5i seats able member illustrated herein as the acceler
against an abutment 553 secured to the core his. ator pedal for the engine throttle control mem
The relation of spring ltl (Fig. 2) to spring I52 ber. Referring to Fig. 1, it may be seen that the
is suchthat when the latter is compressed by engine A is provided with the usual intake manl
movement of core I 48 to the right, as shown in fold to which is conducted the usual gasoline and
Fig. 8, the built up energy is sufficient to move air mixture from a carburetor Ill under control
rod i513 and fork I3d to the right against the of the usual butter?y valve adjustable by a lever
resistance of spring I3? thus retracting the cou I19 so that when the throttle valve is in its wide
pling sleeve "I28 to its disengaged position as open position the lever I19 will engage a stop
will be presently made more apparent. ' use to prevent opening movement of the lever
Carried by and movable with the solenoid core He. The operating rod IBI has one end thereof
M8 is a metallic rod I5d having a portion there ,pivotally connected at 682 to the lever I79, the
of @xtending axially beyond the adjacent end other end of the rod being operatively connected
face of the core and extending into an opening to a lever I33 pivotally supported on the vehicle
I55 in the end face of the casing I62. The rod at IBIS for swinging movement.
I 55 is adapted upon movement of core I68 in The swinging movement oi. lever IE3 is con
response to energizationeof the solenoidto en trolled preferably by the foot operated acceler
_ gage a contact point on an oscillatable switch ator pedal I85 pivotally supported at I85 on the
blade I56 which is connected in the engine igni vehicle driver compartment toe board E37, 9.
tion system as hereinafter set forth. The switch 50 spring I88 yieldably urging pedal 885 upwardly
blade G56 is carried by an insulating mounting to throttle closing position. A short arm I89
I5'I secured by a screw I58 to casing I52. An operatively connects pedal 85 with the lever
insulating leg I 59 is carried by blade I55 and as.The throttle valve actuating rod MI is pivoted
engages the end face of the casing M2, it being
understood that the blade is yieldably urged to 55 to the throttle valve control lever "9 through a
the position shown in Fig. 8 by suitable means lost motion mechanism indicated generally by
such as a light spring. the numeral I50 and more clearly shown in
The end face of the casing has an opening I60 Fig. 13.
accommodating the free end of rod I50; the latter _ The rod I8I is adapted to slide through an
being provided with an electrically insulated ex 60 opening in an ear I9I of a bracket I92, the
treinity IGI, engageable with the switch blade latter having a forward portion we secured to
I56 for the purpose hereinafter set forth, it being a guide block I94 provided with a rearwardly
understood that the rod I55 is adapted upon open bore I95 and having a pivotal connection
energization of the solenoid to engage the switch at I82 with the throttle control lever I19. Rod
blade contact point prior to engagement of the 65 I8I has fixed thereto va collar I96 forwardly
insulated extremity I6I of rod I56 with the adjacent the ear I9I. a preloaded spring I97 sur
switch blade. As will be presently made clear. - rounding the rod and acting between the block
the rod I54 is moved to engage the contact point I94 and the collar I96 so that normally this
of switch blade I56 for momentarily interrupt spring serves as a connection between rod I8I
ing the engine ignition circuit while subsequent 70 and block I 96. The spring I 91 functions as an
engagement of the insulated extremity I5I of rod overtravel spring and permits rod I8I, lever I83
I50 with thelswitch blade reestablishes the ig and pedal I85 to have a certain amount of over
nition circuit. . ' > travel after the lever I19 has engaged the stop
' The switch I58 is connected in 'the internal I80. During this overtravel of the accelerator
combustion engine ignition system or circuit 75 pedal I85 spring I91 advisesthe driver that he
 6 2,343,304
is manipulating the accelerator pedal beyond the accelerator pedal is again released to its wide
wide open throttle position for actuation of the open throttle position, ?nger 200 does not imme
kiekdown mechanism by reason of the extra re diately engage switch element 282 for restoring
sistance in addition to spring I88 afforded by the the switch to its open position, this ?nger 280
compression of spring I91 when collar I96 moves preferably engaging the switch element when
toward the block I94. In other words, when the the pedal I85 nears the end of its fully released
accelerator pedal is manipulated to kickdown position such that the last portion of the releas
position for causing the underdrive mechanism ing movement of the pedal is utilized for causing
to function, an extra resistance is encountered by ?nger 208 to e?ect the snap-over switch open
reason of compressing spring I91 during opera 10 ing movement of the element 202 in restoring the
tion of the Fig. 13 mechanism. whichraccommoa - parts to their Fig. 1 position.
dates overtravel of the accelerator pedal beyond As illustrated in Figs. 1 and 2, a Bowden wire
its wide open throttle position. The forward end 204 enclosed in a sheath 205 is attached to the
of rod I8I is slidably disposed in the bore I95, rear bottom portion of a solenoid casing. This
the bracket I92 limiting the operating tendency 15 Bowden wire extends upwardly to an operative
of the rod BI and block I94 under the action of connection with a manually operated control ele- '
spring I91. ' ment 206, mounted on the vehicle instrument
When the accelerator pedal I85 is depressed to panel 208. A suitable detent mechanism 281 is
accelerate the vehicle by opening the throttle provided for releasably holding the}, element 206
valve in the carburetor I 11, link I89 operates to 20 in one or the other of two operative positions.
swing the lever I83 forwardly about its pivot At its lower end wire 284 is operatively connected
I84,.rod I 8| thrusting block I94 forwardly with to a second coupling sleeve control rod I58_ (Fig.
out relative movement therebetween so as to 15). Control rod I58 is identical in its operation
swing lever I 19 forwardly and, as the acceler with red I50 but differs as to the control features
ator pedal is depressed to the end of its range 25 thereof. Rod I50 extends through a hole in the
opening movement, the lever I19 will ergage the shifter fork I33 and through an enlarged hole
stop I80. The accelerator pedal is then adapted - in the member I34 in a manner identical with
to have a further range of movement overtravel rod I50. When the control element 206 is in the
ing the throttle valve while maintaining the lat position shown in Fig. 1, rod I58 is in its corre
ter in its wide open position and in order to 30 sponding forward position identical to that of
~ accommodate this overtraveling movement, the rod I58 in Fig. 2 and coupling sleeve I2I is in its
mechanism illustrated in Fig. 13 comes into. engaged postion as shown in Figs. 2 and 3. When
action so that during forward overtravel of rod it is desired to drive the vehicle through the un
I8I the said rod will slide in the bore I95 and derdrive mechanism under such conditions that
compress the spring I91 without forwardly m'ov it would be undesirable to bring the underdrive
ing block I94 of the throttle operating lever I91 into operation by means of the solenoid control,
which rests against the stop I80. Upon release the control element 286 is pulled rearwardly to
of the accelerator pedal I85, spring I88 assisted its outward position in which it is releasably held
by spring vI91 operates to restore the parts to the 40 by the detent 281 thereby exerting a pull on the
Bowden wire 204 and effecting a rearward move
throttle closed position illustrated in Fig. 1. ment on the control rod I58 which disengages
During this return movement of,the partsrod coupling sleeve I2I from driving engagement
I8I and the parts between this rod and the shaft with teeth I85. Movement of control element
I86 move relative to block I94 and lever I19 until I
286 forwardly to its inner position will move rod
the collar I96 engages the ear I!" of the bracket I50 forwardly thereby permitting spring I31 to
I92 and thereafter spring I88 moves ,rnd I8I urge fork I34 forwardly for effecting an engage
along with the block I94 and lever I19 without ment of coupling sleeve I2I with teeth I05 at the
lost motion until the throttle valve is restored to instant the two become synchronized as will be
closed position and the accelerator pedal I85 is presently explained. It can thus be seen that '
correspondingly positioned as illustrated in Fig. 1. a manu'al'control is provided for actuation of the
The aforesaid overtravel movement of the ac coupling sleeve I2I that is entirely independent
celerator pedal I85 is adapted to effect energiza in its operation from the accelerator operated
tion of the solenoid I through operation of the kickdown mechanism. The manual control ele
switch I15. A switch operating, lever I99 is ?xed ment 286 might be operated to lock the parts in
to the lever I83 and is adapted to move there underdrive position for sustained periods under
with, this lever I99 having a pair of switch oper various conditions of operation such as those
ating ?ngers 280 and 28I alternately engageable encountered when the vehicle is ascending a long
with the swinging operating element 20I of the hill or for sustained driving in heavy traffic at
switch I15 which is preferably of the well known low speeds, etc. ,
snap-over type. _ Referring now to Figs. 1, 9 and 20, it will be
In the fully released (throttle closed) position. noted that a clutch pedal 2 I0 is operatively con
of the accelerator pedal I85, as illustrated in nected to the release mechanism 5| of the fric
Fig. 1,,the ?nger 200 has operatedthe switch ele tion clutch C by a shaft 2| I, The latter has an
ment .282 so that the switch I15 is open and arm 2I2 also operatively connected thereto which
whenvthe accelerator pedal I85 is depressed to 65 is in turn connected to a piston rod 2I3 of a
the limit of its aforesaid throttle opening range fluid cylinder 2| 4. The ?uid cylinder 2I4 may
' of movement the ?nger 28I has been swung up be of any well known type and preferably has
wardly about the lever support I84 and into the usual piston 2I5 therein for reciprocation of
engagement with the forward face of the switch the rod 2I3. A coil spring 2I8 biases the piston
element 282. When the accelerator pedal is de 2I5 toward clutch engaged position and a vent
pressed for the aforesaid overtravelling range of 2I1 is provided to prevent a vacuum from being
movement, the mjiger 28I then swings switch formed in the lower end of the cylinder. The
operating finger 202 in a counterclockwise direc cylinder m is pivotally mounted at m on the
tion and causes this element to have theusual engine housing to accommodate accurate move
snap action in closing. the switch. when the 15 ment of the arm 2I2. -
 2,345,804: 7
For operation of the ?uid pressure motor 255, circuit interrupting position, and is engaged by
the regular engine pressure oil circulation system . one leg of a V-shaped lever 255, the other arm of
is preferably employed. Inasmuch as a source which engages the throttle valve control arm I19
ofoil under pressure is a conventional accessoryat'engine idle position of the latter, through a
ofall modern internal combustion engines, the screw 256 which mrmits adjustment for clear
system will not be described in detail, it being ance. The switch 233 is adapted to open upon
considered sui?cient to indicate that oil under initial throttle opening movement of the arm HE
regular engine lubrication pressure is supplied and to remain open until the arm H9 is permitted
through a pipe M9 to a valve 22B, the latter be to return to engine idle position by release of the
ing of the type having a stem 22H adapted for 10 accelerator pedal. In Fig. 20 the switch is shown
reciprocation by an electrical solenoid 222. in open, or circuit interrupting position, the lever
, The plunger 2223 of the solenoid is carried di arm H9 having been moved slightly about its
rectly on one end of the stern 22E which has, an pivot to accelerate the vehicle.
enlarged portion 22a in peripheral engagement It may thus be seen that the friction clutch C
with the valvecasing. A coil spring 225 engages is adapted for automatic release to break the
the stem til at the lower end thereof and urges drive to the rear wheels whenever the circuit to
it upwardly to the position shown in Fig. 9 which , solenoid 222 is completed, and for automatic en
corresponds to the positions of the parts in Figs. gagement whenever said circuit is interrupted
1 and 3. A ?exible conduit 226 connects valve which occurs when either the switch 233 or the
220 with motor cylinder 2M and the exhaust 20 switch G is opened. This function will be more
chamber of the valve is connected with the sump iully brought out later on in this speci?cation.
of engine A through a pipe 22?. The valve stem In the operation of the power transmission as
22l is provided with stop portions 228 and 223 a whole, We will assume that the selector element
which are respectively adapted to engage the H5 is positioned in neutral and that the engine
upper wall of the solenoid casing and a stop 2% 25 A is not operating, this being the condition of the
carried by the lower wall of the valve casing ' parts when the car is parked. The sleeve 28 will
thereby to define the stroke oi the stem. be positioned intermediate its forward and re
Solenoid coil 23% is connected through wire 2&2 verse positions and the ball of detent i32 will be
with a switch 233, the other side of said switch engaged in the centrally located groove lili of
being connected to the battery ldt through wire the rod lSB (Fig. 2) . We will further assume that
23%. The other side of the coil 23% is connected the control member 206 is in its Fig. 1 position
through a wire 2% with ?xed contact 236 of a so that the coupling sleeve control rod I58 is in
speed controlled governor switch mechanism re its forward position which corresponds to the
ferred to generally by the letter G. The mecha normal forward position of the control rod l 5!] as
nism G has a movable contact 23? connected to : shown in Fig. 2. As the engine A is not operat
ground through wire 2%, and comprises a casing ing, there will be no oil pressure on in pipe 2l9
ass in which is rotatably supported a housing consequently the piston 2I5 of the ?uid pressure
250 by means of an anti-friction bearing 264. motor 2 M will be urged to its forward position by
The housing is adapted for rotation by a driving the spring EMS and clutch C will be engaged.
gear 252 driven by ?exible cable H8 which is Both the governor control switch G and the
drivingly connected to the tail shaft gear Hid throttle lever control switch 233 will be closed;
(Fig. 2). Gear 2&2 meshes with a gear rte ?xed the switch G as aforesaid closes when the speed
to the housing 2%. A gear 2% also meshes with M.
of P.
the H.tail
andshaft
the switch
drops 233
to approximately
closes when the
gear 2% and is adapted for connection to the
usual speedometer (not shown) by a cable similar \ throttle valve control lever H9 is returned to en
to lit. gine idle position.
Housing 2% has a conical portion 2% which When it is desired to drive the vehicle for
terminates in an annular marginal flange 24%. wardly the engine is started in the usual man
A ?exible diaphragm 2t; is rigidly held in mar ner. the transmission mechanism still being in
ginal contact with the ?ange 2% by a ?anged neutral thereby causing rotation of crankshaft ill,
"cover 258 as illustrated in Fig. 20. A spring ele housing '15 and~ impeller II of the torque con
ment 2&9 which rests on the upper side of dia verter B. As soon as the ignition switch I66 is
phragm 213? has an upstanding member 25d at actuated to on" position the solenoid 220 which
tached thereto, the member 250 protruding controls operation of the ?uid pressure motor 2!
through a suitable hole in the cover 248 and into 55 will be energized and the valve stem 22| will move
engagement with the flexible switch contact arm downwardly to establish communication between
23?. The latter is normally urged into circuit conduits 219 and 226 and cut oif communication
forming position by a spring 25! as shown in Fig. between conduits 226 and 227 thus introducing oil
20. Housing 2% is ?lled, at least partially, with from the engine lubrication system into the ?uid
a diaphragm actuating mass 252 adapted for dis 60 motor 218 and causing the piston 2I5 thereof to
placement by centrifugal force when the housing move rearwardly and release clutch C thereby
is rotated. The mass 252 is preferably of mer~ braking the drive between shaft 23 and shaft 24.
cury, but may consist of a plurality of metal At idling speed of the motor, the circulation of
balls or shot, as illustrated in the modified form the ?uid in the passages of the torque converter
of governor of Fig. 21 at. 252'. In Fig. 20 the, 65 B is correspondingly slow but enough power will
mechanism is shown in circuit closing position be'transmitted to the shaft 23 to cause slow rota
which is the normal position when the tail shaft tion thereof which would make it impossible to
H0 is stationary or is rotatingat' a speed below shift gears in the transmission mechanism D
4 M. P. H. car speed. _ unless clutch C is disengaged. When the engine
The switch 233 which connects the other side is cold the shaft 23 will of course be rotated at a
of the solenoid .222 to the battery has a station correspondingly faster rate due to the fast idle .
ary contact 253 and a ?exible contact arm 254 mechanism which is commonly provided and
which are mounted in a suitable insulating cas which is effective until the engine reaches its
ing and connected as shown in Fig. 20. The normal operating temperature. Release of clutch
?exible contact arm 256 is biased toward open, or 76 C under the aforesaid conditions has also an
8 2,343,304
other important function in that it prevents two or three per cent) and due almost entirely
creep of the vehicle should the transmission to friction loss.
mechanism D be in gear at the time the engine _ During direct drive the overrunning device K '
is started. > permits sleeve I22 and shaft IIO to overrun the 4
Movement of the selector element I25 to for sleeve I23 which is, of course, rotating at a lower
ward driving position will cause corresponding speed than the shaft IIO due to the speed reduc
movement of the arm I25 to engage sleeve I23 tion through gears I00, I06, I01 and I24,
and forward drive may now be accomplished As- soon as the vehicle is accelerated to a speed
smoothly and silently. As will be apparent from exceeding approximately 3 M. P. H. the ?exible
Figs. 2, 3 and 15, forward swinging movement of 10 contact arm 231 of the governor control switch G
the arm I25 will rotate shaft I26 and cause cor will be moved upwardly as shown in Fig. 20 to
responding swinging of fork I21 to thereby move open circuit position by action of the mercury
collar I28 forwardly until the ball of'detent I32 252 which under such conditions willtend to move
engages the foremost slot in shaft I30. This will upwardly under the action of centrifugal force
engage gear I24 of, sleeve I23 with countershaft 15 against the diaphragm 241. Release of the ac
gear I01 and coupling sleeve I2I will be moved celerator pedal at speeds greater than approxi
forwardly to engage the teeth thereof with ~the mately 3 M. P. H. therefore will not cause the
clutch teeth I05. . . clutch C to be disengaged by action of the ?uid
The vehicle may then be started by depression pressure motor 2| 4 even though the switchv 233
of the accelerator pedal I85 to swing throttle 20 will be closed upon return of the throttle valve
lever actuator arm I10 forwardly. Initial move control lever I19 to engine idle position because
ment of the arm I19 will open switch 233 thereby the circuit to the solenoid 222 will be interrupted
. de-energizing solenoid 222 which will permit the through the governor control switch G.
core 223 to be returned to the position shown in The speed at which direct drive through the
Figs. 9 and 20. Communication between conduits fluid coupling unit B is reached may be varied
2 I 9 and 226 will be cut off and ?uid pressure mo by altering the proportions or capacity of the
tor 2I4 will be exhausted through conduit 221 . ?uid circulating elements as well as by altering
which connects valve 220 with the engine oil the shape of the ?uid circulating passages in said
sump, spring 2I6 urging piston 2I5 forwardly in elements. For example, reducing the capacity
its cylinder and simultaneously engaging the 30 of the runner I2 will act to increase the speed at
pressure plate 48 of the clutch C with the driven _Which direct drive will take place, it ordinarily
disk 45. The vehicle is now ready to be acceler being preferred to proportion theeiements as
ated through the torque conversion unit B which - aforesaid in order that direct drive will be reached
at this stage acts as a torque converter, the kick at approximately 20 M. P. H.
down unit D being in direct drive condition. 35 If faster acceleration of the vehicle at the start
Upon opening the engine throttle, the impeller is desired, the underdrive gear E may be brought
II rotates at an increased speed and the fluid into operation either by actuation of the manual
circulated thereby impinges on the blades of the control 206 or by depressing the accelerator pedal
runner I2 and guide element I3. The runner I2 I85 to the limit of its overtravel permitted by
will transmit power to the rear wheels of the 40 spring I01 thereby closing switch I15 and ener
vehicle through hub 20, shaft 23, clutch C, inter gizingsolenoid I to move coupling sleeve I2I
mediate shaft 24, teeth I05, coupling sleeve I2I, rearwardly where it is disengaged from the teeth
teeth I22 and tail shaft II 0, the guide member I05. Such action is sometimes desirable when
I3 being locked against tendency to rotate back starting under a heavy load or when fast pick-up
wardly through the voverrunning device G. As is desired. The vehicle may, of course, be per
the vehicle increases in speed and the torque manently set for sustained operation in under
demand on the tailsha'ft I I?'decreases, the torque drive by actuating the control element 206 to
conversion requirement through the unit B will underdrive position thereby causing the coupling
correspondingly decrease until the speed of the sleeve I2I to be moved rearwardly to non-driving
runner I2 reaches a speed equal to approximately 50 position through the intermediary of Bowden wire
70 per cent of the speed of the impeller I I. This _ 204 and coupling sleeve control rod I50. Should
will correspond to'a car speed of about 20 miles the vehicle be started in underdrive by operation
per hour. When this speed has been reached, of the manually operable control element 206,
the direction of the ?uid impinging on the blades direct drive through gearset B may be obtained
of the guide element I3 will be reversed and the ' at any time by pushing control element 206 for
guide element will then tend to rotate along with wardly to direct drive position and momentarily
' the runner I2, this action being accommodated releasing the accelerator pedal I85 to secure a
by the overrunning devices G and F respectively, reversal of driving torque through the transmis
the over'running device G permitting release, of sion. Movement of control element- 206 to its
the guide element I3 from its locked up relation 60 forward position will, of course, move coupling '
with the stationary sleeve 32 and the overrunni-ng sleeve control rod I50 forwardly thereby releas
device F accommodating lock-up of the guide ele ing fork I34 and permitting said fork to swing
ment to the shaft 23. The runner I2 and guide forwardly about its pivot I35 under the in?uence
element I3 will then rotate as a two-part runner of the spring I31. At this instant, however, shaft
' .
and ?uid converter unit B will operate as a ?uid 65 24 is turning at a considerably faster speed than
coupling of the slip or kinetic type. Further ' shaft H0 and sleeve I22, thus the teeth I2I
increase in the rotation of speed of the impeller ' (Fig. 14) of coupling sleeve I2I cannot mesh with
II in accordance with increased opening of .the clutch teeth I05 until shafts 24 and H0 are syn
throttle valve will cause a decrease in the slip chronized. As will be seen from Fig. 14, the
between the two part ?uid runner and the im-' 10 teeth I05 and I2I ' respectively are ramped in such
peller until the two are rotating at approximately manner that the teeth I2I can slide over the
' the same speed. This condition corresponds to teeth I05 without clashing. Momentary release
a direct drive through the transmission mecha of the accelerator pedahwill cause a reversal of
nism. the-diference in speed between the input driving torque through the transmission and the
and output shafts being-small (in the order of 75 speed of shaft 24 will, of course, immediately fal.
 2,343,804 9
off. The speed of shaft 24, however, cannot fall the car is driven in the city because it a?ords a
below that of shaft IIO because such action will very desirable ?exibility of control making it pos
be opposed by the overrunning clutch device L, sible to secure rapid acceleration for maneuver
the rollers of which will wedge into driving en~ ing in tra?ic; it being understood that the present
gagement whenever shaft IIO tends to overrun transmission is particularly designed to be used -
shaft 24. At such instant of synchronization of in combination with a relatively fast rear axle
shafts H0 and 24, ramped teeth I2If of coupling ratio, in the neighborhood of 3:3 for example.
sleeve I 2| will slide into engagement with the The kickdown mechanism is brought into action
ramped clutch teeth I05 under the in?uence of by depressing the accelerator pedal I 85 beyond its
the spring I31. Depression of the accelerator wide open throttle position thereby closing switch .
pedal will then cause the shaft 24 to drive the I15 and energizing solenoid I4I to move coupling
shaft H0 at 1 to 1 speed ratio through the cou sleeve control rod I50 rearwardly. The operation
pling sleeve I2I. Under such conditions, should takes place at the instant of reversal of driving
roller clutch L lock into driving engagement in torque through the transmission caused by mo
such position with respect to clutch teeth I05 15 mentary interruption of the ignition circuit by
and I2I' thatdead-ending" of the teeth occurs, switch blade I56. '
coupling sleeve I2I will not drivingly engage teeth When the accelerator pedal I85 is depressed
m5 until the driver depresses the accelerator to the end of its range of throttle opening move
pedal slightly, such action causing slight rotation ment, the lever arm I19 will engage the stop I80.
of shaft 26 with respect to shaft I In thereby per Further depression of the accelerator pedal I05
ilnitting teeth I2I' to slide into mesh with teeth to the end of its overtraveling range of movement
5. 1 will maintain'the throttle in wide open position
It will be noted that roller clutch L prevents and will effect kickdown operation of the mech
free-wheeling of the vehicle at all times even anism D to secure faster vehicle acceleration.
when the sleeve I23 is positioned in neutral. This 25 During the overtravel movement of the accelera
feature also provides for starting of the vehicle tor pedal I85, the Fig. 13 mechanism comes into
by towing and for use of the engine as a brake operation to permit rod I8I to slide into the bore
while coasting since under such conditions shaft I95 of boss I95 and compress spring I91. This
H0 will be coupled to shaft 24 by coupling sleeve overtravelling movement effects energization of
H2I (or by overrunning device L should sleeve I2I 30 the kickdown solenoid I4I through operation of
be disengaged) and runner I2 drives crankshaft the kickdown switch I15 by ?nger 20I of lever
. I0 through overrunning clutch E. I99. As soon as the solenoid MI is energized,
Operation of the mechanism to obtain reverse core I48 thereof will move toward the right of
driving of the vehicle will now be described. As~ Fig. 8 thereby unloading the spring I5I, corre
suming that the vehicle motor A is operating and 35 sponding rearward movement of the rod I50 be
the gear in casing D is in neutral position with ing prevented at this instant because of the driv
the gear I24 in intermediate position with respect ing load on coupling sleeve I2 I. Rearward move
to ccuntershaft gears I01, and I08 with the ball ment of core I43 toward the right of Fig. 8 causes
of detent I32 engaged in the middle groove l3| rod I54 to engage switch blade I 56 thereby
of rod I30, the driver may obtain reverse setting 40 groundingthe primary I64 of the ignition coil
of the transmission by manipulation of the man and interrupting the engine ignition circuit. Im=
ual control element 425 forwardly thereby swing mediately upon interruption of the engine igni;
'-ing arm I25 rearwardly and moving collar I28 tion the driving torque on the teeth of coupling
rearwardly until the ball of detent I32 engages sleeve I21 will be relieved permitting spring I 5i
the rearmost slot I3I of rod I30. This movement to move the sleeve control rod I50. rearwardly
of collar 629 carries sleeves I22 and I23, together thereby swinging fork I34 about the pivot I35 to
with the coupling sleeve I2I . rearwardly as a unit disengage sleeve I2I from teeth I05. Simulta
thereby meshing gear I24 with reverse idler I23 neously with this action the insulated end IGI of
and engaging female clutch teeth I60 with male rod I50 engages the switch blade I56 and moves
clutch. teeth H5. Clutch C will, of course, be 60 it out of contact with the rod I54 thereby re
disengaged at this time and no driving torque establishing the ignition circuit and causing the
will be imposed on shaft 24 and H0 thus accom motor to operate under wide open throttle con
modating meshing of the teeth I40. with the ditions. The vehicle will now be accelerated in
teeth II5. _ kickdown underdrive through gears I00, I08, I01
The vehicle may then be driven rearwardly by 65 and I 24, the overrunning roller device L permit
opening of the throttle valve, initial movement ting gear I00 to rotate faster than shaft IIO. In
of which will e?ect driving engagement of clutch order to continue driving of the vehicle in under
C by action of ?uid pressure motor 2I4, the driv drive, it is not necessary for the driver to main
ing effort from torque conversion unit B being tain the accelerator pedal in wide open throttle
transmitted from shaft 24 to shaft H0 through 60 position due to the construction of the kickdown
gears I00, I06, countershaftgear I08,reverse idler switch operating lever I09, The accelerator pedal
gear I24, gear I24 and clutch elements I40 and I 85 may be released from wide open throttle posi
H5. During reverse driving of the vehicle, shaft tion and, as can be seen from Fig. 1, finger 200
IIO will rotate in a direction opposite to that of of lever I99 will not immediately engage switch
shaft 24, this reverse rotation being permitted 65 element 202 for restoring the switch I15 to open
by the overrunning clutch L. position, this ?nger 200 engaging the switch ele
Whenever the car is being driven-on the road, ment 202 by preference when the pedal I85 nears
' the. kickdown underdrive operable by overtravel the end of its fully released position such that the
of accelerator pedal I 85 is always available (as last portion of the releasing movement of the
suming that control element I06 is in its direct 70 pedal is utilized for causing ?nger 200 to effect
drive position as illustrated in Fig. 1) so that the the snap-over switch opening movement of the
mechanism D may be manipulated to-secure an element 202 in restoring the parts to their Fig. 1 _
underdrive to secure fast acceleration for passing position. This feature permits the vehicle to be
another vehicle or for other purposes, The kick driven in underdrive with intermediate throttle
down contro1 is particularly advantageous when opening.
 10 /
2,343,804
Thus the vehicle may be driven in underdrive in Fig. 25. By having the vanes 280, 28I curve
at any speed desired by the driver and direct in one plane only, the manufacture thereof is
drive conditions through the unit B may be: re greatly simplified and the cost materially re
stored at the will of the driver simply by releas duced. The vanes 280, 28I may be die cast of
_ ing accelerator pedal I85 to its engine idle posi-. GI aluminum or molded of suitable plastic compo
tion. As soon as pedal I85 has been returned sition. The operation of the Fig. 22 modi?cation
to engine idle position by spring I88, switch I'15 is similar to that of Fig. 3.
will be opened as explained above and solenoid Fig. 24 illustrates a further modi?cation in
I4I will be de-energized thereby permitting core which the converter unit '3" comprises a two
I48 and coupling sleeve control rod I50 to return 10 stage runner element and a two stage guide ele
to their forward positions under the in?uence ment. The fluid is impelled by the impeller
of the spring I31 which is continuously acting vanes 282 'into the passages of the ?rst runner
on the fork I34. Engagement of the coupling stage formed by the vanes 283 and thence into
sleeve I2I with the teeth I85, however, cannot the passages of the ?rst'guide or reaction stage
immediately take place due to the fact that shaft formed by the vanes 284. A second runner stage
24 is overrunning shaft III) and sleeve I22, the is provided by the vanes 285 and a second reac
coupling sleeve being prevented from moving for- ' tion stage by the vanes 286. The vanes 285 and
wardly to engaged position under the in?uence 286 are similar in curvature to the vanes 280
of spring I31 by action of the ramped teeth and 28I respectively, and the vanes 283, 284 are
I2I'. The teeth I 2| of coupling sleeve I2I will 20 shown in perspective in Fig. 26 as they appear
continue to rotate past the teeth I85 without when viewed from the right side of Fig. 24. ' All
_meshing therewith until sleeve I22 reaches the of the vanes of the Fig. 24 modi?cation are
speed of shaft 24 and .gear I88. This synchro preferably of stamped or molded construction
nization of shaft III! and 24 will take place except those of the impeller which are preferably
almost immediately after accelerator pedal I85 ' of stamped construction. Fig. 27 shows a detail
has been released because after the throttle is of the double thickness vanes which forms the
closed shaft 24 will decrease in speed but cannot pump conduit.
run slower than shaft I I0 because of the clutch The converter unit of Fig. 24 has a high ei?
ing action of the rollers in overrunning device ciency over a greater range of torque conversion
L. It can thus be seen that shafts III] and 30 than those of Figs. 3 and 22 and is therefore
24 must become synchronized as the speed of especially well adapted for use in vehicles having
the motor falls off by reason of the release of enginesof low or medium horsepower, and for
the accelerator pedal, At the instant of syn heavy vehicles such as trucks and busses.
chronization of the shafts 24 and II 0, spring . I claim: 7

I31 will urge fork I34 forwardly and teeth I 2I' 35
will engage with teeth I05 thereby effecting driv
ing engagement between gear I00 and sleeve I22
unless teeth I05 and I2I' dead-end" as pre
viously vexplained. Depression of the accelerator
pedal in the normal manner will now cause the
vehicle to continue driving in direct drive.
It willv thus be seen that I have provided a
transmission of simple form which combines the .
best features of the fully automatic and "the
semi-automatic types.~ I intend that the trans
mission be operated as a fully automatic fluid
transmission during all ordinary driving of the
vehicle, the underdrive unit D being positioned
for direct drive, and the variation in torque de
_mand being accommodated by the ?uid power '
transmitting unit B which acts as a torque con
verter below approximately 20 M. P. H. and as
a slip coupling above that speed, thereby pro
viding an extremely ?exible and efficient drive
I which is fully automatic in operation.
The kickdown underdrive unit D is semi-auto
matic in its operation and is instantly available
for fast acceleration at relatively high vehicle
speeds by actuation of the accelerator pedal into
overtravel range. In addition, the underdrive
unit is available, either by operation of the kick
down control or the manual control to provide
a sustained reduction drive when desired.
Reference is now made to Fig. 22 which illus
trates a modi?ed form of torque converter suit
able for use in place of the unit B. The con
verter B. of Fig. 22 differs in construction from
that of Fig. 3 in-several particulars which. is
a more economical construction.
The impeller vanes 219 of converter 3' are
generally similar to those of the Fig. 3 unit and
are preferably of stamped construction as illus
trated in Fig. 23. The 'runner vanes 280 and
guide vanes 28I differ from those of Fig. 3 in
that they curve in one plane only, as illustrated
1. In a power transmission for a vehicle having
an engine, an accelerator control, a driving shaft
and a driven shaft; a casing; an impeller wheel
rotatably mounted in the casing and connected
with the driving'shaft; a ?uid operated turbine
wheel connected to the driven shaft and adapted
to be driven by ?uid set in motion by said impeller
wheel; a ?uid operated guide wheel disposed in
series relation with said impeller and turbine '
Wheels; means operable automatically to lock
. said guide wheel against reverse rotation atlow
speeds of the turbine wheel thereby to provide
a torque multiplying drive between said shafts,
- said means being releasable automatically in re
sponse to forward rotational tendency of said
guide wheel; means operable automatically to
lock said guide wheel to the driven shaft at
relatively high speeds of the turbine wheel there
by to provide a hi'gh-e?iciency slip-coupling drive
between said shafts; a variable ratio gear train
connected between the driven shaft and the
vehicle drive wheels; a control means for said
gear train normally operable to maintain said
gear train in direct drive at all vehicle speeds,
and means connecting. said control means with
said accelerator control whereby a shift to under- -
speed ratio in said gear train may-be obtained
_ by operation of said accelerator control to pre
determined position and wherebyv said variable
ratio gear train is operable to provide a torque
multiplying drive during all aforesaid drive oper
ations of said ?uid operated wheels. \
2. In a power transmission for a vehicle hav
ing an engine, a driving shaft driven by the
engine, an accelerator control, a fluid power con
verter connected to said driving shaft, a driven
shaft for 'driving the vehicle driving wheels, a
variable speed gear [transmission intermediate
said converter and driven shaftand operably
connected to each, positive clutching means in
said gear transmission for selectively condition
 aseasoa 11
ing. said gear transmission to establish a direct verter and driven shaft and operably connected
drive between said converter and driven shaft to each, positive clutching means in said gear
or an underdrive therebetween; said converter transmission manually operable for selectively
being of a type operable as a torque converter in conditioning said gear transmission to establish
starting the vehicle from rest to provide a, torque a direct drive between said converter and driven
multiplying drive between said shafts and Open shaft or an underdrive therebetween, meansfor
able to provide a high efilciency slip coupling normally actuating said clutching means to con
drive at cruising speeds of the vehicle, means dition said gear transmission for direct drive
for normally actuating said clutching means to during all operations of said ?uid converter, and
condition said gear transmission for direct drive 10' means for establishing a step-down in drive in
during all operations of said ?uid converter, and said gear transmission from direct to underdrive
automatic means operable in response to ac including manual means operable at the will of
celerator movement to predetermined tion to the vehicle driver and automatic means connect
condition said gear transmission in underdrive ing said accelerator control with said clutching
during functioning of said fluid converter as a means and operable upon actuation of said ac
slip coupling whereby to provide a torque multi; celerator control to predetermined position, said
plying drive between said shafts and to condi ?uid power converter being of a type operable as
tion said gear transmission in underdrive during a torque converter in starting the vehicle from
functioning of said ?uid converter as a torque rest to provide a. torque multiplying drive be
converter to provide a multiplied torque multi 20 tween said shafts and operable to provide a high
- drive between said shafts. e?lciency slip coupling drive at cruising speeds
3 In a power t 1 at an ' ion for a vehicle having of the vehicle, said gear trion when estab
an engine; an accelerator control, a drla shaft lished in underdrlve adapted to multiply the
driven by the engine, a ?uid waver converter torque drive of said ?uid converter to said driven
co co ' sit, a driven shaft 25 shaft to impart greater acceleration to the
- rah, a ~' hie vehicle. -
LUDGER. E. LA, BRIE.