Sept. 4, 1951 E. J.

FARKAS 2,,51
AUTOMATIC TRANSMISSION
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AUTOMATIC TRANSMISSION
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INVENTOR.

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AUTOMATIC TRANSMISSION '

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Sapizo 4,, 1951 E. J. FAKAS 2,556,518
AUTOMATIC TRANSMISSION

Filed Dec. 22, 1945 5 Sheets-Sheet 4

I E.J.FARKAS

INVENTOR.

BY {K 4461/.
ATTORNEYS.
Sept- 4, 1951 E. J. FARKAS 2,566,518
AUTOMATIC TRANSMISSION
Filed Dec. '22, 1945 . 5 Shects$heet 5

E. J. FARKAS
INVENTQR

ATTORNEYS
 Patented Sept. 4, 1951
22,566,518

UNITED STATES PATENT OFFICE

2,566,518
AUTOMATIC TRANSMISSION
Eugene J. Farkas, Detroit, Mich., assignor to
Ford Motor Company, Dearborn, Mich., a cor
poration of Delaware
Application December 22, 1945, Serial No. 636,958
17 Claims. (Cl. 74-732)
1 2
This invention relates generally to a transmis having a ?uid coupling incorporated therein is
sion, and more particularly to a vehicle trans the tendency of the transmission and the vehicle
mission of the automatic type. to creep when the engine is idling, due to the
The present invention comprises an improve transfer of fluid from the impeller to the runner
ment of the automatic transmission disclosed in 5 of the ?uid coupling. The present invention
my co-pending application, Serial No. 611,975, eliminates creep at idling speeds by the provi
?led August 22, 1945, now Patent #2,528,584, No- sion of an anti-creep brake engageable with a
vember 7, 1950. The transmission of the said 00- drum carried by the clutch carrier. The brake
pending application includes a multiple planetary is vacuum powered and includes a valve connected
gearing system adapted to transmit torque at 10 to the accelerator linkage in such a manner that
three different speed ratios, with the transition during idling speeds the vacuum source is auto
from ?rst to second speed, and from second to matically connected to a diaphragm chamber ar
third speed, taking place automatically by the op- ranged to move the brake into frictional engage
eration of second and third speed clutches which ment with the drum. An advantageous feature of
are activated by ?uid under pressure supplied by 15 the construction resides in the provision of means
a ?uid pump and regulated by governor-controlled whereby the brake will automatically be released
hydraulic valve means. This transmission also upon a very slight movement of the accelerator
incorporates a ?uid coupling, operative in low pedal to immediately release the clutch carrier
and reverse speeds, but bypassed in second and and permit the normal forward movement of the
third speed ratios. In the co-pending applica- 20 vehicle. Asmall amount of lost motionisusually
tion, manually operable means are provided for present in the accelerator linkage and it is during
shifting the transmission from neutral to forward the movement of the accelerator pedal required
speed and from neutral to reverse speed, includ- to take up this lost motion that the anti-creep
ing a pair of bands engageable with drums pro- brake valve is operated to shut off the vacuum
vided on a clutch carrier and a. planet carrier 25 supply and to open the diaphragm chamber to
respectively. The use of bands involves certain atmosphere to release the brake. 'The required
inherent disadvantages, including the necessity fast action of the valve is secured by providing
for frequent adjustments, replacement due to a rotatable valve disc with a cavity on its inner
wear, heat due to friction between the band and face terminating on a radial line and adapted to
drum, and slippage and possibly improper opera- 30 overlap a Passage formed in the Valve body, the
tion due to poor adjustment or a combination latter passage also having a radial edge adjacent
of the characteristics mentioned above, the cavity in the valve disc. With this construc
In the present invention these disadvantages tion only a slight overlapping of the valve pas
are overcome by providing the clutch carrier and sages is necessary to secure an opening of sum
the planet carrier with external gear teeth and by 35 cient area to supply the vacuum necessary to op
mounting a pair of swingable yokes having dia- erate the brake, and consequently this opening
metrically opposed internal teeth in such a man- can be closed by a Slight angular movement of the
nor that the yokes may be moved into meshing valve disc.
engagement with the teeth on the clutch carrier In the construction disclosed in the present in
and the planet carrier to positively lock the lat- 40 vention, the anti-creep brake has an additional
ter against rotation. The forward speed shifter function besides preventing creep due to the
yoke and the reverse speed shifter yoke are torque transmitted through the ?uid coupling
coupled together for coordinated movement, and during idling, namely, to momentarily stop the
are actuated by a single control lever 50 that the rotation of the clutch carrier to facilitate the
transmission may be placed in forward or re- 45 movement of the reverse speed shifter yoke into
verse speed by movement of the actuating lever engagement with the gear teeth provided on the
in opposite directions from a neutral position. carrier. Although a similar synchronizing mech
The advantages of this construction are that the anism can be used in connection with the for
clutch carrier and planet carrier are positively ward speed shifter yoke, it has been found that
locked against rotation and no slippage can oc- 50 the inherent inertia and frictional resistance of
our, that no adjustment is necessary, and that the planetary transmission between the clutch
there is no heat loss due to friction. As a result, carrier and the planet carrier is such as to make
positive action is assured and the possibility of it possible during idling speeds to engage the yoke
failure is greatly reduced. with the teeth on the planet carrier without clash
An inherent characteristic of transmissions 55 ing the gear teeth.
 2,666,518
3 4
Other objects and advantages of the invention is controlled by a sleeve valve M, the position of
will be made more apparent as this description which is regulated by a centrifugal governor 42
proceeds, particularly when considered in con mounted on the clutch carrier 2I. In low speed,
nection with the accompanying drawings in the governor controlled valve 4| blocks the ?ow
which: of ?uid through conduits 39 and 46 and, accord
Figure 1 is a side elevation, partly broken away, ingly, neither the second or third speed clutch is
of a transmission embodying the present inven operated. Power is then transmitted from the
tion. drive shaft I3 through the ?uid coupling I6 to the
Figures 2 and 3 are longitudinal vertical sche main shaft I4, and then through sun gear 29,
matic drawings of the transmission, illustrating planet pinions 26 and 21, and sun gear 3| to the _
the power ?ow therethrough in ?rst speed for load shaft I5, driving the latter in the forward
ward and in reverse speed, respectively. direction at low or first speed.
Figures 4, 5 and 6 are transverse cross-sec The transmission is automatically shifted to
tional views taken substantially on the lines 44, second speed as the rotational speed of the clutch
5--5 and 6-6 of Figure 1. carrier 2I increases. The increase in speed re
Figure 7 is an enlarged side elevation of the sults in radial displacement of the centrifugal
valve mechanism for the anti-creep brake. governor 42 and axial displacement of the sleeve
Figure 8 is a cross-sectional view taken substan valve 4I, opening conduit 39 and admitting ?uid
tially on the line 88 of Figure 7. under pressure to the second speed clutch cylin
Figure 9 is a perspective view of the valve disc. - der 36. Actuation of the second speed clutch 22
Figure 10 is an enlarged elevation of the valve by piston 34 is effective to lock the drive shaft I3
body with the valve disc removed, showing in and the impeller ll of the ?uid coupling to the
dotted lines the cavity in the rotary valve disc in clutch carrier 2I. The clutch carrier drives sun
the idling position of the latter. gear 29 carried thereby and, through planet pin
Figure 11 is a fragmentary side elevation of the ions 25 and 21 and sun gear 3I, is effective to ro
transmission, partially diagrammatical, illus tate the load shaft I5 at an intermediate or sec
trating the linkage for operating the anti-creep ond speed ratio.
brake valve and the shifter yokes. When the rotational speed of the clutch car
It will be noted that the general construction rier 2I has increased a further predetermined
of the automatic transmission is shown sche amount, the governor controlled sleeve valve M
matically in Figures 2 and 3 of the drawing. re is shifted to a position establishing ?uid com
ference being made to the above mentioned co- . munication through conduit 40 to the third speed
pending application for a more detailed descrip clutch cylinder 31. Piston 35 in the cylinder ac
tion and illustration of the mechanism. tuates the third speed clutch 24 and results in the
Referring now to the drawings, and particu- .5 rotation as a unit of the clutch carrier, planet
larly to Figures 1, 2 and 3, there is shown an au carrier, and triple planetary pinion. Accordingly,
tomatic transmission housed within a casing I2, a direct drive is established from the drive shaft
and having a drive shaft I3 adapted to be con I3 to the load shaft I5, transmitting torque at
nected to the engine crankshaft, a main shaft I4, engine speed in the forward direction.
and a load shaft I5 adapted to be connected to the III It will be apparent from the foregoing descrip
rear axle drive means of the vehicle.v The trans tion that the second and third speed clutches 22
mission includes a ?uid coupling I6 having an and 24 are automatically operated by ?uid pres
impeller I'I driven by the drive shaft I3, and a , sure supplied from the pump 38, and effect an
runner I8 connected to the main shaft I4 through automatic transition between ?rst, second and
an overrunnning clutch I9. third speeds. During operation of the trans
The impeller I! of the fluid clutch is adapted. mission in ?rst, second and third speeds forward,
to be operatively connected to a clutch carrier the forward speed shifter yoke 33 is interlocked
2| by means of a second speed clutch 22. The with the planetv carrier 23 to connect the over
clutch carrier 2| is also adapted to be locked to a running clutch 32 to the transmission casing I2
planet carrier 23 by means of a third speed clutch 60 and prevent reverse rotation of the planet car
24. The second and third speed clutches are rier.
adapted to be actuated automatically by hy Referring now particularly to Figure 3, the
' draulic mechanism to be described later. transmission of power through the transmission
The planet carrier 23 is mounted for rotation in reverse speed is shown in heavy lines. A
about the axis of the main shaft I4 and carries 55 reverse speed shifter yoke 43, described more in
clusters of planet pinions 25, 26 and 21. Planet detail hereinafter, is adapted to be manually
pinions 26 mesh with a sun gear 29 mounted on operated to lock the clutch carrier 2I against
the mainshaft I4, and planet pinions 21 mesh rotation. Power is then transmitted from the
with sun gear 3|, the latter being carried by the drive shaft I3 to the impeller I1 of the ?uid cou
load shaft I5. In order to transmit torque 00 pling and by ?uid reaction to the runner I8 and
through the multiple planetary gearing system in then through the overrunning clutch I9 to the
the forward direction, an overruning clutch 32 is mainshaft I4. As in ?rst speed forward, the
connected to the planet carrier 23. The over sun gear 29 drives the planet pinion 26 and, of
running clutch is adapted to be selectively con course, the other planet pinions 25 and 21 are also
nected to the transmission casing by the forward 65 rotated. However, the forward speed shifter yoke
speed shifter yoke 33, to be described more in de 33 is now released so that the planet carrier 23
tail hereinafter. is free of the restraint of the overrunning clutch -
The second and third speed .clutches 22 and 24 32. The reverse speed shifter yoke 43 is engaged,
are actuated by pistons 34 and 35 housed within locking the clutch carrier 2I and its sun gear 28.
cylinders 36 and 31 respectively. Fluid under 70 The gearing now functions as a planetary system
pressure for operating the second and third speed and reverse rotation at low speed ratio and maxi
clutches is supplied by a ?uid pump 38 driven by mum torque is imparted to the load shaft I5
the load shaft I5 and transmitted through con through the planet pinions 21 and sun gear 3|.
duits 39 and 40 respectively. The forward and reverse speed shifter yokes
The ?ow of fluid through conduits 39 and 40 76 33 and 43 and associated mechanism will now be
 2,566,518
a 5
described more in detail. As best seen in Figures
6
19, the transmission casing is provided with a
1, 4 and 5, the base ?ange 44 of the transmission bore 82 housing a sleeve 83, the latter containing
casing I2 is provided with a pair of transversely
spaced apertures 45 adjacent its rearward end a ball 84 which is urged by a coil spring 85 toward
'and a similar pair of transversely spaced aper the segment 19 of the shifting lever. A suitable
tures 46 adjacent its forward end. Vertically welch plug 86 retains the sleeve 83 and the spring
above the apertures 45. a pair of guide pins 41 85 in position. Shoulders 81 at opposite ends, of
are ?xedly mounted in the casing and have heads the segment 19 are arranged to engage the inner
48 extending inwardly. The guide pins 41 and end of the sleeve 83 to form stops limiting the
the apertures 45 provide supporting and guiding 10 annular movement of the shifting lever.
means for the forward speed shifter yoke 33. Engagement of the spring urged ball 84 with
The yoke 33 comprises a pair of upright side the notches 8| of the shifting lever provides for
members 5| inter-connected by a transversely indexing the latter between neutral, forward
extending rib 52. The side members 5| have speed and reverse speed. In the central position
horizontal guide ways 53 adjacent their upper 15 of the shifting lever 6|, both the forward and
reverse speed yozes 33 and 43 are disengaged
ends slideably engageable with the heads 48 of from the gear teeth on the clutch carrier 2|v and
the guide pins 41. At their lower ends, the side the overrunning clutch 32, and the transmission
members 5| of the yoke are formed with forward is in neutral. Movement of the actuating lever
and rearward semi-spherical surfaces 54 received 64 to rotate the shifting lever 6| in a counter
within the apertures 45 and permitting pivotal 20 clockwise direction to the position shown in
movement of the yoke.
Figure 1 is effective to swing the forward speed
Extending inwardly from the side members 5| yoke 33 to the right and to engage the gear teeth
of the yoke are a pair of narrow ?anges 55 formed 56 on the yoke with the gear teeth 51 on the
with gear teeth 56 on their inner edges. The
gear teeth 56 are formed on a pitch diameter cor 25
hub 58 of the overrunning clutch, placing the
responding to the pitch diameter of the gear transmission in forward speed, after which the
transmission is automatically variable between
teeth 51 provided on the outer periphery of the ?rst, second and third speeds according to the
hub 58 of the overrunning clutch 32. It will be particular speed requirements. Movement of the
apparent that swinging movement of the yoke actuating lever 64 in a clockwise direction from
33 about the lower ends of its side members 5| 30 the neutral position is effective through the shift
is effective to move the gear teeth 56 on the yoke ing lever 6| to swing both the forward speed
into engagement with the gear teeth 51 on the yoke 33 and the interconnected reverse speed
hub. Both the gear teeth 56 and 51 are relatively
yoke 43 to the left, as seen in Figure 1, and to
narrow in an axial direction, so that only a small engage the gear teeth 1| on the reverse speed
angular movement of the yoke is necessary to
yoke with the gear teeth 13 on the clutch car
move the teeth into and out of meshing engage rier 2|. It will be seen that the above described
ment. With the teeth meshed, the hub 58 of the construction provides a positively controlled
overrunning clutch 32 is effectively locked against
mechanism for placing the transmission in
rotation and, as described above, reverse rotation
of the planet carrier 23 is prevented. neutral, forward or reverse speed as desired with
40 out the necessity of using bands.
Above the guide way 53 formed in one of the
side members 5| of the yoke, the side member In order to prevent creep of the transmis
is formed with a shifting fork 59, adapted to be sion and the vehicle when idling, and also to
engaged by a shifting lever 6| formed integrally momentarily stop the'rotation of the clutch car
with a hollow shaft 62 journaled in boss 63 45 rier to facilitate shifting the transmission into
formed on the transmission casing. An actuating reverse speed, the present invention provides an
lever 64 is keyed to the shaft 62 and suitably anti-creep brake mechanism indicated generally
connected by a link 60 to a control (not shown) at 9| and best shown in Figures 6 to 10 inclusive.
preferably located upon the steering column of The clutch carrier 2|, as shown in Figure 1,
the vehicle. ' includes a pair of annular members 92 and 93
50 positioned on opposite sides of the body 94 of
The reverse speed shifter yoke 43 is similar to
yoke 33, and has side members 65 provided with the clutch carrier and secured together. The
semi-spherical shaped lower ends 66 pivotally annular member 92 carries the gear teeth, 13
supported in the apertures 46 formed in the base which are engageable with the gear teeth on the
?ange 44 of the transmission casing. Guideways reverse speed shifter yoke 43, as hereinbefore
61 formed in the upper ends of the side members described. -The annular member 93 forms the
65 of the yoke are slideably engageable with the brake drum of the anti-creep brake mechanism
heads 68 of guide pins 89 mounted in the side 9|. A flexible metallic brake band 96 encircles
walls of the transmission casing vertically above the drum 93 and carries on its inner surface a
the apertures 46. Opposed ?anges 1| extend in 00 friction lining 91. One end of the brake band
wardly from the side members 65 and carry teeth 96 is bent outwardly to form an anchoring ?ange
12 adapted to be engaged with teeth 13 formed 98 which is reinfi rced by ribs 99 to strengthen the
on the outer periphery of the clutch carrier 2|. ?ange. The anchoring ?ange-58 is adapted to
One of the side members 5| of the forward rest upon a horizontal wall |0| of the transmis
speed yoke 33 is provided with a boss 16 having sion casing I2 and is slideably movable along the
an aperture receiving one end of a connecting wall for engagement with the brake drum.
rod 11, the opposite end of which is received The opposite end of the brake band is pivotally
within an aperture formed in a boss 18 on one of connected at I02 to a bell crank actuating lever
the side members 65 of the reverse speed yoke 43. |04. The short arm of the bell crank lever I04
It will now be apparent that the forward and is pivotally mounted upon a clevis | 05 welded to
reverse speed yokes are interconnected for simul a ?ange of the diaphragm retainer I06. The dia
taneous actuation by the shifting lever 6|. As phragm retainer I06 and the valve body I01 are
best seen in Figure 1. the shifting lever 6| has bolted to the transmission casing by bolts I08,
a segment 19 provided on its periphery with a and, together with a ?exible rubber diaphragm
series of three notches 8|. Adjacent the segment 75 |08 clamped therebetween, form a diaphragm
chamber III. A clevis H2 is secured to the dia
 2,566,518
7 - 8 . .

phragm and pivotally connected to the long arm purpose. As a result of this construction only a
of the bell crank lever I84.__ It will be apparent slight angular movement of the valve I28 is
in Figure 6 that when the diaphragm chamber necessary to completely close the vacuum supply
III is opened to communication with a source of to the diaphragm chamber.
vacuum power, such as the engine manifold, the An atmospheric inlet I42 is formed in the valve
diaphragm is moved outwardLy of the casing I2, body and has an enlarged wedge-shaped cavity
actuating the lever. I04 to frictionally engage the I44 opening toward the rotary valve I28. As
brake lining 31 with the brake drum 83 to hold best seen in Figure 7, the atmospheric inlet I42
the clutch carrier 2I against rotation. Upon communicates bymeans of a passage I45 in the
release of the vacuum power, and the opening of 10 valve body with an enlarged bore I48 containing
the diaphragm chamber to atmosphere, the brake a suitable?ltering media I41. The open end of '
band is released and due to its inherent resiliency the bore I48 is closed by an apertured plug I48.
will become disengaged from the brake drum. It will be noted from Figure 10 that the side
The valve body I81 is provided with a hori walls of the wedge-shaped atmospheric cavity
zontal stepped bore II3 communicating at one I44 extend radially and that the adjacent wall
end with a source of vacuum power, such as the of the cavity is spaced from the end wall I33 of
engine manifold, through a ?tting II4. A second the valve cavity I31 an angular distance equal
bore II! is formed in the valve body at right to the overlap existing between the valve cavity
angles to the bore H3 and slightly o?'set there I31 and the vacuum inlet cavity I21 when the
from. Intermediate its ends the stepped bore 20 valve is in its idling position against stop I4I.
H3 is formed with a valve seat Ili adapted to Angular movement of the valve I28 in a clock
be closed by a plunger I I1 normally urged toward wise direction is thus effective to close communi
open position by a spring H8. The opposite end cation between the valve cavity I31 and the
of the bore H3 is closed by a plug IIB having a vacuum inlet I25 and simultaneously to establish
passage I2I therethrough communicating 25 communication between the valve cavity and the
through a ?tting I22 and a conduit I23 with atmospheric inlet I42. The valve cavity I31 com
the inlet I28 of the ?uid pump 38 of the trans municates at all times with the diaphragm cham
mission. A bellows or sylphon I24 is secured at ber III through a horizontal passage I43 which
its lower end to the plug II! and at its upper alternately opens to vacuum and to atmosphere
closed end abuts the head of the plunger II1. 30, depending upon the angular position of the valve.
Upon the application of ?uid pressure the The operation of the anti-creep brake mecha
sylphon expands, moving the plunger III against nism is as follows. Under normal operating
the action of the spring II8, closing the valve speeds in a forward direction the rotary valve
seat H8 and blocking the admission of vacuum I28, which is connected to the accelerator pedal
_ power. 35 of the vehicle, permits communication between
Normally, when the engine is idling, the ?uid the atmospheric inlet I42 and the diaghragm
pump 38 driven thereby generates insu?icient chamber III through the cavities I44 and I31
?uid pressure to overcome the action of spring and the passage I48. Inasmuch as the ?uid
H8 and, as a result, the plunger is maintained pump 38 is driven by the engine, it is generating
in open position, permitting the vacuum in the 40 ?uid pressure which is supplied through the con
upper portion of the bore II3 to be transmitted duit I23, ?tting I22 andv passage I2I to the
past the valve seat Iii to a vacuum inlet I25. sylphon I24, which acts upon the plunger II1,
As best seen in Figures 8 and 10, the vacuum closing the valve seat IIS and positively pre
inlet I25 communicates with the bore H3 and venting the admission of vacuum power to the
at its outer end opens into an enlarged wedge 45 diaphragm chamber. With this construction.
shaped cavity I21, the opposite walls of which even though the accelerator pedal might be
are arranged substantially radially of the bore momentarily released while the vehicle is travel
IIS. -
ing at considerable forward speed, the plunger
A rotary valve I28 is received within the bore II1 will prevent the diaphragm chamber from
IIS and has a pilot I23 extending inwardly into 50 being opened to vacuum which would apply the
a bore I 3I to support the valve and insure proper anti-creep brake. This is a safety feature, since
alignment between the. adjacent faces of the the application of the anti-creep brake during
valve and the valve body. The valve I28 is held substantial forward movement of the vehicle
in position in the bore by spring I33, washer I34 would not only disturb the operation of the trans
and snap spring I35. A valve shaft I3i is formed 65 mission hut would result in considerable wear.
integrally with the valve and is connected to the When, however, the accelerator pedal is re
accelerator linkage of the vehicle, as described leased and the vehicle speed has decreased to
more in detail hereinafter. idling, the ?uid pressure from the pump is in
The face of the valve I28 is formed with an ' sufficient to overcome the spring H8. and the
arcuate cavity I31, Figures 9 and 10, having 60 plunger H1 is moved from the valve seat I I5 per
radially extending end walls I38 and I38.v Rotary mitting vacuum power to be admitted to the dia
movement of the valve I28 in a counterclockwise phragm chamber through the ?tting II4, the
direction in Figure 7 is limited by a stop I stepped bore I I3. the vacuum inlet I25, the cavity
mounted on the valve body, and in its extreme I21 and the horizontal passage I49. The initial
position the radial end wall I38 of the valve 65 movement of the accelerator pedal, when the
cavity I31 overlaps the ac?acent radial wall of vehicle is again started in the forward direction.
the vacuum inlet cavityI21 in the valve body. is e?ective to rotate the rotary valve I28 in a
Inasmuch as the cavities have a considerable clockwise direction, breaking communication be
radial extent, only a very small angular overlap tween the vacuum inlet and the diaphragm
is necessary to obtain a su?icient area ofcom 70 chamber and establishing communication be
munication between the cavities for the trans tween the atmospheric inlet and the diaphragm
mission of su?icient vacuum power to the dia chamber, thus releasing the brake. As previously
phragm chamber to actuate the anti-creep brake. mentioned, only a small angular movement of
In the present instance an overlap of approxi the valve is necessary to release the brake, and
mately 4 has been found to be su?icient for this 75 inasmuch as a certain amount of lost motion is
 2,566,518
always present in the accelerator linkage, the ro
10
against portion I15 of the cam surface. Thus it
tary valve is moved a sufficient amount to release will be seen that the anti-creep brake is only
the brake prior to the actuation of the carbure released momentarily, to"free the transmission
tor by the accelerator linkage. As the vehicle gear train long enough to permit the forward
speed increases, the pump 38 generates su?lcient speed yoke 33 to be moved into meshing engage
pressure to close the plunger II1, blocking the ment with the gear teeth 51 on the hub 53 of the
vacuum inlet and insuring the continued disen overrunning clutch. After the meshing engage
gagement of the brake. ment has been completed, the anti-creep brake
Referring now particularly to Figure 11, there is again automatically applied to prevent the
is shown (partially diagrammatically) the link It power transmitted by the ?uid coupling from
age interconnecting the anti-creep brake mecha causing the transmission in the vehicle to creep
nism 9| with the accelerator pedal. The actuat while the vehicle is idling.
ing lever 64, which is connected by the hollow Movement of the actuating lever 64 for the
shaft 62 to the shifting lever 6| for the forward shift mechanism in a clockwise direction to shift
and reverse speed shifter yokes, is positioned ex the transmission to reverse speed is also effective
teriorly of the transmission casing and carries to move the cam follower I58 outwardly and to
a cam I51 at its lower end. The cam I51 has a release the anti-creep brake in the same manner
cam surface engageable with a cam follower I53 as when the mechanism is shifted into forward
adjustably carried at the free end of a lever I59 speed. It will be noted however that the cam
journaled on the shaft I36 of the anti-creep I51 has an arcuate cam surface I16 of su?icient
valve. The lever I59 carries an adjustable screw radial extent to maintain the cam follower in
I6I adapted to abut a bifurcated arm I62 secured such a position that the anti-creep brake remains
to the valve shaft I36. Another lever I63 is piv disengaged. Thus, as the transmission is shifted
otally mounted upon the bifurcated arm I62 and into reverse the anti-creep brake is released to
has an enlarged portion positioned between the permit the teeth on the reverse speedyoke 65
furcations of the arm and forming a seat for a to move into meshing engagement with the teeth
coil spring I64, which functions to urge the lever 13 on the clutch carrier even though they are
I63 in a clockwise direction against one of the not in perfect alignment.
furcations of the arm. The free end of the lever The automatic operation of the anti-creep
I63 is pivotally connected to one end of a con brake valve I28 by the shifting mechanism is ac
necting rod I65, the opposite end of which is piv complished without interfering with the position
otally connected at I66 to a lever I61. The lever of the accelerator pedal or the connected link
I61 is pivotally mounted at I68 to the dash I69 age. As the bifurcated arm I62 is moved by the
of the vehicle body and is actuated by a link I1I cam actuated lever I59, the spring I64 is com
extending from the accelerator pedal I12. - pressed and the positions of the lever I63 and
Normally the transmission is shifted from neu the connecting rodI65 leading to the accelerator
tral to either forward or reverse speed while the pedal linkage are unchanged.
engine is idling and, consequently while the anti From the foregoing description it will be ap
creep brake is applied. Inasmuch as the anti parent that the controls for the anti-creep brake
creep brake holds the clutch carrier 2| against 41 and the shifting mechanism are related and are
rotation, the reverse speed shifter yoke 43 can combined in such a manner that satisfactory
be moved into meshing engagement with the automatic operation of the transmission is af
gear teeth 13 on the clutch carrier without clash~ fected.
ing the latter, as might occur otherwise since the It will be understood that the invention is not
clutch carrier might have a small rotational to be limited to the exact construction shown
speed during idling. It is possible, however, that and described, but that various changes and
the anti-creep brake may lock the clutch carrier modi?cations may be made without departing
in such a position that the teeth on the yoke from the spirit and scope of the invention, as de
are not in alignment with the teeth on the car ?ned in the appended claims.
rier. Even though the teeth are beveled at their 50 What is claimed is:
forward edges, it might be difficult to properly 1. In a variable speed power transmission, in
mesh the gears under these conditions. In the combination, a housing, a power shaft and a load
present construction this possibility is eliminated shaft, a hydraulic unit arranged to transmit
by the construction shown in Figure 11 which torque between said power and load shafts, a mul
functions to automatically release the anti-creep tiple planetary gearing system interposed be
brake when the transmission is shifted either into tween said power and load shafts, means asso
forward or reverse speed. . ciated with said planetary gearing system auto
It will be noted that the'cam surface of the matically operable under predetermined condi
cam I51 contains a wedge-shaped depression I13 tions to change from one speed ratio to another,
into which the cam follower on the lever I59 is a rotatable member associated with said plane
seated when the shifting mechanism is in neutral. tary gearing system and adapted when retarded
When, however, the actuating lever 64 is moved to condition-said planetary gearing system to
in a counterclockwise direction to shift the trans transmit torque in reverse speed, a second ro
mission into forward speed, the cam follower I58 tatable member associated with said planetary
is moved outwardly by the cam I51. It will be gearing system and adapted when retarded to
remembered that the lever I59 carrying the cam condition said planetary gearing system to trans
follower I58 is freely journaled on the valve shaft mit torque in forward speed, a shiftable reaction
I36. The screw I6I on the lever I59, however, member carried by said housing, cooperating gear
abuts the bifurcated arm I62, which is secured teeth on said reaction-member and one of said
to the valve shaft, and thus the valve shaft and 70 rotatable members, manually operable means for
' the rotary valve I28 are rotated, closing the vacu moving said reaction member into interlocking
um inlet as previously described and releasing engagement with said last mentioned rotatable
the anti-creep brake. After the cam follower I58 member, an anti-creep brake frictionally en
has passed the rise I14 in the cam surface the gageable with one of said rotatable members to
cam follower is returned to its original position 76 retard the same, and automatically operated
 ' 2,566,518
12
means for applying said brake at idling speeds 7. In a variable speed power transmission, in
and for releasing said brake at higher speeds. combination, a housing, a power shaft, an inter
2. The structure of claim 1 which is further mediate shaft and a load shaft, a hydraulic unit
characterized in that said shiftable reaction having a power receiving element ?xed for rota
member comprises a yoke adapted to embrace tion with said power shaft and a power delivery
said last mentioned rotatable member and hav element having a driving connection with said in
ing a series of gear teeth on opposite sides there termediate shaft, 9. multiple planetary gearing
of engageable with the gear teeth on said last system interposed between said intermediate and
mentioned rotatable member to positively hold load shafts, a rotatable power transmitting mem
the latter against rotation. 10 ber between said fluid coupling and said plane
3. The structure of claim 1 which is further tary gearing system and adapted when held sta
characterized in that said automatically operated tionary to condition said planetary gearing sys
means for applying the anti-creep brake com tem to transmit torque in reverse speed, an over
prises an expansible chamber operatively con running clutch arranged to prevent rotation of
nected to said brake, a source of vacuum power an element of said planetary gearing system in
for said chamber, and an accelerator controlled one direction to condition the latter to transmit
valve for automatically regulating the admission torque in forward speed, external gear teeth on
of vacuum power to said chamber, said valve ad the periphery of said power transmitting member
mitting vacuum power to said chamber at idling and said overrunning clutch, a pair of pivotally
speeds and cutting off said vacuum power at 20 mounted yokes having internal gear teeth en
speeds above idling speed. gageable with the external gear teeth on said
4. In a variable speed power transmission, in power transmitting member and said overrun
combination, a housing, a power shaft and a load ning clutch, means interconnecting said yokes to
shaft, a hydraulic unit arranged to transmit obtain simultaneous pivotal movement, a manu
torque between said power and load shafts, a mul 25 ally operated shifting lever engageable with one
tiple planetary gearing system interposed be of said yokes and movable between three indexed
tween said power and load shafts, means asso positions, said lever in one position disengaging
ciated with said planetary gearing system auto both of said yokes and in each of the other two
matically operable under predetermined condi positions moving one of said yokesinto inter
tions to change from one'speed ratio to another, 30 locking engagement with the respective meshing
a rotatable member associated with said plane gear teeth to selectively hold stationary said
tary gearing system and adapted when retarded power transmitting member and said overrun
to condition said planetary gearing system to ning clutch. _
transmittorque in reverse speed, a second ro 8.- In a variable speed power transmission, in
tatable member associated with said planetary 35 combination, a housing, a power shaft and a load
gearing system and adapted when retarded to shaft, a multiple planetary gearing system inter
condition said planetary gearing system to trans posed between said power and load shafts, means
mit torque in forward speed, a pair of shiftable associated with said planetary gearing system au
reaction members carried by said housing ad tomatically operable under predetermined condi
jacent said first and second rotatable members, 40 tions to change from one speed ratio to another, a '
cooperating gear teeth on said reaction members rotatable member associated with said planetary
and said rotatable members, means interconnect gearing system and adapted when retarded to
ing said reaction members, manually operated condition said planetary gearing system to trans
means for selectively shifting said reaction mem mit torque in one direction, external gear teeth
bers into interlocking engagement with their re 43 on said member, a torque reaction yoke having
spective rotatable members to selectively place one end mounted on said housing for pivotal
said transmission in forward and reverse speeds, movement, said yoke being adapted in one angu
an anti-creep brake frictionally' engageable with lar position to embrace said member and having
one of said rotatable members, and means auto diametrically opposed internal gear teeth en
matically applying said brake at idling speed to 50 gageable with the external gear teeth on said
prevent creep in the transmission due to said member to lock the latter against rotation, and
?uid coupling and to retard said last mentioned manually operated means arranged tolshifting
rotatable member to facilitate shifting said re said yoke. '
action member into interlocking engagement 9. The structure of claim 8 which is further
therewith. characterized in that one end of said yoke is bi
5. The structure of claim 4 which is further furcated with the free ends of the furcations hav
characterized in that means are provided mov ing spherical portions pivotally received in sock
able in relation to the movement of said reaction ets formed in said housing. ,
members to modify the operation of said anti 10.-The structure of claim 8 which is further
creep brake to release the latter as one of said 60 characterized in that the pivotal mounting for
reaction members is shifted'into interlocking en said yoke is substantially in the plane of the
gagement with its respective rotatable member. teeth on said member to permit swinging move
6. The structure of claim 4 which is further ment of said yoke into and out of said plane, and
characterized in that means are provided mov guide means for guiding the opposite end of said
able in relation to the movement of said reac 65 yo e.
tion members to modify the operation of said 11. In a variable speed transmission having
anti-creep brake to momentarily release the lat power and load shafts and a hydraulic power
ter as one of said reaction members is shifted into transmitting unit between said shafts, an anti
interlocking engagement with its respective ro creep brake comprising a power transmitting
tatable member, permitting a slight angular 70 member interposed between said power and load
movement of said last mentioned rotatable mem shafts, brake friction means engageable with said
ber to align the gear teeth on said last mentioned power transmitting member, vacuum operated
reaction and rotatable members, said means means for applying said brake friction means, a
thereafter operating, to again apply said brake valve body having a vacuum inlet and an atmos
to prevent creep. ' 75 pheric inlet, said valve body having a passage
 2,566,518
- 13
leading therefrom and communicating with said
14
ually controlled means for shifting said plane
vacuum operated means, an accelerator controlled tary gearing system between neutral, forward
valve cooperating with said valve body and mov and reverse speed, a cam associated with said
able from an idling position establishing commu- j manually controlled means and movable in con
nication between said vacuum inlet and said pas junction therewith, and a lever actuated by said
sage and applying said brake friction means to cam and arranged to actuate a part of said link
said power transmitting member to a position at age to release the anti-creep brake as the plane
higher speeds establishing communication be tary gearing system is shifted either to forward
tween said atmospheric inlet and said passage to or reverse speed.
release said brake friction means. 16. In a variable speed power transmission, in
12. In a variable speed transmission havingv combination, a housing, a power shaft and a load
power and load shafts and a hydraulic power shaft, a multiple planetary gearing system inter
transmitting unit between said shafts, an anti posed between said power and load shafts, means
creep brake comprising a power transmitting associated with said planetary gearing system
member interposed between said power and load automatically operable under predetermined
shafts, brake friction means engageable with said conditions to change from one speed ratio to an
pow-er transmitting member, vacuum operated other, a rotatable member associated with said
means for applying said brake friction means, a planetary gearing system and adapted when re
valve body having a vacuum inlet and an atmos tarded to condition said planetary gearing sys
pheric inlet, said valve body having a passage 2) tem to transmit torque in forward speed, a
leading therefrom and communicating with said second rotatable member associated with said
vacuum operated means, an accelerator con planetary gearing system and adapted when
trolled valve in said valve body having a cavity retarded to condition said planetary gearing
establishing communication between said pas system to transmit torque in reverse speed, a
sage and one of said inlets, said inlets being en 23 series of external gear teeth extending com
larged adjacent said valve to establish and break pletely around the periphery of one of said rotat
communication with said valve cavity rapidly able members, a yoke mounted upon said hous
with a small movement of said valve. ing for angular movement about an axis extend
13. In a variable speed transmission having ing generally normal to the axis of rotation of
power and load shafts and a hydraulic power said last-mentioned rotatable member and lo
transmitting unit between said shafts, an anti cated radially beyond the periphery thereof, said
creep brake comprising a. power transmitting yoke having a U-shaped portion embracing said
member interposed between said power and load last-mentioned rotatable member and provided
shafts, brake friction means engageable with said with several internal gear teeth at the free end
power transmitting member, a valve body adja 35 of each leg of the U-shaped portion, said last
cent said brake friction means, said valve body mentioned gear teeth being located on diametri
having an expansible vacuum chamber with a cally opposite sides of the axis of said last
movable element therein operatively connected mentioned rotatable member and arranged to
to said brake friction means, said valve body also mesh with the external gear teeth on said last
aving a ?at face portion with a vacuum inlet mentioned rotatable member, and means for
nd an atmospheric inlet opening into said face angularly moving said yoke about the pivotal
nd a passage leading from said face to said vacu axis thereof to swing the internal gear teeth -
um chamber, and a ?at angularly movable valve thereon into and out of mesh with the external
mounted adjacent said face and having a circum gear teeth on said last-mentioned rotatable
ferentially extending cavity therein establishing member. .
communication between said passage and said 17. The structure de?ned by claim 16 which is
inlets.
further characterized in that the free end of
14. The structure of claim 13 which is further each leg of the U-shaped portion of said yoke is
characterized in that said inlets are enlarged ad provided with a guideway extending generally
jacent said face and having- radially extending 50 transversely of the plane of said yoke, and a pair
sides, said cavity also having radially extending of guide members ?xedly mounted upon said
sides so that a relatively small angular overlap housing on opposite sides of said second men
between said cavity and one of said inlets pro tioned rotatable member and engageable with
vides a relatively large area of communication said guideways in said yoke to guide the latter
therebetween. during its angular movement.
15. In a variable speed power transmission, in EUGENE J. FARKAS
combination, a housing, a power shaft and a load
shaft, a hydraulic unit arranged to transmit
torque between said power and load shafts, a REFERENCES CITED
multiple planetary gearing system interposed 60 The following references are of record in the
between said power and load shafts, means asso ?le of this patent:
ciated with said planetary gearing system auto UNITED STATES PATENTS
matically operable under predetermined condi
tions to change from one speed ratio to another, Number Name I Date
a power transmitting member associated with 65 2,171,534 Banker __________ __ Sept. 5, 1939
said planetary gearing system, an anti-creep 2,298,648 Russell __________ __ Oct. 13, 1942
brake frictionally engageable with said power 2,309,051 Dodge ____ __' ______ __ Nov. 9, 1943
transmitting member, accelerator operated link 2,324,693 Griswold _________ __ July 20, 1943
age for controlling said anti-creep brake and 2,335,255 Banker __________ __ Novv 30, 1943
arranged to apply said brake at idling speeds 70 2,381,772 Pentz ____________ __ Aug. 7, 1945
and to release said brake at higher speeds, man 2,414,832 Orr _____________ _.. Jan. 28, 1947