Feb. 5, 1952 F. R.

MGFARLAND 2,584,965
TRANSMISSION-
Filed April 5, 1946 5 Sheets-Sheet l

FOREST R. MFARLAND
Feb. 5, 1952 |:-_ R -MCFARLAND' 2,584,965
l v TRANSMISSION

Filed April 5, 194e 5 sheets-sheet 2

M115

It',

FOREST R. wFARLAND
Feb. 5, 1952 F. R. MCEARLAND 2958499
TRANSMISSION
Filed April 5, 194e , 5'Sheets-Sheet :5 l

/ 11",..-'.1'.. vA2 l l
l .

/3

.FOREST R. MFARLAND
Feb. 5, 1952 F. R. MGFARLAND 2,584,965 f
TRANSMISSION
Filed April 5, 1946 5 Sheets-Sheet 5

'FoREsT R. MFARLANQ
 Patented Feb. 5, 1952
2,584,965

UNITED STATES PATENT OFFICE

2,584,965
TRANSMISSION
Forest B. McFarland, Huntington Woods, Mich.,
assignor to Packard Motor Car Company, De
troit, Mich., a corporation of Michigan
Application April 5, 1946, Serial No. 650,774
27 claims. (Cl. 74-472)
l 2
This invention relates to transmissions and Fig. 6 is a side elevation showing the transmis
more particularly to transmissions for motor ve sion and associated parts;
hicles. Fig. 'I is a sectional view of one cf the control
One type of transmission includes planetary devices taken on line 1-1 of Fig. 1;
gearing for drivingly connecting a driven shaft Fig. 8 is a sectional view of another control de
with one or more drive shafts powered by an vice taken on line 8-8 of Fig. 9;
engine driven fluid coupling of the Fottinger type. Fig. 9 is a diagrammatic plan view of the
Reduced drive through the gearing is generally vtransmission and associated controls;
established by braking the planetary carrier and Fig. 10 is a sectional view of the speed and
direct drive is generally established by clutching 10 vacuum control device taken substantially on
together two parts of the gearing. There is us line III-I0 of Fig. 1; and
ually a. tail shaft and forward and reverse drive Fig. 11 is a view, partly diagrammatic, of the
mechanism is employed to drivingly lconnect the control mechanism.
driven shaft and the tail shaft. The transmission indicated generally by nu
An object of the invention is to provide a trans meral I0 is driven by a conventional internal
mission of the character referred to with a fluid combustion engine II and is suitable for driving
coupling having two runners and gearing effec a motor vehicle, the iloor board I I' and instru- '
tive to provide variable speed ratios. ment panel l2 of which are illustrated in Fig. 6_.
Another object of the invention is to provide The
oi' sections
transmission
I2. I3,is I4
housed-in
and I5.a casing
A fluidcomprised
flywheel
a transmission of the character referred to with 20
a fluid actuated brake device for the driven shaft indicated generally by the numeral 34 isf-housed ~
that will be controlled by the shift mechanism in a chamber formed by casing sections-_I2 and
to be effective in neutral and ineffective in for I3, the transmission gearing I6 is housed >in cas
ward or reverse drive positions. ing section I4 and forward-and reverseselector
Another object of the invention is to provide 25 mechanism Il is housed in casing1.;section I5. ,
a transmission of the character referred to with The rear ends of casing sections |3,~I4 and i5 g
a brake for effecting reduction drive through the are formed respectively with transversely extend
gearing, the brake being controlled by engine ing walls I8, I9 and 20. Casing section I2 is suit
intake manifold pressure to disengage while the ably secured to the rear end of engine II and
engine is idling. 30 the casing sections are secured together in aligned
Another object of the invention is to provide relation by suitable fastening means.
a transmission of the character referred to with The fluid coupling 34 is of the general Fottinger
automatic means consisting of a uid system type but the major portions thereof are arranged
having electrically controlled valves and a driver in a novel manner. The impeller consists of sec
or operator and speed responsive control means, 35 tions 20 and 2I secured in axial alignment by
whereby the shift will be up or down depending bolts 22 and form a housing for containing fluid.
upon intake manifold pressure and vehicle speed, Section 20 is secured to the engine crankshaft- 23
modified by two driver operative means to estab which provides the drive shaft for rotating the
lish reduction drive through the gearing. fluid coupling. The coupling also includes two
Other objects of the invention will appear from runners, the primary one of which comprises a
the following description taken in connection rotor 24 and a power shaft 25 and the secondary
with the drawings, which form a part of this one of which comprises a rotor 216 and power
specification, and in which: shaft 21. A one-way spring clutch 28 provides
Fig. 1 is a longitudinal sectional view of a a driving connection between a sleeve 29 splined
transmission embodying the invention; to shaft 25 and a hub v30 fixed to a skirt portion
Fig. 2 is a fragmentary view looking at the b0t~ 3| of the primary rotor 24. The impeller and
tom of the shifter sleeve valve; ,
Fig. 3 is a fragmentary view of the shifter rotors each include a shroud ring section 32 and
mechanism looking from the inside ofthe trans walls 33 connecting the shrouds with the exterior
mission toward the outside; walls to form passages therebetween through
Fig. 4 is a transverse sectional view of one of which fluid circulates in a counter clockwise di
the control devices taken substantially on line rection as viewed in Fig. l. The passages in the
4-4 of Fig. 1; impeller section 2l open forwardly and the pas
Fig. 5 is a transverse sectional view through sages in the rotors are arranged so that fluid
the transmission taken substantially on line 5-5 - leaving the impeller rst passes into the primary
of Fig. l and showing the forward pump.;V rotor_24, from the primary rotor to the secondary
 i assent

rotor 23 and from the secondary rotor back into portion adapted to be engaged and held stationary
the impeller section 2 I. by a brake band 80. The ring extension il is
Drive from the runners is transmitted to driven secured to the rear end of carrier 43 by bolts 62
shaft 35. which is in axial alignment with runner and another member 63 fixed to abutment mem
shafts 25 and 2i, by gearing of the planetary type ber 59 projects within the carrier extension and
and by means of which two geared reduction has cam surfaces in spaced relation therefrom.
drives may be had through two gear trains. Gear Brake rollers 64 are arranged between the inner
33 is fixed to the rear end of shaft 25, gear 31 is surface of the carrier extension and the cam sur
fixed to the rear end of shaft 21 and gear 33 is faces of the abutment ring and serve as a one
fixed to the front end of shaft 35. Gears 31, 36 10 way brake device for the carrier when the brake
and 33 mesh respectively with planet gears 39. 40 band 60 is applied to reaction member 59. With
and 4| that are shown formed as a unit but they this form of one-way brake arrangement for the
may be formed separately and secured together carrier, drive will be transmitted from the fluid
as a unitary structure. There may be one or more coupling through the gearing to the driven shaft
of these planet gear units and each unit is ro 15 35 when the brake is applied and the coupling
tably mounted on a pin 42 fixed to a carrier 43. is the driving member, but when the tail shaft
When rotation of the carrier is unrestricted it will 44 is the driver then of course there will be no
be driven freely in a reverse direction and drive driving connection forwardly through the gear
will not be transmitted therethrough to shaft 35. ing from +he shaft 35 to the runners.
The low speed reduction gear train consists of 20 When the reaction device 51 is effective positive
gears 3l, 4l, 4i and 3l while the higher speed re geared drive between the fluid coupling and the
duction gear train consists of gears 31, 39. 4i and driven shaft 35 will be definitely established re
33. When the carrier 43 is held stationary drive gardless of whether the fluid coupling or the
will be transmitted through one or the other of driven shaft is the driver. The carrier 43 is
the gear trains depending upon which of the run-~ formed with a forwardly extending shell 65 form
ners 24, 23 is effective. When the fluid coupling ing a reaction member against which brake band
is rotating at low speed the primary runner will 38 is applied to hold the carrier stationary.
be effective to drive power shaft 25 and the low High speed drive through the planetary gear
speed gear train associated therewith, and at some ing is obtained by the application of a friction
increased speed of rotation of the fluid coupling 30 clutch device 61 that is housed by the extension
the secondary rotor will become effective so that 65 of the carrier 43 and by closure member 3l.
shaft 21 will become the driver for the gear train This clutch device when applied provides part
associated therewith and shaft 2l will overrun of a connection whereby carirer 42 will be .driven
rotor 24. Drive through either of the gear trains from the fluid coupling impeller at the same
will be referred to as geared drive. - speed as the power shaft 23. The clutch device
Tail shaft 44 is in axial alignment with tele includes clutch plates 63 slidably splined alter
scoped shafts 25 and 21 and extends into the nately to carrier extension 05 and clutch hub 1l
sleeve shaft 35. Shafts 35 and 44 are connected which latter is splined to sleeve shaft 1| ro
for forward or reverse drive by mechanism i1. tatably mounted around the runner sleeve shaft
Bun gear 4l is splined on shaft 3l and is shiftable 21 and extending forwardly through wall I3 into
axially thereon. The tail shaft is provided with the chamber housing the fluid coupling. The for
splines or teeth 43 with which internal clutch ward end of this shaft 1i has a ring member 12
teeth 41 on the sun gear 45 are adapted to be splined thereon and partially telescoped by ring
meshed to provide a direct connection between plates 13 fixed to a hub 14 by rivets 15. This
the driven shaft and the tail shaft in order that hub member 14 is secured to the shell of the im
forward drive of the vehicle may be effected. A peller section 2| by bolts 16. The rivets 15 ex
clutch sleeve or carrier 43 is sleeved but prevented tend through segmental slots in ring member
from endwise movement on sun gear 4l and has 12 so that there may be some rotative movement
external teeth 49 formed thereon adapted to en between the ring member 12 and the hub mem
gage with intemal teeth 54 formed on an abut ber 14. Coil springs 11 are disposed in registered
ment member 5| fastened by bolts 52 to wall I9 recessed portions of the ring plates 13 and the
of the casing section I4. The carrier 43 supports ring member 12 to provide a limited flexible driv
pins l2 on which reverse idler gears 53 are ro: ing connection therebetween so that shock re
tatably mounted. These reverse idler gears mesh sulting from engagement of the clutch plates will
with sun gear 45 and with internal teeth on ring be absorbed. The clutch plates 69 are normally
gear 54 that is engaged with splines 43 to rotate disengaged by coil spring 13 urging pressure plate
in unison with tail shaft 44. The clutch shifter 15, as viewed in Fig. 1, to the left, and the clutch
sleeve 43 is formed with a recess 55 to receive plates are engaged through means of pistons l0
shift fork HU, see Fig. 1l. When the clutch slidable in chambers in the closure member 3B.
sleeve is shifted to the left, as viewed in Fig. 1, 60 When the clutch device 61 is engaged a driving
teeth 43 will mesh with teeth Il to hold the clutch connection between impeller section 2| and car
sleeve stationary so the drive from the sun gear rier 43 is established thereby imparting rotation
4l through the planet gears 53 to ring gear 54 to gear 4i bodily about the axis of the carrier
will rotate tail shaft 44 at a reduced speed and in which tends to rotate gear 33 on driving shaft
a reverse direction relative to the rotation of shaft 35 therewith. At the same time the fluid cou
35. When the clutch sleeve 43 is shifted to the pling speed is such that the primary runner 24
right, as viewed in Fig. l, sun gear teeth 41 will will be the driver and will impart rotation through
. engage with splines 43 so that shaft 44 will be ro the lower speed gear train drive by shaft 25.
tated in the same direction and as a unit with While there is some reaction to the primary
shaft 3l. 70 runner drive, it is overcome by fluid pressure in
The reaction devices 51 and 53 in casing sec the coupling so the drive from the coupling to
tion I4 are provided to hold the carrier 43 sta the driven shaft 35 will flow through two paths,
tionary in order to establish geared reduction and the joint torque thereof is transmitted to
drive through the planetary gearing. The device ' the driven shaft. The speed at which the driven
Il includes a reaction member 52 having a rim - shaft is rotated is substantially that at which
 2,584,905
the power shaft is rotating except for slight loss
due to fluid slip in the coupling.
In Fig. l the forward and reverse selector
mechanism is shown in neutral position and in
this relation there can be no drive transmitted f
from shaft 35 to shaft 44. In order to aid the
engagement of the forward and reverse mecha
. nism |1 when shifting into forward or reverse
drive relation I provide synchronizing mechanism
V in the form of a brake device 8|. This device
comprises brake. plates 82 engageable with mem
ber 5| by means of a pressure operated piston 83
against which springs 84 act to normally allow
the plates to disengage'. The brake p1ates,springs
and piston are arranged in a chamber formed 15 the rail between the sleeve valve ||| and the
by abutment member 5| and Wall I9. The plates
82 are- slidably splined on the driven shaft 35
and are clamped against stationary abutment
member 5|. The arrangement is such that the
plates when engaged will hold the driven shaft 20 valve sleeve has a peripheral groove I3I a nar
35 stationary while the forward and reverse
mechanism I1 is in neutral _position and the
engine is running so that there lwill be no rota
tion of teetl.` 43 or teeth 41 while being shifted
into engagement with teeth 59 and 46 respec
tively to effect forward or reverse drives.
The reaction brake devices 51 and 58, the syn
chronizer brake device 8| and the clutch device
61 are controlled by a fluid system in which is
arranged a plurality of valve control devices, see
Fig. l1. Valve device 86 controls fluid ow to
one-way reaction brake device 58, valve device 81
controls fluid flow to the clutch device 61 and
valve device 88 is effective to control shift down
from the clutch device 61 to the two-way brake
device 51. Valve device 89 controls fluid flow to
the synchronized brake device 8|. and one end
of the shift rail 90 for shifting clutch sleeve 48
forms a primary valve device 9| controlling flow
to the valve devices 86, 81 and 88.
There are two pumps 92 and 93 in the fluid
control system by means of which fluid under
pressure is circulated from the bottom of casing
section I4 to the various control devices under
pressure suflicient to operate them. Front pump
92 consists of gears 94 and 95 housed in a chamber
between wall I8 and wall 96, gear 95 being rotated
by shaft 1I that is rotated directly by the im
peller of the fluid coupling. This particular form
of gear pump is conventional. Fluid is moved i shift mechanism in forward, reverse or neutral.
to the pump 92 from the bottom of casing I4
through a screen 91 and passage 98 and is moved
from the pump through a passage 98 to main
delivery passage 99. a suitable pressure relief
valve |00 being associated with the outlet side
of the pump to limit the pressure in the delivery
passage 99. , 86. 81 and 88. Sleeve |25 receiving the rail valve
Rear pump 93 is similar in construction to
pump 92 and comprises gear |0| fixed to tail
shaft 44 and gear |02 housed in a chamber
formed by wall 20 and cover plate |03. Inlet
passage |04 leads from screen 91 to pump 93
and outlet passage |05 leads from pump 92 to
the main feed passage 99 through the casing sec
tions I5 and I4. Pressure relief valve |06 is pro
vided in the outlet passage |05.
The main fluid feed passage 99 has two outlet
branches |01 and |08, branch |07 leading to the
synchronizer brake 8| and branch |08 leading
to the other fluid control devices. Fluid ow
to the synchronizer brake is under control of the
forward and reverse gearing shifter mechanism
in which shift rail 90 has a fork ||0 fixed thereto
that engages in the recess 55 of sleeve 48. This
shift rail is mounted in a valve and actuator
6
sleeve ||| having a slot ||2 into which arm |I3
engages, such arm also extending through a slot
||4 in the shift rail. Arm ||3 is fixed to shaft
||5 extending outside of casing I5 and arm 56
fixed on shaft |I5 is connected by link | |1 with
bell crank ||8 that is rocked by rod ||9 actuated
. by an arm ||9 on rod |20 arranged adjacent the
steering wheel column |2I and having a handle
|22 for operation by the driver.
Valve sleeve | || is axially movable ir. bore |23,
shift rail 90 is axially movable relative to valve
sleeve III, and the valve end 9| is axially mov
able in sleeve |25 fixed to casing | 4. Collar |26
is fixed to rail 90 and coil springs |21 surround
fork !I0 and between the sleeve valve ||| and
the collar |26. These springs balance to nor
mally maintain the valve sleeve in a central posi
tion between the fork |I0 and collar |26. The
' row section of which is adapted to be registered
`with branch passage |01 and a wider section |32
of which registers with passage |35 leading to
the synchronizer brake chamber.
When shifter arm II3 is in neutral position,
valve sleeve ||| will be in its central position to
register groove section |3| with passage |01,
thereby allowing ud ow to engage the syn
chronizer brake. Upon rocking arm ||3 fore or
aft by operation of lever |22, the valve sleeve I| I
will be shifted ahead of rail 90, this being pos
sible because slot |I4 is wider than slot II2, see
Fig. 3. Such shifting of the valve sleeve will
shift groove |3| out of registration with passage
|01 to shut off uid flow to the synchronizer
brake and groove section |32 will vent passage
|35 as the shifter mechanism is clutched for
forward or reverse drive. Shifting of the valve
sleeve ||| ahead of the rail 90 will cause one of
the springs |21 to exert a force against the fork
||0 or collar |26, depending upon the direction
of shift, suicient to engage the clutch sleeve for
forward or reverse drive. In the event the clutch
teeth abut when the shift is made, the spring.
will be compressed and will complete the shift
upon slight rotation of one of the clutch mem
bers. Detent |40 (shown diagrammatically in
Fig. 6) is arranged to engage recesses | 4| in the
rail under light spring pressure to retain the
The shift rail 90 in addition to selecting for
ward and reverse drive and controlling fluid
flow to the synchronizer brake device also pro
_vides a primary valve for controlling flow in
the iiuid system through feed passage |00 con
necting passage 99 with control valve devices
end 9| has aligned ports |36 that are shut
when the rail is in neutral position. The rail
has pasages |31 and |38 therethrough adapted
to register with ports |36 when the rail is in
forward or reverse position. Thus the fluid sys
tem'to valve devices 86, 81 and 88 is shut off
by the shift rail in neutral position and is open
through the shift rail when in forward or re
verse positions.
Passage |08 extends across the casing section
I4 through wall I9 Where it connects with pas
sage |39, see Fig. 1l, having outlet branches
|40, |4| and |42. Branch passage |40 leads to
valve sleeve |43 of control device 86, branch
passage |4| leads to valve sleeve |44 of control
device 81 and branch passage |42 leads to valve
sleeve |45 of control device 88. Passage |46
vparallels passage |39 and has branch passage
 2,584,905
7 planed head end of said piston member |19 and
|48 leading to sleeve |43, branch passage |49
leading to sleeve |44 and branch passage |50 the flange |18 is arranged a coil spring |80. A
leading to valve sleeve |45. Passage |5| leads stop ring |8| in piston |15 limits axial move
from valve sleeve |45 to the clutch chamber in ment of piston member |19 in one direction and
carrier extension 68 so that pressure fluid may spring |80 normally seats member |19 against
act against actuator 80 to engage the clutch the stop ring |8| whereby the other end of mem
device 61. ber |19 is spaced from flange |16 and such
Valve device 86 is arranged to control brake space opens to port |82 in member |15. A
device 58 and the position of valve |52 in sleeve valve |83 is located internally of the telescoped
|43 is under control of spring |53 and pressure piston members and is normally held against
in the engine fuel intake manifold |54. Cap stop ring |84 in member |15 by spring |85 ar
|55 clamps diaphragm |56 to sleeve |43 and ranged within member |19. The valve |88 has
forms a chamber |51 that is connected with the limited axial movement and a radial port |88
intake manifold by conduit |58. The dia adapted to vent fluid from chamber |11 when
phragm is secured to the valve |52, and the moved to communicate with port |82. Member
spring |53 in chamber |51 creates a force against |19 has a vent port |81 in its end and through
the diaphragm urging the valve toward the right which fiuid passing through valve port |86 may
in Fig. l1 to open position. The spring force flow back into casing |4. Piston member |19
is opposed by subatmospheric manifold pressure is fixed to one end of rod |88 and the other end
and the arrangement is such that subatmos of the rod engages cam lever |89, see Fig. 4, ar
pheric manifold pressure is sufficient to over ranged to actuate arm |90 mounted on pin |9|
come the spring and close valve |52 when per in bracket |92 fixed to brake band 60. The
mitted to function with the engine idling. other end of such brake band has a bracket |93
Valve |59 is interposed in conduit |58 and is abutting an anchor member |94 fixed to
normally held open by spring |60 and is closed 25 casing I4.
by cam |6| rotatable with throttle valve operat The valve control device 88 in the fluid system
ing rod |62 that is given rotative movement for the two-way brake reaction device 51- in
from the accelerator pedal |63 by lever |64 and cludes the housing sleeve |45 in which flanged
link |65. When the accelerator pedal is in en hollow valve |95, open at one end, is axially
gine idling position, the cam will permit spring 30 movable. Port |96 connects conduit |42 with
|60 to open valve |59 whereby subatmospheric the interior of the valve sleeve and port |91
pressure in the intake manifold will shift dia connects conduit |50 with the interior of the
phragm |56 to close valve |52. Upon depressing valve sleeve. The fluid feed conduit |5| to the
the accelerator pedal to accelerate the engine, clutch device 61 is connected with the interior
cam |6| will shift valve |59 to close the connec 35 of the valve sleeve by port |98 and sleeve port
tion with the manifold and to open chamber |99 is open to passage 200 leading to the inte
|51 to atmosphere through vent |66. Thus the rior of casing 20| in which actuator piston 202
brake control device 86 will be ineffective to hold is axially movable. This piston is fixed to rod
the planetary gearing carrier, when the engine 203 for operating mechanism (not shown) for
is idling and the vehicle is standing still, until 40 applying and releasing brake 66, the operating
the accelerator pedal is depressed from engine mechanism being the same as that between rod
idling position. In order to establish drive by |88 and brake band 60. Valve |95 is attached
device 51. the shift rail 90 must be first moved tov diaphragm 204 to which armature 205 of
to forward or reverse position and the acceler grounded solenoid 206 is fixed and is normally
ator must be depressed, such operations being 45 opened to the clutch device by spring 204'.
in series. When valve |95 is in the position shown in Fig.
The valve control device for brake 60 includes 11, vent |99 therein is open to port |99 reliev
means whereby brake application occurs in two ing chamber 20| of fluid.
stages having different rates of speed. Valve Valve device 81 comprises a valve sleeve |44
housing sleeve |43 has a port |10 open to the 50 and a flanged valve 201 that is axially shiftable in
valve chamber and to branch passage |40 and the sleeve. This valve device serves to establish
has another port |1| open to the chamber and or shut off fluid flow bet-Ween conduits |48 and
branch passage |48. Actuator chamber |12 is |39. Port 208 in the valve sleeve communicates
connected with the valve chamber by passage with conduit |4| and port 209 in the valve sleeve
|14, and chamber |11 is connected with the valve 55 communicates with conduit |49. The valve is
chamber by a passage |13. Piston valve |52 fixed to a diaphragm 201 and to armature 208 of
has a plurality of flanges or lands whereby port solenoid 209 and is normally opened by spring
|10 may be connected with either of the pas 205'.
sages |13 or |14 depending upon its position The valve devices 81 and 88 are controlled by
and, as shown in Fig. 11, the engine is running 60 electrically energized means including the sole
idle and the vehicle is standing still so that noids 206 and 209'. Battery 2|0 is connected
valve |59 is open whereby valve |52 has been with line 2| | leading to solenoid 209 and a switch
moved to its left position opening passage |40 to 2|2 is interposed in such line, the switch may
passage |13 and closing passage |40 to pas also be for the engine ignition system (not
sage |14. shown). Line 2|3 connects line 2| | with contact
A compound piston and valve device is ar 2|4 at the instrument board and contact 2|4'
ranged in chamber |12 and forms part of the is connected by line 2|6 with solenoid 208.
actuator means for the brake in device 58. Switch 2|5 is operable by the driver to engage
Sleeve piston |15 is axially movable in the and disengage contacts 2|4 and 2| 4' to control
chamber |12 and has a flange |16 at one end 70 the electric circuit to solenoid 208.
sealing off passage |14 from the chamber |11 Solenoid 209 is connected with contact 2|1 by
with which passage |13 openly communicates. lines 2|8 and 2|8', and a grounded switch 2 |9 fixed
Sleeve piston |15 also has an internal fiange to accelerator pedal |63 is operable to engage or
|18 and within the sleeve piston a nested piston disengage the contact 2|1 to make or break the
member |19 is axially slidable. Between the 15 electric circuit for solenoid 208'.
 9,584,885
Solenoid 208 is also controlled by a device
l
conduit 88 with conduit |88. lValve device 88
228 in which an electric circuit is controlled by is normally held in open position by spring |88
means responsive to vehicle speed and fuel intake to connect port |18 and passage |48 with passage
manifold y pressure. Line 2| 8 leads to contact |14 but with the engine idling conduitV |88 will
2|8 (see Fig. 10) of a switch having a grounded
CII be opened so that intake manifold sub-atmos
contact arm 22| movable by an actuator plunger pheric pressure will overcome spring |58 and will
222 fixed to diaphragm 223 traversing chamber move valve |52 to the position shown in Fig. 11
224 in switch housing 25. This housing also con whereby there can be no flow of fluid from con
tains a chamber 228 closed by diaphragm 221 and duit |48 through passage |14 and consequently
containing spring 228. Conduit |59' is in open 10 brake device 58 will be released from the reaction
communication with chamber 226 and subatmos member 59 so that the carrier is free m rotate
pheric pressure acts upon diaphragm 221 to move in a reverse direction carrying the planetary gears
it to the right, as viewed in Fig. 10, and spring therewith. With the synchronizer brake device
228 .acts to move the diaphragm to the left. 8| applied. shaft 35 is `held stationary sothat
Housing 225 also containsa vehicle speed re 15 when the sleeve 48 is shifted to engage teeth 48
sponsive valve device for a fluid pressure system with teeth 50 or teeth 41 _with splines 48 there will
connecting pump 93 with the actuator plunger be no relativerotation of> such teeth to be mated
222 for switch arm 22|. Passage 229 leads from and consequently the shift can be made without
pump 93 to passage 230 and passage 23| leads clashing of the clutch teeth. The transmission
to the plunger actuator 222. . Passage 230 con 20 is now conditioned to drive as soon as brake device
nects with a circular groove 232 in the- bored 58 is engaged and it isonly necessary for the driver
standard 233 and passage 23| connects with circu to depress the accelerator pedal beyond throttle
lar groove 234 in the bored standard. Sleeve idling position in order to establish the low speed
shaft 235 is rotatably mounted in the bored stand geared drive. As the accelerator pedal is de
ard and has ports 236 registering with ports 234 25 pressed cam |6| will move valve |59 to cut off the
and ports 231 registering with groove 232. This sub-atmospheric pressure line |58 from chamber
sleeve shaft has gear 238 xed thereto and mesh |51 and spring |53 will move valve |52 to permit
ing with gear 239 driven by tail shaft 44. Fly flow from conduit |48 to passage |14. Prior to
weights 240 are pivoted on -pins 24| fixed to . this shiftingof the valve |52 conduit |48 has been
the sleeve shaft and have arms carrying pins 30 opened to passage |13 so. upon the spring shift
242 extending between flanges 243 on valve mem ing the valve, pressure iiuid is trapped in passage
ber 244 that is axially movable in and carried |13,l chamber |11, port |82 and the space between
by the sleeve shaft. Another valve member 245 the piston ange |18 and the end of the push rod
projects into valve member 244 and bears against piston |19 adjacent thereto. This trapped pres
plunger 246 fixed to diaphragm 221. Member 36 sure :duid opposes movement of the piston |15
244 of the compound valve is shifted by the gover and retards the engagement of the brake device
nor fiyweights opposed by spring 246. Member _58 so that a progressively increasing effect and a
244 has radial fluid inletiports 241 adapted to soft engagement of the brake are obtained.
register with groove 232 and ports 231 and mem As the pressure behind the piston |15 increases
ber 245 has radial ports 248 adapted to register the valve |83 is moved against the pressure of
with ports 241 of the other valve member, ports spring |85 to register port |88 with port> |82 so
248 being open to an axial passage 249 extending that fluid can vent from portV |81'. Pressure
through the inner end of member 245. A circular iiuid flowing into chamber |12 from passage |14
vent groove 250 extends around the bore wall will rst move valve |83 toward the right, as
of standard 233 and registers with the space 25| viewed in Fig. 11, to thereby push spring |85
between the inner end of valve member 244 and against the piston |19 which will initiate move
flange'252 on valve member 245 that slidably ment of rod |88 to engage the brake band 60. A
engages the inner wall of sleeve shaft 235. Spring similar movement of valve |15 is -opposed-by
253 exerts pressure against flange 252 to hold spring |80 and by the trapped pressure fluid.
valve member 245 against plunger 245. 50 Since valve ports |86 register with port `|82 some
When the vehicle is standing still the rear of the trapped pressure uid can escape through
pump 93 will not be operating and the front pump vent -|81 so that the piston |15 can be moved to
92 is operative only while the engine'is running. the right by pressure in chamber |12. Pistons
Thus, whenever the ignition switch 2|2is closed - |19, |83 and |15 now move to the'right until
and the engine is running, the pressure fluid sys 55 brake 58 is applied lightly. The reaction of
tem will be conditioned for operating the various brake 58 isA transmitted back to rod |88 and pis
control devices with which it is connected.' With tons |19 and |83 through lever |89 and arm |90.
the engine idling and the forward and reverse Piston |15 continues to move until port |82 is
mechanism in neutral the shift rail 90 will shut blocked oi by closure of the -space between pis
tons |15 and |19.y ` f
oii` iuid flow from conduit 99 to conduit |39.
Also when the shift mechanism is in neutral Up to now only spring loads |80 and |85 and
sleeve valve || | will be in its neutral position, pressure on piston |83 have been applied to brake
due to the similar force exerted against opposite 58 which will insure against a harsh application.
ends thereof by springs |21, to register grooves 65 A harsh application is _further prevented by oil
sections |3| and |32_with conduits |01 and |35 pressure in chamber |12 since rapid ventingl of
whereby pressure fluid will flow to the synchro chamber |11 is prevented after take up of brake
nizer brake device 8| and will act against the 58, the vent space having been closed. Slow
actuator piston 83 to engage the brake plates 82 leakage of `vent chamber | 11 in clearance be
tween piston |15 andho'using r|4 or piston |19
and thereby frictionally hold the shaft 35 sta 70 causes soft engagement of brake 58. kSince the
tionary. With _the shaft 35 held stationary the brake holds abutment member 59 stationary. the
driver next conditions the mechanism for forward one-way brake 64 will become effective to pre
or reverse vdrive by moving the shift lever for vent reversey rotation _of carrierL 43 whereupon
wardly or rearwardly to register one ofthe ports drive will-beestablished from either one of the
|31 or |38 with passage |08 to thereby connect runner power shafts 25 or 21, depending upon
 2,584,905
l1
which one is effective. Thus low speed or inter
mediate speed, referred to as geared drive. will
be established so long as the engine shaft is the
driver, and when the tail shaft becomes the
driver the one-way brake 84 is ineffective and the
drive will be broken until the engine shaft again
takes over the drive. When the ignition switch
2|2 is closed _switch contact 22| will be closed
to establish a circuit energizing solenoid 208'
` which will hold selector valve 201 in the posi
tion shown in Fig. 1l whereby communication
between the main feed conduit |4| and the out
let passage |49 is cut off and hence there can be
no fluid flow through conduit |48 or passage |50.
The dash switch 2|5 will be open so that there
will be no circuit to solenoid 208 and valve |85
will be moved to the position shown in Fig. 1l>
shutting off port |88 and opening port |81 to port
|98 but this is immaterial because there will be
no fluid fiow in conduit |48 because of valve 201 20 and |88 in the valve sleeve |45 to passage |5|
shutting off fluid flow thereto from conduit |4|.
Thus the clutch device 81 will have no pressure
fluid flowing thereto and it will be disengaged.
Fluid flow from conduit |42 to piston chamber
20| is cut off by valve |95 and chamber 20| is
open to vent |99' so that brake device 51 will not
be applied. In the meantime as soon as shift
rail 90 is moved to establish flow through either
one of the ports |31 or |38 and the sleeve 48 has
been movedl into forward or reverse drive rela
tion, sleeve valve | || will first be shifted by end vice 58 can remain applied as the carrier can
of arm ||3 to move port> |3| out of registration
with passage |01 whereby fluid flow to engage
the brake is shut off and the wider groove sec
tion |32 is moved to vent passage |35 leading to
the synchronizer brake. As arm ||8 is moved it
will compress one of the springs |21 thus shifting
rail 90 and moving yoke ||0 therewith for en
gaging the teeth 41 or 49 into mesh establishing
forward or reverse drive position depending upon
the direction of shift. In the event the teeth
41 or 49 abut, when being shifted into engage
ment, one or the other of the spring |21 will be
compressed and will cock the sleeve valve | || to
move the teeth into engagement with the mating
teeth as soon as there is a slight rotation of
the clutch sleeve or the tail shaft. With the
control devices in the position just described the
transmission will remain in geared drive until a , tion shown in Fig. 1l cutting off fluid now
vehicle speed and intake manifold pressure cause
a shift to high speed drive. Spring 248' of the
speed responsive device will prevent this up shift
until the vehicle speed is above 12 miles per
hour or thereabouts, such speed being referred
to as the governed speed.
Up shift to high speed gear ratio in the plane
tary gearing takes place when the circuit to sole
noid 209' is broken. This can be accomplished
by disengaging arm 22| from contact 2|8' by
means of fluid pressure flowing through conduit
229 to passage 230 and into passage 23|, when
the compound valve permits such flow, whereby
actuator 222 is shifted to open the switch arm
22|. The compound valve device is arranged so
that as the weights 240 move out in response to 85
increased vehicle speed they will move sleeve 244
to the left, as viewed in Fig. l0, and subatmos
pheric intake manifold pressure acting upon dia
phragm 221 will move the valve member 245
axially in opposition to spring 228 acting against 70 Fig. l1 cutting off fluid flow from conduit |4|
the diaphragm. The arrangement is such that
this compound valve will be closed below the
gcvemed speed and it may be opened at any
speed above the governed speed depending upon accelerator pedal remains in overtravel position
pressure in chamber 228. Thus the valve mem 'Il closing the circuit to solenoid 208 through
l2
ber 245 selects the speed at which ports 248 and
passage 249 will be open to ports 241 whereby
fluid may flow from passage 280 to passage 28|
through ports 288 in the driving shaft for the
flyweights. As soon as pressure fluid passes
through passage 248 it will act against flange 252
to return the valve member 245 and the guide
plunger 248 to the extreme right hand position
beyond that shown in Fig. 10, whereby sleeve
valve 244 will have to move to a position below
the governed speed before the pressure fluid will
again be cut oil'. While switch 22| is held open
to break the circuit to solenoid 209' valve 201 is
moved to the right. as viewed in Fig. 11, to es
tablish flow between ports 208 and 209. Sole
noid 208 is deenergized so valve |95 is in the
position shown in Fig. 11 and pressure fluid will
flow from passage |4| to passage |48 through
passages |48 and |50 and through the ports |91
leading to the clutch device 81 to apply the same
whereupon the drive will be direct from the fluid
coupling member- through shaft 1| and the
clutch device to the carrier 48. At the same time
rotor 24 and shaft 25 will be driving and these
two paths of power flow will be transmitted
through the planetary gearing to shaft 35 so
that the tail shaft 44 will be driven at substan
tially the same speed as the engine drive shaft 23
except for fluid slip in the coupling. Brake de
overrun abutment member 58. As conduit |48
is now open fluid will flow through conduit |48
and passage |1| to the interior of sleeve |48
where it will act against the large diameter flange
at the end of valve |52 to hold the valve in its
right hand position even though subatmospheric
pressure is in conduit |58 so when the accelera
tor pedal is released to idling position, it cannot
shift valve |52 to its left hand position as shown
in Fig. il. Thus pressure fluid in the clutch feed
passage is utilized to hold valve |52 in relation
applying brake device 58 when the accelerator
is in idling position. Thus the transmission is
always conditioned to immediately go back into
geared drive automatically when the clutch de
vice 81 becomes ineffective. When the clutch
device 51 is engaged valve |85 will be in the posi
' through port |88 but chamber 20| will be vented
by passage 200, port |88 and port |89. Switch
22| will remain open until the vehicle speed is
less than the governed speed whereupon fluid
pressure against the switch actuator 222 is re
lieved and the switch can again close and valve
201 is moved by solenoid 208' to the position
shown in Fig. l1 cutting off flow to the clutch
device and the brake device 58 which has been
held stationary takes over the drive through the
one-way brake member 84.
Provision is made for overruling the effect of
the speed and vacuum device controlling switch
and the driver may utilize overtravel of the ac
celerator pedal to complete a circuit to solenoid
209' by engaging switch 2|'8 with contact 2|1.
Even though the transmission is conditioned for
high speed drive this establishment of a circuit
to the solenoid 208 will shift the selector valve
201 to the geared drive position as shown in
to conduit |49 and therefore to the clutch de
vice 81. The transmission will now function
just as it would in geared drive so long as the
 assente
I4 <
switch 2|9. As soon as the accelerator pedal adapted to voperate said devices, valve means
permits switch 2| 9 to again open, which it will for controlling fluid flow in the system to selec
do when the accelerator pedal is raised to less tively engage said brake device or said clutch
than wide open throttle position, and when the device, an electrically energized means for con
vehicle is traveling about the governed speed, ` trolling said selector valve including a switch,
solenoid 209' will be deenergized and valve 201 passage means connecting theA pressure fluid sys
will move to high speed position so that .the tem with the switch in relation to control the
clutch device 61 will again take over the drive. pressure fluid system, a valve device in the pas
Another means is provided for establishing sage means, means responsive to vehicle speed
geared drive regardless of vehicle speed. Sole 10 for controlling said valve device, and means
noid 206 is normall deenergized but the circuit responsive to pressure in the intake manifold
therefor may be established by closing the dash for controlling said valve device, said valve de
switch 2|5 at the will of the driver. Energizing vice being opened in a variable speed range above
of solenoid 206 will move valve |95 to the left a predetermined speed depending upon varying
as viewed in Fig. 11 which will close fluid port 15 intake manifold pressure.
|91 in the valve sleeve and will open port |98 3. In a transmission for motor vehicles driven
so that fluid in conduit |5| will be -vented by an engine having a fuel intake manifold,- a
through the end of the valve sleeve. At the power shaft, a driven shaft, planetary gearing
same time the valve |05 has moved to the left including a carrier adapted to connect said
so that conduit |42 and port |96 are open to 20' shafts in drive relation, a brake device for the
port |99, passage 200 and chamber 20| in which carrier, a clutch device for connecting the
piston 202 for actuating brake rod 203 is located. carrier to the power shaft, a pressure >fluid sys
Fluid can now flow to move the actuating mecha tem adapted to operate said devices, valve means
nism for the two-way brake device 51 to engage for controlling fluid flow in the system to selec
the same upon the planetary carrier extension tively engage said brake device or said clutch
65 so that geared drive is established through device, an electrically energized means for con
the planetary gearing and the clutch device is trolling said selector valve including a switch.
vented through port |98 so thatI high speed drive passage means connecting the pressure fluid
cannot be established. As long as switch 2|5 system with the switch in relation to control the
is closed the transmission will remain in geared 30 pressure fluid system, a compound valve device
drive. While the two-way brake device is ef in the passage means, means responsive to ve
fective, the one-way brake device 59 is also hicle speed for controlling one part of said valve
effective below the governed speed so in the device, and means responsive to pressure in the
'event the solenoid 206 is deenergized and the intake manifold for controlling another part of
vehicle is operated below the governed speed the said valve device, said valve device being opened
brake device 58 will be applied and the trans in> a variable speed range above a predetermined
mission Will remain in geared drive. If the ve speed depending upon varying intake manifold
hicle is running above the governed speed when pressure.
switch 2I5 is open, then valve |95 will permit 4. In a transmission for motor vehicles, a power
fluid flow to the clutch device 6l and high speed 40 shaft, a driven shaft, a tail shaft, a multiple ratio
drive will be established. gearing adapted to drivingly connect said power
It will be understood that various forms of the shaft and said driven shaft, devices operative to
invention other than those described above may select different ratio drives through the gearing,
be used without departing from the spirit or shiftable selector mechanism including positive
scope of the invention. A Ll coupling means engagea-ble to effect forward or
What I claim is: reverse drive from the driven shaft to the tail
1. In a transmission for motor vehicles driven shaft, a brake device for holding the driven shaft
by an engine having a fuel intake manifold, a stationary, a shift member operable by the driver
power shaft, a driven shaft. planetary gearing for conditioning said mechanism for forward or
including a carrier adapted to connect said shafts 50 reverse drive, a pressure fluid system connected
in drive relation, a brake device for the carrier, to apply said devices, and valve means in the sys
a clutch device for connecting the carrier to the tem and-operable by the member when in neutral
power shaft, a pressure fluid system adapted to position to allow fluid flow to thebrake device
operate said devices, valve means for controlling and to shut off fluid flow to the other devices,
fluid flow in the system to selectively engage said 55 and when the member is in forward or reverse
brake device or said clutch device, an electrically position to shut off fluid flow to the brake device
energized means for controlling said selector and to permit fluid flow to the other devices.
valve means, passage means connecting the 5. In a transmission for motor vehicles, a power
pressure fluid system with the electrically en shaft, a driven shaft, planetary gearing adapted
ergized means in relation to control the pressure 60 to connect said shafts in drive relation, fluid
fluid system. a valve device in the passage means, operable devices for selectively conditioning the
means responsive to vehicle speed for actuating gearing to drive inone of a plurality of gear
said valve device, and means responsive to pres ratios, a tail shaft, coupling means shiftable to
sure in the intake manifold for actuating said connect said driven shaft and said tail shaft in
valve device, said valve device being opened in relation for forward or reverse drive or neutral, a
a variable vehicle speed range above a prede fluid operable brake device for the driven shaft,
termined speed selected by varying intake mani a pressure fluid system leading to said devices
fold pressure. and the brake device, a sleeve valve in the system
2. In a transmission for motor vehicles driven leading to the brake device, a shift rail carrying
by an engine having a fuel intake manifold, a 70 a fork for operating the clutch means, spring
power shaft, a driven shaft, planetary gearing means operable by the sleeve valve to actuate the
including a carrier adapted to connect said shift rail, and driver operated mechanism for
shafts in drive relation, a brake device for the shifting said sleeve valve, said sleeve valve having
carrier, a clutch device for connecting the carrier ports opening the fluid system to the brake de
to the power shaft, a pressure fluid system 75 vice when in neutral position and closing the duid
 atomes
15 16
system to the brake device when in forward or relative axial movement of the inner piston in
reverse positions. the outer piston, a spring acting to position the
6. In a transmission for motor vehicles, a power pistons in extended relation axially, a valve in
shaft, a driven shaft. planetary gearing adapted the pistons for controlling fluid flow through the
to connect said shafts in drive relation, a tail port in the outer piston, spring means in the inner
shaft. coupling means shiftable to connect said piston bearing against and normally closing said
driven shaft and said tail shaft in relation for valve. said valve being exposed to pressure fluid
forward or reverse drive or neutral, a fluid oper at the end of the outer piston, and mechanism
able brake device for the driven shaft, a pressure operable by the inner piston for engaging or re
fluid system leading to said brake device, a sleeve leasing said brake device, the control valve being
valve in the_ system leading to the driven shaft operable to -alternately open and close the two
brake device, said sleeve having an internal passages connecting the chambers.
groove comprised of a narrow inlet section and 10. In a transmission for motor vehicles driven
a wide outlet section, a shift rail carrying a fork by an engine. a power shaft driven by the engine.
for shifting the clutch means, spring means op a driven shaft, planetary gearing adapted to
erable by the sleeve valve to actuate the shift rail, drivingly connect said shafts and having a car
an arm engaging said sleeve valve, and driver rier, a reaction member, a brake device for the
operable mechanism for actuating said arm, said reaction member, an overrunning brake between -
sleeve valve groove being open to allow fluid flow the carrier and the reaction member, a clutch
to the brake device when in neutral position and 20 device for connecting the power shaft to the
to shut off fluid flow to the brake device when carrier, a pressure fluid system for applying the
in forward or reverse positions, the wide section brake device and the clutch device, a normally
of the groove venting uid in the brake device open valve in the system controlling fluid flow
when fluid flow in the system is cut off by the to the brake device, fluid pressure operated means
sleeve valve. 25 for holding the brake valve open, a speed in
'1. In a transmission for motor vehicles, a power uenced valve in the system controlling uid
shaft, a driven shaft, planetary gearing including flow to the clutch device, and means connecting
a carrier adapted to connect said shafts in drive the portion of the system between the clutch
relation. a tail shaft, mechanism including cou and clutch control valve with the said fluid pres
pling means shiftable to connect said driven shaft 30 sure operated means whereby fluid pressure will
and said tail shaft in relation for forward or re hold the brake control valve open while the clutch
verse drive or neutral, a fluid operable brake de control valve is open.
vice for the carrier. a fluid operable brake device 11. In a transmission for motor vehicles driven
for the driven shaft, a pressure fluid system driven by an engine having an intake manifold, a
leading to said brake devices, a shift rail having 35 power shaft driven by the engine. a driven shaft.
a fork for-actuating the clutch means and valve planetary gearing adapted to drivingly connect
means for controlling the fluid system to cut off said shafts and having a carrier, a reaction mem
flow to the carrier brake device in neutral posi ber, a brake device for the reaction member, an
tion and to open the fluid system to the carrier overrunning brake between the carrier and the
brake device in forward or reverse drive positions, 40 reaction member, a clutch device for connecting
a sleeve valve around the rail having an internal the power shaft to the carrier, a pressure fluid
groove controlling fluid flow in the system leading system for applying the brake device and the
to the driven shaft brake device, spring means clutch device, a normally open valve in the system
operable by the sleeve valve for shifting said rail, controlling uid flow to the brake device, fluid
and driver operable means for shifting said sleeve 45 pressure operated means for holding the brake
valve, said sleeve valve groove opening the system valve open, a conduit connecting the manifold
to the driven shaft brake device when in neutral with the brake device control valve whereby
position and closing the system to the drive shaft manifold pressure when the engine is idling will
brake device when in forward or reverse drive close the valve, and means connecting the por
positions. tion of the system between the clutch device
50
8. In a transmission for motor vehicles having and the clutch control valve with the said fluid
a power shaft, a driven shaft, planetary gearing pressure operated means whereby fluid pressure
including a carrier adapted to drivingly connect will hold the brake control valve open while the
the shafts, a fluid engageable brake device for clutch control valve is open and the engine is
preventing rotation of the carrier, a pressure 55 idling.
uid system leading to the brake device having a 12. In a transmission for motor vehicles driven
flow control valve therein, actuator means for the by an engine having an intake manifold, a power
brake device comprising nested pistons having shaft driven by the engine, a driven shaft, plane
relative movement axially, passage means from tary gearing adapted to drivingly connect said
the exterior of the outer piston to the interior of 60 shafts and having a carrier, a reaction member,
the inner piston, vent means through the inner an overrunning brake between the carrier and
piston, and a valve controlling flow through said the reaction member, 'a brake device for holding
passage means and carried by the outer piston the reaction member stationary to effect geared
means. drive through the planetary gearing. a clutch de
9. In a transmission having a brake device op vice for connecting the power shaft to the car
erable to condition gearing in driving relation 65 rier, a pressure fluid system for applying the
between shafts, control means for the brake de brake device and the clutch device, normally
vice comprising a casing, two chambers in the open valve means in the system controlling fluid
casing connected by two passages. a control valve flow to the brake device, fluid pressure operated
in one chamber, a pressure fluid system connected 70 means integral with the brake valve for holding
with the valve chamber, a pair of telescoped actu the brake valve means open, a conduit connect
ator pistons in the other chamber, the outer pis ing the manifold with the valve means whereby
ton having a flange between the two passages manifold pressure will close the valve means while
leading to the actuator chamber and a port open the engine is idling, a speed influenced valve
to the interior of the inner piston, means limiting 75 in the system controlling fluid flow to the clutch,
 2,584,965
17
and means connecting the portion of the system
between the clutch control valve and the clutch
device with the said uid pressure operated means
whereby iiuid pressure against the said iiuid pres
sure operated means will hold the brake valve
means open to apply the brake device while the
clutch control valve is open and the engine is
idling.
13. In a transmission for motor vehicles hav
ing a power shaft. a driven shaft, planetary gear 10 ling ow to the other valves and normally open
ing including a carrier adapted to drivingly con
nect the shafts, a fluid operable brake device
for the carrier engageable to establish a reduc- i
tion drive through the gearing, a iiuid operable
clutch device for connecting the power shaft to
the carrier. a pressure fluid system leading to
said devices, a valve sleeve traversing the system
having ports therein, a hollow valve member open
at one end and having two positions to selec
tively control fluid flow through the sleeve ports
to the devices, spring means normally positioning
the valve member to connect the system with
the clutch device, a solenoid effective when ener
gized to position the valve member to connect
the system with the brake device, said hollow
valve member having a vent port registering with
the brake device ports when the valve is open
to the clutch device, electric circuit means con
nected with the solenoid, and a driver operable
switch for controlling the circuit.
30 the clutch device, electrically energized means
14. In a transmission for motor vehicles, a
power shaft, a driven shaft, planetary gearing
including a carrier adapted to drivingly connect
said shafts, a fluid operable one-way brake de
vice for engaging the carrier to establish reduced
geared drive through the gearing, a uid oper
able clutch device for the gearing engageable to.
drivingly connect the carrier to the power shaft
to establish a higher speed drive, a fluid system
connected to the devices, three valves in the sys
tern, one of the valves being normally open to
connect the system to the brake device, the second
valve being normally open to the clutch device,
and the third valve controlling flow to the other
two valves, and means responsive to engine oper
ating conditions and vehicle speed below a pre
determined value for closing the third valve.
l5. In a transmission for motor vehicles. a
power shaft, a driven shaft, planetary gearing
including a carrier adapted to drivingly connect
said shafts, a iiuid operable one-way brake de
vice for engaging the carrier to establish reduced
geared drive through the gearing. a fluid operable
clutch device for the gearing engageable to driv
ingly connect the carrier to the power shaft to
establish a higher speed drive. a fluid system
connected to the devices, three valves in the
system, one of the valves being normally open
to connect the system to the brake device, the
second valve being normally open to the clutch
device, and the third valve controlling flow to
the other two valves and normaly open through
one of said two valves to the clutch device, and
means responsive to engine operating conditions
and vehicle speed below a predetermined value for
closing the third valve.
16. In a transmission for motor vehicles driven
byA an engine having a fuel intake manifold, a.
power shaft, a driven shaft, planetary gearing
including a carrier adapted to drivingly connect
said shafts, a iiuid operable one-way brake de
vice for engaging the carrier to establish reduced
geared drive through the gearing, a fluid oper
able clutch device for the gearing engageable
to drivingly connect the carrier to the power 75 gine operating conditions and vehicle speed below
18
shaft to establish a higher speed drive, a fluid I
system connected to the devices. three valves
in the system, one of the valves being normally
open to connect the system to the brake device,
a connection between the manifold and brake de
vice valve whereby pressure in the manifold while
the engine is idling will move the valve to closed
position, the second valve being normally open
to the clutch device, and the third valve control
to the clutch device, and means responsive to
engine operating conditions and vehicle speed
below a predetermined value for closing the third
valve.
17. In a transmission for motor vehicles, a
power shaft, a driven shaft, planetary gearing
including a carrier adapted to drivingly con
nect said shafts, a iiuid operable one-way brake
device for engaging the carrier to establish re
duced geared drive through the gearing, a fluid
operable clutch device for the gearing engageable
to drivingly connect the carrier to the power
shaft to establish a higher speed drive, a fluid
system connected to the devices, three valves
in the system, one of the valves being normally
open to connect the system to the brake device.
the second valve being normally open to the
clutch device, and the third valve controlling
iiow to the other valves and normally open to
for closing the third valve, and switch means re
sponsive to engine operating conditions and ve
hicle speed below predetermined values for clos
ing the electrically energized means.
18. In a transmission for motor vehicles, a
power shaft, a driven shaft, planetary gearing
including a carrier adapted to. drivingly connect
said shafts, a fluid operable one-way brake device
for engaging the carrier to establish reduced
geared drive through the gearing, a fluid op
erable clutch device for the gearing engageable
to drivingly connect the carrier to the power
shaft to establish a higher speed drive. a uid
system connected to the devices, three valves in
the system, one of the valves being normally
open to connect the system to the brake device,
the second valve being normally open to the
clutch device, and the third valve controlling
flow to the other valves and normally open to the
clutch device. electrically energized means for
closing the third valve, switch means responsive
to engine operating conditions and vehicle speed
below a. predetermined Value for closing the elec
trically energized means, and driver controlled
electrically energized means for shifting the sec
ond valve into position closing off fluid flow to
the clutch device.
19. In a transmission for motor vehicles. a
power shaft, a driven shaft, planetary gearing
including a carrier adapted to drivingly connect
said shafts, a fluid operable one-way brake de
vice for engaging the carrier to establish reduced
geared drive through the gearing, a fluid opera
ble clutch device for the gearing engageable to
drivingly connect the carrier to the power shaft
to establish a higher speed drive. a fluid system
connected to the devices, three valves in the sys
tem, one of the valves being normally open to
connect the system to the brake device, the sec
ond valve being normally open to the clutch
device, and the third valve controlling iiow to
the other valves and normally open to the clutch
device, electrically energized means for closing
the third valve, switch means responsive to en
 2,584,985
19 20
predetermined values for energizing said elec means comprising a pair of nested pistons, means
trically energized means, and driver operated for introducing fluid under pressure to one side
means for controlling the electrically energized of one piston, means for introducing fluid under
pressure to the other side of said piston, and
means. means in the other of said pair of pistons for
20. In a transmission mechanism for motor
vehicles, a power shaft, a driven shaft, planetary trapping and then venting the fluid introduced
gearing including a gear carrier connected be to said one side of said one piston, whereby to
tween said shafts, a brake device for engaging retard the movement of the said one piston
said carrier to establish a geared drive between when fluid under pressure is introduced to the
said shafts. a fluid pressure system. and means said other side thereof.
operated by said system for engaging said brake 24. A_ transmission as described in claim 23, the
device with progressively increasing eect to means in the other of said pistons for trapping
thereby obtain a soft application of said brake and then venting the fluid comprising a spring
device, said means including a piston, means acting to move the said other of said pistons in
for trapping fluid on one side ofthe piston to one direction, and uid under pressure 'acting in
oppose movement of the piston in the direction opposition to the spring, both said pistons having
of said side, and means for releasing the trapped passages which when aligned allow the trapped
fluid. fluid to escape.
2i. In a transmission mechanism for motor 25. In a transmission for motor vehicles, a
-vehicles, a power shaft, a driven shaft, planetary __ power shaft, a driven shaft and a tail shaft,
gearing including a gear carrier connected be change speed gearing adapted to connect said
tween said shafts, a brake device for- engaging power and driven shafts, pressure fluid operated
said carrier to establish a geared drive between devices controlling the operation-of said gearing
said shafts, a fluid pressure system, and means for different ratio drives, shiftable selector mech
operated by said system for engaging said brake 25 anism including positive clutch means having
device with progressively increasing effect to teeth engageable to effect forward or reverse
thereby obtain a soft application of said brake drive from the driven shaft to the tail shaft,
device, said means including spring controlled a synchronizer device for holding the driven shaft
nested pistons and valve means, said valve means stationary, a driver operated shift member for
including means for trapping fluid on one side 30 conditioning said mechanism for forward or re
of one of said pistons to oppose motion of the verse drive. a fluid pressure system connected to
fluid in a brake applying direction and other operate said devices, and valve means operated
means for releasing the trapped fluid to permit by said shift member and having a porting ar
movement of the piston in a brake applying rangement which permits fiuid flow to the syn
direction. 35 chronizer device when the member is in neutral
22. In a transmission mechanism for motor position and shuts off fluid flow to said syn
vehicles, a power shaft, a driven shaft, planetary chronizer device and vent said device to the
gearing including a gear carrier connected be atmosphere after the teeth of said clutch means
tween said shafts, a brake device for engaging have been shifted into abutment when the mem
said carrier to establish a geared drive between 40 ber is shifted to forward or reverse position.
said shafts a fluid pressure system, and means 26. In a transmission for motor vehicles, a
operated by said system for engaging said brake power shaft, a driven shaft and a tail shaft.
device with varying pressure. said means com planetary gearing including a carrier adapted to
prising a piston, a control valve in the system, connect said power and driven shafts, a brake
conduits connecting the valve to the piston, one device for the carrier, shiftable selector mech
conduit conducting pressure fluid to one side of anism including positive clutch means having
the piston to apply the brake and the other teeth engageable to effect forward or reverse
conducting pressure fluid to the other side to drive from the driven shaft to the tail shaft. a
tend to release the brake, a second piston nested synchronizer device for holding the driven shaft
in the first piston, both said pistons having pas 50 stationary, a driver operated shift member con
sageways for conducting fluid from the said other ditioning said mechanism for forward or reverse
side of the first-mentioned piston, resilient means drive, a fluid pressure system for operating said
acting on the second piston in opposition to synchronizer device and said brake device, and
the fluid pressure on the second piston and valve means operated by said member and having
holding the passageways in the pistons out of ports so arranged as to permit fluid flow to the
register whereby to trap uid under pressure on synchroniser device when the member is in
the said one side of the piston, said resilient neutral position and shut-oil fluid flow to said
means being yieldable under fluid pressure act device when the member is shifted to forward
ing upon the second piston to cause the passage or reverse position and vent said synchronizer
ways to become aligned thereby to conduct the 00 device to the atmosphere after the teeth of said
trapped fluid from the said one side of the pis clutch means have been shifted into engage
- ton to release the piston for movement in a ment and to permit fluid flow to said brake device
direction to engage the brake, and means for to apply the same after the member is shifted
venting the aligned passageways, said valve be to forward or reverse position.
ing adapted to apply fluid under pressure through 65 27. In a transmission for motor vehicles, a
one of said conduits to the said one side of the power shaft, a driven shaft, planetary gearing
piston and then to close the said one conduit including a carrier adapted to drivingly connect
and apply fluid under pressure to the other side the shafts, a fluid operated brake device for pre
of the piston through another of said conduits. venting rotation of the carrier to establish geared
23. In a transmission for motor vehicles. a 70
power shaft, a driven shaft, planetary gearing in drive, operated means for said brake device, a
cluding a gear carrier connected between said fluid operated clutch device for the gearing en
shafts, a brake device for engaging said carrier gageable to establish a higher speed drive, a fluid
system including valve means for controlling
to establish a geared drive between said shafts,
a fluid pressure system, and means operated by 75 operation of said clutch device, fluid passage
'said system for engaging said brake device, said means leading to and from said brake device
 2,584,965
21 22
operating means. and a valve device for con UNITED STATES PATENTS
trolling the engagement and release of said brake Number Name Date
device, said valve device having a vent and com 2,008,869 Leoni ___________ __ July 23, 1935
prising a valve member slidable in a chamber to 2,074,781 Duilleld ......... __ Mar. 23, 193'?
open and close said passages and vent, an ele 6 2,134,533 Sinclair __________ __ Dec. 26, 1939
ment slidable in said chamber and a spring nor 2, 193,305 Thompson _______ __ Mar. 1.2, 1940
mally holding said element out of relationship 2,221,130 Cotterman ...... __ Nov. 12, 1940
with said vent, said Aelement being moved into 2,282,949 Dolza ___________ __ May 12, 1942
such relationship under the control of said clutch 2,319,388 Cotterman ______ __ May 18, 1943
control valve means so that is cooperates with l 2,324,713 McFarland ______ __ July 20, 1943
the first-mentioned valve member to restrict 2,332,593 Nutt et al _________ -_ Oct. 26, 1943
fluid iiow through said vent and delay full release 2,355,427 - Duflleld __________ __ Aug. 8, 1944
of the brake device until the clutch device is suf? l 2,397,634 Voytech _________ __ April 2, 1946
ciently engaged to take up the motor torque upon 2,402,243 Hale _____________ __ June 18, 1946
shift-up from geared. drive to the higher speed 15 2,407,239 La Brie __________ __ Sept. 10, 1946
drive.
FOREST R. MCFARLAND. FOREIGN PATENTS
Number Country Date
REFERENCES CITED 356,094 Great Britain ____ __ Sept. 3. 1931
The following references are of record in the 20
le of this patent: