J1me 9, 1953 E. R.

MAURER ET AL 2,641,140
POWER TRANSMISSION AND DRIVE CONTROL THEREFOR
Filed Jan. 31, 1948
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POWER TRANSMISSION AND DRIVE CONTROL THEREFOR
Filed Jan. 31, 1948 3 Sheets-Sheet 2

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June 9, 1953 E. R. MAURER ET AL 2,641,140
POWER TRANSMISSION AND DRIVE CONTROL THEREFOR
Filed Jan. a1, 1948 3 Sheets-Sheet 3

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 Patented June 9, 1953
2,641,140

UNITED STATES PATENT OFFME

2,641,140
POWER. irasssmssronasn naive
CONTROL THEREFGR
Edwin E. Maurer "and, JosephD. ,Catomhljetroit,
MiclL, 'a-slsignors to Chrysler Gogporation, ?igh
land Park, Mich" a corporation of Delaware
Appliance January 31, 1948, serial N6. time
20 Claims. (or iii-e45)
1 2
This invention relates to automotive trans; Our invention is well adapted for use in con
missions employing slip coupling driving means nection with transmissions employing fluid cou
for instance, ?uid power transmitting devices plings, and hence, for purposes of disclosure I
often called ?uid drives in combination with shall describe an illustrated embodiment as so
a change speed mechanism, and to means for employed, it being understood, however, that
improving the overall operating performance of this is but one of various possible applications,
the fluid device and the transmission. The sub since as will become self-evident hereinafter the
,iect application is in part a division and in part invention may also be utilized in connection
a continuation of our copehdi-ng application, with transmissions employing other conven
Serial No. 531,868 filed April 20, 1944 new Pat 10 tional typesrof fluid power transmitting devices.
out No. 2,466,721, granted April 12, 1949. The principal object of the present invention
During recent years ?uid power transmitting is to provide asimple, easily manufactured, fool
devices have come into Wide use in motor ve; proof, and completely automatic device for use
hicles, for example, for coupling the engine to in connection with slip coupling power trans
the change speed mechanism and vehicle driving mitting devices of automatic transmissions
wheels. which functions to eliminate the slip when the
The inherent slip between the input and latter is undesirable while permitting the device
output members of the ?uid power device dur to slip when such is desirable.
ing operation gives ?exibility to the perform Another object of our invention is to provide
ance of the vehicle, reduces gear shifting and 20 means for reducing the time for synchronizing
provides smoothness of power transmission. a pair of interengageable clutching elements for
rIhis slip varies from 100% when the output engagement in a transmission wherein one of
member is stationary with the input member the elements is drivingly connected to theout
rotating, to approximately 2% when the vehicle put member of a slip coupling power trans
is operating at cruising speeds under normal load. mitting device. 7 _
Although the aforementioned slipping share Another object is to provide a simple clutching
actcristic is of great advantage during low speed mechanism for the input and output members of
operation of the vehicle, it is not particularly a fluid powerv transmitting device, preferably
necessary or desirable during medium and high wholly within the device and which is adapted to
speed operation of the vehicle when the slips _ automatically lock the input and output members
are low, and in many instances may be objection; together in a onedireotional drive at predeter
able. For example, even two percent slip nor mined speed of the inputmember. , I
mally present at cruising speeds wastes fuel, and A further objector our invention is to provide
as this slip is increased at lower speeds and when inan automotive vehicle drive system having a
additional load is suddenly thrown on the en fluid power transmitting device and a change
gine by rapid acceleration, ascending hills etc., speed mechanism operablebetween a relatively
considerable waste of fuel may occur, especially slow and a relatively fast speed ratio drive, means
in hilly country. Moreover, where the transmis; operable for locking upthe input and output
sion includes a change speed mechanism having members of the ?uid power transmitting device
a power shifted synchro clutch engageable upon 40 just priorto eii'ecting fast speed drive establish;
torque relief at predetermined vehicle speed the ment in the change speed mechanism and under
presence of slip in the fluid drive may increase control of the same driver operable control means
the time of engagement or the clutch. In ad controllingv said upshift. Y ,
dition it is often desirable to obtain greater ace Still another object is the provision of a vehicle
coloration in order to pass another car. This is 45 drive system as in the previous object wherein
usually obtained in vehicles having transmis' the said speed change mechanism and lockup
sions of the type disclosed herein, by a kickdown means may be substantially simultaneously con
operation of the accelerator pedal to wide open ditioned for operation and speed change and
throttle position. It is desired to speed up the lockup e?eoted by a single operation of the ve
vehicle with minimum increase in- engine speed. hicle driver.
If the ?uid device is slipping at this time a higher An additional object is to provide in an auto
engine speed is required to compensate for the motive drive system having a fluid power trans
slip and for a given car speed less than full on; mitting device and a change speed mechanism
gine output is' obtained and there is waste of automatically shiftahle between a relatively slow
fuel. 55. and a relatively fast speed ratio drive, centrifugal
 2,641,140
4
clutch means engageable for locking up the input place by a cage 52; a wrap type of spring 54
and output members of the ?uid device, which being provided to energize the clutch.
means will remain engaged upon downshifting of The other element of the clutch 48 is formed by
the change speed mechanism to obtain greater a pawl drive plate 56 which has an inner cylindri
acceleration at a vehicle speed at which such cal surface in engagement with the rollers 56 and
mechanism would normally be operating in its carries a pair of centrifugally actuated pawls 58.
high speed ratio drive. The pawls are an element of a centrifugal clutch
Another advantage in the invention resides in and have ears 60 for loosely engaging bolts 62
the fact that elimination of slip at vehicle cruis (see Fig. 4). The bolts 62 are rigidly carried in
ing speeds will permit great ?exibility in the de rearwardly extending portions 55 of the pawl
sign and construction of fluid couplings, because drive plate 56 as shown and mount a coiled com
formerly emphasis was placed on the attainment pression spring 64 which tends to keep the pawls
of maximum e?iciency at cruising speeds to the ~5B in retracted position. The pawls are shaped
exclusion of other desirableoperating character as illustrated and each has an integral tail por
istics. By means of our invention the coupling tion 66 which lies alongside the engaging or head
may be designed with a relatively high stall speed portion of the other pawl and acts as a driving
such that slip at engine idling speed may be actu connection between the pawl and the plate 56
ally increased and thus tendency for the vehicle ' as well as a guide to keep the pawls in position.
to creep at idling speed is eliminated. The pawls loosely embrace the hub portion 44
Other objects and advantages will be apparent 20 and have sufficient clearance with respect there
to those skilled in the art from a reading of the to such that they can move radially outwardly
following description, taken in connection with under the influence of centrifugal force. This
the accompanying drawings. movement is limited in both directions by en
In the drawings: gagement of the inner surface of the pawls with
Fig. 1 is a side elevational view showing a mo the hub portion 23 as will be understood.
tor vehicle engine and power transmission sys The springs 64 may be of any desired strength
tem provided with our invention; to produce the operating characteristics desired,
Fig. 2 is a longitudinal sectional elevational it being understood that the springs will keep the
view through the change speed mechanism; . pawls in the illustrated retracted position until
Fig. 3 is a longitudinal vertical section of the 30 a predetermined speed of the shaft i2 is reached
upper portion of a ?uid coupling employed in whereupon the centrifugal force will overcome
the Fig. 1 drive system and embodying the slip the force of the springs and the pawls will tend
to move radially outwardly as will be explained
eliminator feature of our invention;
Fig. 4 is a section along the line 4-4 of Fig. 3; below.
The runner hub 22 has the well known baffle
and 68 for reducing the efficiency of the coupling at
Fig. 5 is a diagrammatic view of the control
idling speed and for preventing surges and is
mechanism for the slip eliminator of Fig. 3 and also formed with a forwardly projecting annu
the automatic clutching sleeve of Fig. 2, the lat
ter being shown in its disengaged position. lar member or portion 10 provided with circum
ferentially spaced notches 12. Four notches are
In the drawings A represents the internal com 41) shown, but more may be required in some in
bustion engine which drives through a fluid stallation, just as more than two pawls may be
power transmitting device B shown in Fig. 3 to required for smooth operation.
be a fluid coupling, and through a conventional The notches 12 are radially aligned with the
type of friction main clutch C to the change pawls 58 such that the pawls may engage the
speed mechanism D whence the drive passes notches to lock the drive plate 56 to the runner
from output shaft It to drive the rear vehicle hub 22. The pawls 58 are formed with an outer
wheels in the usual manner. cammed surface 14 which is shaped such that
The engine crankshaft 52 carries the vaned when the pawls are urged outwardly by centrif
fluid coupling impeller l4 which in the well ugal force and the member 10 is rotating at a
known manner drives the vanecl runner 16. The different speed than the plate 56, the surfaces 14
impeller has a housing portion 18 for enclosing will engage the edge of the notches l2 and cam
the runner is and is fastened by studs 26 to the the pawls inwardly until the speeds of the two
crankshaft [2 in the usual practice. The drive members are substantially equal whereupon the
passes from the runner l6 through the runner pawls will enter the notches.
hub 22 to main clutch driving member 24. This _ Let it be assumed that the strength of springs
member then transmits the drive, when ~main 64 is such that the pawls will be maintained in
clutch C is engaged through driven member 26 retracted position up to about 800 P. M. of
to the change speed mechanism driving shaft 28 the impeller Hi, this corresponding roughly. to a
carrying the main drive pinion 3B. 20 M. P. H. speed of the vehicle in direct drive.
The change speed mechanism drive shaft 28 is 60 The vehicle will then be driven through the cou
piloted by means of an anti-friction bearing 32 pling with the usual slip between the impeller l4
in the runner hub 22 to which the runner is and the runner l6, and the pawl drive plate 56 and
welded as at 34. The hub 22, is in turn, piloted pawls 58 will be driven at engine speed through
in the impeller hub 36, an anti-friction bearing 65 lock up of the overrunning clutch 48. After the
38 being disposed between the members. engine speed reaches a value above 800 R. P. M.
The usual seal 46 is provided between the the force of springs 64 will be overcome and the
housing [8 and the runner hub 22 to prevent the pawls 58 will be urged outwardly but will be pre
escape of the coupling fluid. A front seal 42 vented from moving into engagement with the
prevents leakage at the forward portion of the 70 slots 12 because of the difference in speeds be
assembly. tween the plate 56 and annular portion 10, the
The impeller hub 36 has a rearwardly project plate 56 overrunning the portion 10 because of
ing annular portion 44 on which is formed at 46 the lag of the runner I6.
a series of cams. These cams form one element When the driver has reached a satisfactory
of a roller clutch 48 having rollers 56 held in 75 car speed above 20 M. P. H. he releases the
 annual
6.
throttle control momentarily which causes a drop respectively in constant mesh with countershaft .
in speed of the impeller l4 and pawl drive plate gears 80, 82. A 'hub'not shown, is splined on the
56. The latter will then rapidly reach the speed shaft I0 and carries therewith a manually shift
of the runner is and member 70 and at the in able sleeve 90 adapted to shift from the Fig. 2
stant of synchronization the pawls will move neutral position either rearwardly to clutch with
out into the notches 12. The impeller 14 and teeth 92 of the gear 86 or else forwardly to clutch
runner it will then be directly connected and with the teeth 94 of the gear 38. The sleeve 90
acceleration of the vehicle will cause it to oper is operably connected to the shift rail 96 adapt
ate without slip. ed for operation by any suitable means under
The pawls 53 once engaged will remain en 10 shifting control of the vehicle driver.
gaged at all speeds above 800 R. P. M. of shaft The shaft in also carries splined thereon re
12 and down to a slightly lower speed because verse driven gear 98. A reverse idler gear [fit
of the friction between the pawls and the sides is suitably mounted so that when reverse drive
of the notches '12. At some speed below the en is desired the idler 109 is shifted into mesh with
gaging speed, the springs 64 will pull the pawls out the gears 84 and 98.
of the notches and the vehicle will again he in First, third, and reverse speed ratio drives and
slip drive. If the throttle is released so as to neutral are under manual control of the vehicle
cause the vehicle to coast, below the pawl cut-in driver when starting the vehicle from rest, the
speed, the pawls will drop out sooner because main clutch 0 being released by depressing the
there is less force tending to hold them in the 20 pedal I02 in shifting into any one of these drives.
notches due to the fact that the pawl drive plate First speed ratio drive is obtained by shifting
55 is freewheeling with respect to the im the sleeve 90 rearwardly to clutch with the teeth
peller Hi. 92, the drive passing from the engine A through
It will thus be seen that While the coupling is the ?uid coupling 13, clutch C, and shaft 28 to
locked up and slip is eliminated when the en 25 the pinion 30, thence through the gears it, 80,
gine is driving the vehicle, when the vehicle is 3'8, sleeve 90 to the shaft iii.
driving the engine slip is present because of the Third speed ratio drive is obtained by shift
overrunning clutch 118 which permits the pawl ing the sleeve 90 forwardly to clutch with the
assembly to overrun the hub 3t. teeth 94, the drive passing from the engine to
The overrunning roller clutch '58 has another 30 the gear 15 as before, thence through the gears
and more important function in that it prevents 82, 88 sleeve 96 to the shaft H3.
possible damage to the pawls 58 and notches 12 Slidably splined on the teeth m4 carried by
when the car is coasting with a dead engine and the gear 38 is an automatic clutching sleeve F
when it is being towed or pushed. In such in which under certain conditions, is adapted to
stances, if the roller clutch was omitted and the shift forwardly to clutch with teeth we carried
pawl plate 56 driven directly from the hub 35, by the pinion 39] thereby positively clutching the
there would be an outward movement of the shaft 28 directly to the gear 88. This sleeve F
pawls when the speed of the impeller reached is adapted to step up the speed ratio drive from
the pawl cut-in speed (the impeller being driven ?rst to second and from third to fourth which
by the runner with the runner turning faster latter is a direct drive speed ratio. Control
than the impeller) and damage might result be means in the nature of a tooth blocker ring Iilt
cause the cammed ends 14 are formed to cam is provided which limits clutching of the sleeve
the pawls inwardly when they tend to engage F to approximate synchronism with the teeth
with the impeller turning faster than the run and also to a condition of engine coast, sleeve F
ner, but not vice versa. This is an important . being prevented from clutching during that con~
safety feature and renders the device foolproof. dition known as engine drive as when the en
The present invention is particularly adapted gine is being speeded up under power.
for use with transmissions or change speed When driving in ?rst, second is obtained by the
mechanisms of the semi-automatic stepup type driver releasing the usual accelerator vpedal Ht
such as those described in the patent to Syrovy thereby closing the engine throttle valve and al
et a1. 2,277,799 granted March 31, 1942; Dunn lowing the engine to rapidly coast down or de
et al. Patent No. 2,159,429, granted May 23, 1939; celerate. When this occurs, the engine along
and a Maurer Patent No. 2,154,575, granted April with the shaft 28, pinion 30, and gear it all slow
18, 1939. Thus the Syrovy et a1. patent discloses down while the shaft in along With the gears E36
as in Fig. 2 of the present application, a trans~ 55 and 80 continue their speeds by accommodation
mission or change speed mechanism wherein a of an overrunning clutch E located between the
drive pinion 3!] is in constant mesh with a gear gear 15 and the countersh'aft it, which now over~
it which drives the countershaft 18 through an runs. The engine slows down until the teeth
overrunning clutch E of the usual type such 56B are brought to approximate synchronism
that when the shaft 28 drives in its usual clock 60 with the sleeve F which thereupon automatically
wise direction (looking from front to rear) then shifts to clutch with teeth ms resulting in a two~
the overrunning clutch will engage to lock the way drive for second speed ratio drive as fol
gear T6 to the counter-shaft l8 whenever the lows: pinion 30 through sleeve F to gear 89 thence
gear '16 tends to drive faster than the counter through gears 82, till, 86 to sleeve 90 and shaft
shaft. However, whenever the gear It tends to 65 It, the freewheel clutch E overrunning.
rotate slower than the countershaft 18 then the When driving the vehicle in third speed ratio
said overrunning clutch will automatically re drive, fourth or direct drive is obtained just as
lease whereby the shaft 28, under certain con for second by driver release of the accelerator
ditions, may readily drop its speed while the pedal and resulting shift of the sleeve F to clutch
countershaft l8 continues to revolve. 70 with the teeth me when these parts are synchro
Countershaft 18 comprises cluster gears 80, 82 nized by reason of the engine coasting down from
and M which respectively provide drives in ?rst, the drive established in third speed ratio drive.
third, and reverse speed ratio. Freely rotatable The direct drive is a two-way drive as follows:
on the driven shaft 10 of the change speed mech pinion 30 through sleeve F to gear 33 to sleeve 90
anism are the first and third driven gears 86, 8B to shaft 10, the clutch E overrunning as before.
 7 8 :
The change speed mechanism is provided with usual distributor of the ignition system whereby
suitable power operable motor means for control the engine ignition may be momentarily rendered
ling shift of the sleeve F along with several other ineffective thereby unloading the torque at sleeve
control means. Referring to Figs. 1 and 5 there F sufficiently to insure its release by the spring
is illustrated a pressure ?uid operated motor G I42. This ignition interrupting system is under
using, for example, air pressure for its operation. control of an interrupter switch I64 which is
For convenience this motor is arranged to oper closed against the action of a switch opening
ate by the vacuum in the intake manifold sys spring I66 by a plunger I68 and ball 110 when
tem of the engine under control of an electro ever the rod I44 moves rearwardly as described
magnetic means comprising a solenoid H. 10 above when effecting engagement of the sleeve
- The sleeve F is provided with a shift groove en F, by reason of the enlarged rod portion between
gaged by the depending arms of a yoke I I2 which the detents I48 and I50. The detent I50 is so
has its ends rotatably supported in the housing of arranged that with the parts in such position
the change speed mechanism D. One arm of the that the sleeve F is clutched, the rod I44 may
yoke I I2 has a forward lever extension I I4 carry 15 move forwardly su?iciently to close the gap I62
ing a pin I I6 which is engaged by the forked end at the lost motion between the rod portion I46
portion II8 of a lever I20 ?xed to the inner end and lever I24, this movement causing the switch,
of a rockshaft I22. This rockshaft has an outer I64 to close and ground the ignition system
end extending outside the change speed casing vwhereupoi'l spring I42 may then cause further
where it carries a depending lever I24which is 20 movement of rod, I44 to release sleeve F, the,
?xed to the rockshaft I22. Lever I24 consti switch I64 then opening by detent I48 to restore
tutes what may be termed a follower member the ignition system.
and carries an adjustable set screw I26 forming The vacuum supply to chamber I56 is under
an operating abutment portion of the lever. This control of the solenoid H which comprises an
lever I24 has another lever arm I28 extending armature plunger I'I2 having valving parts H4,
rearwardly therefrom and is engaged by one end H6. In Fig. 5 the solenoid H is energized there
of a tension coil spring I30. The upper end of by raising the plunger I'I2, the spring 18 to seat
this spring is anchored to the cantilever end of a the valve I16 and shut off the vacuum supply to
pin I32 which is seated in one of the casing jour the chamber I56 and at the same time unseat the
nals, not shown, for rotatably supporting the 30 valve Il'4 so as to vent this chamber through the
rockshaft on pin I32. passage I80, chamber I62, and vent passage I84.
Forward clutching shift of the sleeve F is effect When the solenoid is deenergized then the spring
ed under control of the motor G, by the spring I18 lowers the plunger I'I2 thereby seating the
I30 exerting a pull on the lever I28 in a counter valve I14 to shut off the vent I84 and open valve
clockwise direction, as viewed in Fig. 5. This 35 I76, thereby opening the chamber I56 to the en
rotary motion of the lever I28 is transferred gine intake manifold K, Fig. 1, through passage
through the rockshaft I22 and lever I20 to the I00, chamber I86, and pipe I88.
pin H5 thereby thrusting the sleeve F forward Speed responsive means is provided for con
ly. Forward shift of the sleeve F is suitably trolling the energization of the solenoid H so as
limited by the stop pin I34 which is ?xed to 40 to insure automatic release of the sleeve F below
the casing and projects therefrom for engage a predetermined car speed and automatic en
ment by the forward ?at face I36 of the yoke gagement of the sleeve F above a predetermined
extension i I4 when the sleeve F is fully clutched car speed. Whenever the car is in forward driv
with the teeth I06. ing condition the manual sleeve 90 is either shift
Motor G comprises a casing I38 containing the ed rearwardly to the low range position or for
diaphragm I40 urged in a direction to release the wardly to the high range position so that by
sleeve F by a spring I42 which is much stronger driving a governor from the countershaft I8 it is
than the action of the spring I30 so that when possible to provide a speed control operated pro
spring I42 expands, its force will readily stretch portionate to the speed of travel of the vehicle.
the spring 30. Diaphragm I40 is connected to a Driven from the countershaft gear I90 is a gov
lever member in the form of a rod I44 which has ernor J of any suitable type, this governor op
a forward extension I46 aligned with the abut erating a sleeve I92 outwardly along its drive
ment portion I26 of the lever I24. shaft I94 as the car'speed reaches a predeter
Rod I44 has a series of detents I48, I50 and I52, mined point, the breakaway being under con
the latter cooperating with a pivoting latch I54 55 trol of a detent I96 if desired.
such that the vacuum is admitted to the cham The sleeve I82 has a shoulder I98 engaged by
ber l'56 to cause the diaphragm I40 and rod I44 the swinging switch piece 200 of the governor
to move rearwardly, the latch I54 under action switch 202. When the car is stationary the de
of the pivoted latch operating part I58 and rat tent I86 is engaged and the switch 202 is closed.
trap spring I60 catches on the rear shoulder of 60 As the car accelerates, the governor eventually
detent I52 and holds the rod I44 in its pivoted reaches its critical speed and detent I96 releases
position. At this time the rod portion I46 moves thereby causing the switch 202 to open. As the
further than the lever I24 by the amount of gap car slows down, the governor spring 204 restores
I62 shown by the phantom positioning of the rod the parts to the Fig. 5 position and by propor
E46 and abutment I26 in Fig. 5, the stop pin I34 65 tioning the various parts, it is obvious that switch
limiting forward movement of the sleeve F by the 202 may be made to function at desired speeds
spring I30, the latter becoming operable when proportionate to car travel. As an example of
the rod I40 is shifted rearwardly as thus de one arrangement of governor operation and gear
scribed. ing operation, the governor may be made to open
In order to provide for release of the sleeve F, 70 switch 202 during car acceleration in first and
it is desirable to provide some means for momen third respectively at approximately 7 and 15
tarily relieving the torque load at the teeth I06 M. P. H., the switch 202 closing on stopping the
and sleeve F and in the present instance we have car in second and direct at approximately 3 and 7
provided such means as a system of ignition in M. P. H. respectively.
terrupiion by grounding the Primary wireof the; 75 ; The gQYelfnolf solenoidcircuitunder control of.
 9 10
the switch 202 comprises around 205 to switch the pawls 53 and the sleeve F the engine will
202 thence through conductors 298, 2| 0, 2L2 to slow down so as to permit the pawls 58 to syn
solenoid H thence to conductor 2| 4 to ignition chronize with the shell portions 10 of the clutch,
switch 2 I 6, ammeter 2 I6, battery 229, and ground the engine decelerating faster than the portion
222. of the mechanism between the runner hub 22
In Fig. 5 is illustrated a portion of the engine and countershaft gear iii so that the pawls 58
ignition circuit which extends from the battery will become engaged before the clutch F becomes
2% and ammeter 2 I8 to ignition switch 2 I 6 thence synchronized. With a solid connection thus ob
to coil 2M and distributor 226. tained between the engine and the drive pinion
The ignition grounding circuit for rendering 10 3D the engine will immediately impose its de
the ignition momentarily inoperative comprises celerating influence on the pinion 36 which as
a grounding conductor 228 extending from the above stated, carries the clutch element we to
distributor 2215 to ignition interrupter switch r64 thus synchronize the clutch element I06 with
thence by conductor 230 to conductor 232 extend the sleeve 38 so that direct drive may then be
ing to ground 234 under control of a switch 236 15 obtained. In some cases it may be desirable that
called a kickdown switch because it is controlled the pawls 58 be conditioned to become engaged
by the accelerator pedal I I0 when fully depressed at a slightly lower vehicle speed than that at
to eiiect stepdown in the change speed mecha which the clutch F will engage to thus assure
'nism speed ratio drive by disengagement of the aeolid connection between the engine and the
sleeve F. 20 clutching element I66 at the time that the clutch
The kickdown solenoid circuit extends from F is to be engaged. It will be observed in this
the ground 234. through the switch 235 and con connection that if there were no clutch between
Cluctors 232, 2H3, 1H2 through solenoid H and con the impeller and runner it would be necessary
ductor 2M and thence through ignition switch in order to obtain engagement of the clutch F
2H3 to ground 222 just as for the governor sole 25 to wait until the engine drops to a lower speed
noid circuit. than is necessary when the lockup clutch is pres
The kickdown switch 236 is preferably closed ent. This is because there is slip between the in
when the engine throttle valve 233, Fig. l, is fully put and output members of the fluid device at the
open. This may be accomplished by arranging time that the shift is being made and the output
the accelerator pedal IIil for a movement over 30 member is rotating at a lower speed than the
traveling in wide open throttle position. Pedal impeller. By looking up the ?uid device it is
llll operates a link Mil so as to swing bellcrank merely necessary to synchronize the sleeve F
lever 242, 243 about its pivot 2M. Lever arm 242 . with the engine speed.
operates link 24% which is connected to the throt A further advantage of the clutch mechanism
tie valve lever 248 through a lost motion spring 35 for the ?uid device is that it is possible to have
250. Ordinarily, this spring affords a solid con the same continue in lockup condition during
nection between the link 246 and lever 248 but kickdown operation of the transmission. As
when pedal I It is depressed to cause the lever described above, by depressing the accelerator
M8 to engage the stop 252 at wide open throttle, pedal I I ii to wide open throttle position the kick
then further depression of the pedal I lit will cause 40 down switch 236 is operated to momentarily
?nger 254 of lever arm M3 to throw arm 256 of ground the ignition and energize the solenoid
switch 236 upwardly thereby closing switch 236, H to vent the cylinder 555 and disengage the
the spring 255 yielding to accommodate this over sleeve F to thereby downshift the transmission
traveling movement of the accelerator pedal. to a lower speed ratio drive. During this oper
When the pedal is released, then ?nger 258 re 45 ation the pawls 58 do not disengage even though
stores switch 236 to open the lrickclown solenoid the clutch F does. This is because the operation
circuit. takes place at wide open throttle at which time
In driving a vehicle equipped with one of the the engine has been speeded up and manifestly
above described transmissions, the driver accel also the impeller and the eiTect of ignition inter
crates the car in a low speed gear ratio, for ex- . ruption is therefore merely to remove the load
ample, second speed ratio to a speed above the on the teeth of the clutch sleeve F, since the
engagement speed of the sleeve F, then releases pawl-carrying member is at that time at a vehicle
the throttle momentarily whereupon the clutch speed considerably above the engaging speed of
sleeve F engages to establish fourth speed ratio the pawls 58. It is advantageous to have the
(direct drive) during a short freewheeling period. 55 centrifugal clutch locked up during the kick
Such a transmission is employed in conjunc down operation as the operator is then attempt
tion with the present invention, the cut-in speed ing to obtain greater car speed. This requires
of the pawls 58 can be made to coincide with the a higher engine speed. By keeping the centrif
speed of engagement of the clutch sleeve F so ugal clutch locked up, a somewhat lower engine
that simultaneous operation of the two clutch speed becomes possible since the coupling if al
means may be obtained during one short period lowed to slip will require a higher engine speed
of throttle release. This is a distinct advan for the same car speed obtained by the kickdown
tage inasmuch as it is desirable to have the ?uid operation with the coupling locked up. More
power transmitting device locked up whenever over, if the coupling slips, some of the engine
it is possible to drive the vehicle with the trans 65 power will be lost.
mission in direct drive. The combination pro At low vehicle speeds where slip is advantage
vides an extremely pleasing operation and feel" ous the centrifugal clutch will preferably be
of vehicle without entailing any additional below the engaging speed of its pawls and they
cifort or thought on the drivers part. will then be disengaged.
A further feature obtained by this combina 70 Having thus described a physical embodiment
tion or clutches and control is that it becomes of the invention for purposes of illustration, it
possible to cut down the time of engagement of is to be understood that such is by way of ex
the sleeve F, this being a distinct advantage dur ample only and it is not intended to limit the
ing driving. When the accelerator pedal is re invention in its broader aspects except as set
leased momentarily to obtain engagement of 75 forth in the claims appended below. Manifestly
 72,641,140
11 12
other advantages and modi?cations falling with ' between open and closed position, in combination
in the purview of the subject invention will sug therewith; a ?uid power transmitting device hav
gest themselves to those skilled in the art by ' ing an input member and an output member; a
reason of the foregoing description. change speed mechanism having a low speed
We claim: ratio driving means and a high speed ratio driv
1. In a motor vehicle driving system having an ing means; interengageable means in said device
engine provided with a throttle valve, in com automatically engageable at or above a prede
bination therewith; a fluid power transmitting termined speed of the vehicle and in response to
device having an input member and an output movement of said accelerator pedal to close said
member; a change speed mechanism having a throttle valve for effecting a positive drive be
low speed ratio drive means and a high speed tween said input and output members and other
ratio drive means; and a driver operable con interengageable means in said high speed ratio
trol member for manipulating said throttle valve; driving means automatically engageable during
said device and high speed drive means each and in response to the same accelerator move
including clutch means engageable in response 15 ment when the vehicle is at or above said pre
to operation of said control member when the determined speed for effecting establishment of
vehicle is above a predetermined speed for effect vehicle drive through said high speed ratio driv
ing a direct connection between said input and ing means;
output members and effecting establishment of 6. In a motor vehicle driving system having an
said change speed mechanism in high speed 20 engine provided with a throttle valve and an ac
ratio drive in the order named. celerator pedal operably connected to said valve
2. In a motor vehicle driving system having for adjustment thereof by the vehicle driver be
an engine provided with a throttle valve, in com tween open and closed position, in combination
bination therewith; a fluid power transmitting therewith; a ?uid power transmitting device hav
device having an input member and an output -, ing an input member drivingly connected to said
member; a change speed mechanism having a engine and having an output member; a change
low speed ratio drive means and a high speed speed mechanism drivingly connected to said out
ratio drive means; a driver operable control put member; a ?rst positive clutch means in said
member for manipulating said throttle valve; and mechanism for effecting shift from a lower
positive clutch means in each said device and to a higher speed ratio drive in the said
high speed drive means both engageable in re mechanism, a second positive clutch means in
sponse to operation of said control member when said device for positively connecting said input
the vehicle is at or above a predetermined speed and output members; and means including said
at which both said clutch means are engageable accelerator pedal for controlling engagement of
for effecting a mechanical connection between vi both said clutches at or above a predetermined
> said input and output members, and effecting vehicle speed, said clutch and control means be
establishment of said change speed mechanism ing arranged and constructed to e?ect engage
' in high speed ratio drive in the order named. ment of said second clutch and then said ?rst
3. In a motor vehicle driving system having clutch in response to a single operative movement
an engine provided with a throttle valve, in com 40 of said accelerator pedal when the vehicle is at
bination therewith; a ?uid power transmitting or above said predetermined speed.
device having an input member and an output 7. In a motor vehicle driving system including
member; a change speed mechanism having a an engine provided with a driver manipulated
low speed ratio drive means and a high speed throttle movable between open and closed posi
ratio drive means; a driver operable control mem tion, in combination therewith; a ?uid power
ber for manipulating said throttle valve; and transmitting device having an input member
locking means in each of said device and high drivingly connected to said engine and having an
speed ratio drive means operable in response to output member; change speed means drivingly
operation of said control member when the connected to said output member and having a
vehicle is above a predetermined speed for effect- a relatively low slow speed driving means and a
ing a substantially 1:1 connection between said relatively high speed driving means; positively
input and output members, and effecting estab interengageable clutch means in said high speed
lishment of said change speed mechanism in high driving means for establishing high speed drive
speed ratio drive in the order named. while driving said vehicle through said slow speed
4. In a motor vehicle driving system having an driving means; positively interengageable clutch
engine provided with a throttle valve, in com means in said device engageable for positively
bination therewith; a fluid power transmitting drivingly connecting said input and output mem
device having an input member and an output bers; each of said clutch means being engageable
member; a change speed mechanism having a low at or above a predetermined vehicle speed in re
1 speed ratio drive means and a high speed ratio 60 sponse to momentary closing movement of said
drive means, a speed responsive clutch means for throttle; and means including said throttle for
mechanically connecting said input and output controlling engagement of said clutches, said
member; a second speed responsive clutch means means being arranged and constructed to effect
in said high speed ratio drive means for estab engagement of said clutches in the inverse order
lishing said mechanism in high speed ratio drive 65 named above in response to a single operative
and driver operable control means for said valve movement of said throttle when the vehicle is at
operable in a valve closing direction at or above or above the engaging speeds of both of said
the engaging speed of both said clutch means for clutches.
conditioning said system for substantially-simul 8. In a motor vehicle driving system having an
taneously effecting engagement of each of said 70 engine provided with a throttle valve and an ac
clutch means. celerator pedal operably connected to said valve
5. In a motor vehicle driving system having an for adjustment thereof by the vehicle driver be
engine provided with a throttle valve and an tween open and closed position, in combination
accelerator pedal operably connected to said valve I therewith; a fluid power transmitting device hav
for adjustment thereof by the vehicle driver 76 ing an input member drivingly connected to said
 9,841,140
13 14
engine and having an output member; a change an engine provided with an ignition system, a
speed mechanism drivingly connected to said out throttle valve and an accelerator pedal operably
put member; positively interengageable clutch connected to said valve for adjustment thereof
means in said mechanism for effecting upshift in by the vehicle driver between open and closed
said change speed mechanism from a lower to a position, in combination therewith; a ?uid power
higher speed ratio drive; centrifugal pawl clutch transmitting device having an input member
means for drivingly connecting said input and drivingly connected to said engine and having an
output members in a unitary drive; and means output member; a change speed mechanism driv
including said accelerator pedal for controlling ingly connected to said output member; posi'
engagement of both said clutch means at or above 10 tively interengageable clutch means in said mech
a predetermined speed of the vehicle at which anism engageable for e?ecting upshift in said
both said clutch means are engageable and in change speed mechanism from a lower to a high
response to a single operative movement of said er speed ratio drive; centrifugal pawl clutch
accelerator pedal. means in said device for positively connecting
9. In a motor vehicle driving system having 15 said input and output members in drive; both said
an engine provided with a throttle valve and clutch means being subjected to thrust transmis~
an accelerator pedal operably connected to said sion during said relatively fast speed drive
valve for adjustment thereof by the vehicle so as to resist disengagement until said thrust
driver between open and closed position, in com is relieved, control means for controlling engage~
bination therewith; a ?uid power transmitting ment of said clutches at or above a predetermined
device having an input member drivingly con speed; means for effecting disengagement of said
nected to said engine and having an output mem interengageable clutch means to step down said
ber; a change speed mechanism drivingly con change speed mechanism from said higher speed
nected to said output member; positively inter~ ratio drive to said lower speed ratio drive and
engageable clutch means in said mechanism for 25 means operable in response to driver operation
e?ecting upsnift in said change speed mecha of said accelerator pedal while said positively
nism from a lower to a higher speed ratio drive; interengageable means is engaged and is above
centrifugal pawl clutch means for drivingly con its disengaging speed for e?ecting operation of
necting said input and output members in a said disengaging means and for momentarily in
unitary drive; and means including said acceler tcrrupting said ignition circuit to relieve the
ator pedal for controlling engagement of both thrust transmission on said interengageable
said clutch means in the inverse order named means thereby to step down said change speed
above at or above the same predetermined speed means to said lower speed ratio drive While pro
of the vehicle at which both said clutch means viding for continued engagement of said cen
are engageable, in response to a single operative trifugal clutch means.
movement of said accelerator pedal. 12. In a motor vehicle driving system having
10. In a motor vehicle driving system having an engine and a driver operable engine throttle
an engine provided with an ignition system, a control, in combination therewith; a fluid. power
throttle valve and an accelerator pedal operably transmitting device having an input member
connected to said valve for adjustment thereof 40 drivingly connected to said engine and having an
by the vehicle driver between open and closed output member; a change speed mechanism
position, in combination therewith; a ?uid power having a relatively slow speed driving means and
transmitting device having an input member a relatively fast speed driving means, said latter
drivingl'y connected to said engine and having means including positively engageable drive con
an output member; a change speed mechanism trol elements operably associated therewith and
drivingly connected, to said output member; posi adapted when engaged to establish drive of said
tively interengageable clutch means in said mechanism by said fast speed driving means; a
mechanism engageable for effecting upshift in centrifugally operable clutch having inter
said change speed mechanism from a lower to a , engage-able elements operable for positively con
higher speed ratio drive; centrifugal pawl clutch necting said input and output members in uni
means for positively connecting said input and tary drive, said drive control elements and inter
output members in drive; both said clutch means engageable elements when engaged being sub
being subjected to thrust transmission during jected to thrust transmission therebetween dur
said relatively fast speed drive so as to resist ing said relatively fast speed drive so as to resist
disengagement until said thrust is relieved; con disengagement until the thrust transmission be
trol means for controlling engagement of said tween them is relieved and said elements being
clutches at or above a predetermined speed; engageable under control of said driver operable
means for effecting disengagement of said inter control at or above a predetermined speed;
engageable clutch means to step down said means for e-itecting disengagement of said drive
change speed mechanism from said higher speed control elements to step-down said change speed
ratio drive to said lower speed ratio drive and mechanism from drive by said fast speed driving
means operable in response to driver operation means to drive by saidlow speed driving means;
and means operable in response to operation of
of said accelerator pedal while said interengage
said driver control to predetermined open throt
able clutch means is engaged and both said clutch tle position during drive in said fast speed drive
means are above their disengaging speeds for for effecting operation of said disengaging means
effecting operation of said disengaging means and for momentarily interrupting the power de
and for momentarily interrupting the power de~
livery of said engine to relieve the thrust trans
livery of said engine to sufficiently relieve the
thrust transmission on said drive control ele
mission on said interengageable means thereby 70 ments but not on said interengageable elements
to step down said change speed means to said thereby to step-down drive through said change
lower speed ratio drive while providing for con speed means while maintaining said positive
tinued engagement of said centrifugal clutch connection between said input and output mem
means. -
bers.
11. In a motor vehicle driving system having 75 '13. In a motor vehicle driving system having
 non-i140
15 16
an engine and a driver operable-engine throttle and in response of said; driver control to prede
control, in combination therewith; a ?uid power termined open throttle position for effecting op
transmitting device having an input member eration of said disengaging means and for mo~
drivingly connected to said engine and having mentarily interrupting the ignition system to suf
an output member; a change speed mechanism Cl ?ciently relieve the thrust transmission on said
having a relatively slow speed driving means and drive control elements but not on said inter
a relatively fast speed driving means, said lat engageable elements thereby to step-down drive
ter means including positively engageable drive through said change speed means while main
control elements operably associated therewith taining said positive connection between said in
and adapted when engaged to establish drive of put and output members.
said mechanism by said fast speed driving 15. In a motor vehicle driving system having
means; a centrifugally operable clutch having an engine provided with a throttle valve, in com
interengageable elements operable for positively bination therewith; a slip coupling having an
connecting said input and output members in input member and an output member; a change
unitary drive, said drive control elements and in 15 speed mechanism having a low speed ratio drive
interchangeable elements when engaged being means and a high speed ratio drive means; a
subjected to thrust transmission therebetween driver operable control member for manipulat
during said relatively fast speed drive so as to re ing said throttle valve; and locking means in
sist disengagement until the thrust transmission each of said coupling and high speed ratio drive
between them is relieved; means including said 20 means engageable at or above a predetermined
driver operable control for controlling engage vehicle speed in response to operation of said
' ment of said control elements and interengage control member in a throttle valve closing di
able elements operable to effect engagement of rection for effecting connection of said input
said interengageable elements ?rst and said and output members in positive drive free from
control elements secondly in response to a single 25 slip and for effecting establishment of said
operation of said driver control at or above a pre change speed mechanism in high speed ratio
determined vehicle speed; means for effecting drive, in the order named.
disengagement of said drive control elements to 16. In a vehicle transmission the combination
step-down said change speed mechanism to drive comprising a. fluid coupling having input and
by said low speed driving means; and means op~ 30 output elements, a low speed ratio driving means
erable during engagement of both said drive con and a high speed ratio driving means arranged
trol and interengageable elements and in response such that the high speed ratio driving means
of said driver control to predetermined open is automatically established in response to coast
throttle position for effecting operation of said of the vehicle after acceleration to a predeter
disengaging means and for momentarily inter mined speed in low speed ratio, and clutch means
rupting the power delivery of said engine to suffi including an automatically operable device in
ciently relieve the thrust transmission on said said coupling, operable within the aforesaid speed
drive control elements but not on said interen and in response to the establishment of the
gageable elements thereby to step-down drive aforesaid coast condition of the vehicle for look
through said change speed means while maintain-v ing the ?uid coupling elements together for joint
ing said positive connection between said input rotation.
and output members. 17. In a vehicle transmission the combination
14. In a motor vehicle driving system having comprising a fluid drive mechanism including a.
an engine, an ignition system, and a driver oper driving element and a driven element, a low
able engine throttle control, in combination 45 speed ratio drive means and a high speed ratio
therewith; a fluid power transmitting device hav drive means, clutch means in each said mecha
ing an input member drivingly connected to said nism and high speed drive means automatically
engine and having an output member; a change engageable in response to coast of the vehicle in
speed mechanism having a relatively slow speed low speed ratio drive above a common prede
driving means and a relatively fast speed driv termined vehicle speed for substantially simul
ing means, said latter means including positive taneously establishing high speed ratio drive and
ly engageable drive control elements operably as locking the driving and driven elements of said
sociated therewith and adapted when engaged fluid drive mechanism together and means facili
to establish drive of said mechanism by said fast tating engagement of the clutch means of said
speed driving means; a centrifugally operable 55 fluid mechanism prior to that of said high speed
clutch having interengageable elements operable drive means.
' for positively connecting said input and output 18. In a vehicle transmission, the combination
membersin unitary drive, said drive control ele comprising a fluid drive mechanism including a
ments and interengageable elements when en driving element and a driven element, a low speed
gaged being subjected to thrust transmission ratio drive means and a high speed ratio drive
therebetween during said relatively fast speed means, means operable automatically in response
drive so as to resist disengagement until the
to coast of the vehicle after the vehicle has been
thrust transmission between them is relieved; accelerated to a predetermined speed in low
means including said driver operable control for
controlling engagement of said control elements 65 speed ratio drive for establishing high speed ratio
and interengageable elements operable to effect drive, clutch means operable within the afore
said speed and in response to establishment of
engagement of said interengageable elements ?rst the said coast condition for locking said driving
and said control elements secondly in response to
a single operation of said driver control at or element and driven element of said fluid drive
70 mechanism together and means operable to
above a predetermined vehicle speed; means for
effecting disengagement of said drive control ele establish coast of the vehicle above the speed
ments to step-down said change speed mecha of establishment of said high speed drive for
nism to drive by said low speed driving means;
facilitating locking together of said ?uid drive
and means operable during engagement of both elements prior to establishment of said high
said drive control and interenga-geable elements 75 speed drive.
 2,641,140
17 18
19. In a motor vehicle driving system having relatively slow speed ratio drive means and a
an engine and a driver operable engine throttle relatively fast speed ratio drive means; a driver
control, in combination therewith; a ?uid power operable control member for manipulating said
transmitting device having an input member throttle valve; means for establishing said
drivingly connected to said engine and. having change speed mechanism in fast speed ratio drive
an output member; a change speed mechanism and clutch means for establishing a substantially
drivingly connected to said output member and 1 to 1 ratio between said input and output mem
having a relatively slow speed driving means and bers, said fast speed establishing means and said
a relatively fast speed driving means, said latter clutch means being operable to establish said
means including positively engageable drive 10 fast drive and 1 to 1 ratio respectively in re
control elements operably associated therewith sponse to a single operation of said control mem
and engageable at or above a predetermined ve ber when the vehicle is above a predetermined
hicle speed during vehicle coast operation to speed.
establish drive of the mechansm by said high EDWIN R. MAURER.
speed driving means; a centrifugally operable 15 JOSEPH D. CATON.
clutch having interengageable elements engage
able at or above a lower predetermined vehicle References Cited in the file of this patent
speed than said positive drive control elements
during vehicle coast operation for positively con UNITED STATES PATENTS
necting said input and output members in a uni 20 Number Name Date
tary drive, and means for establishing said coast 2,170,649 Banker __________ __ Aug. 22, 1939
condition of the vehicle when the latter is at or 2,277,799 Syro-vy et a1. __._____ Mar. 31, 1942
above the engageable speed of drive control ele 2,332,593 Banker ____,______._ Oct. 26, 1943
ments. 2,353,137 Banker __________ __ July 11, 1944
20. In a motor vehicle driving system having 2,380,677 Schjolin ________ _- July 31, 1945
an engine provided with a throttle valve, and a 2,386,285 Zeidler __ _______ __ Oct. 9, 1945
?uid power transmitting device including input 2,421,190 Dodge _____ __, _____ __ May 27, 1947
and output vaned members, in combination 2,449,608 Lemay __________ __ Sept. 21, 1948
therewith; a change speed mechanism having a 2,466,721 Maurer et a1 ______ __ Apr. 12, 1949