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May 30, '1950 |. c.

MCKECHNIE ETAL 2,509,981


POWER TRANSMISSION
Filed Jan. 29, 1941 4 Sheets-Sheet 1

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May 30, 1950 l. c. MCKECHNIE Erm. 2,509,981
POWER TRANSMISSION
Filed Jan. 29, 1941 4.Sheets-Sheet 2

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May 30, 1950 l. c. McKEcHNlE Erm. 2,509,981
POWER TRANSMISSION
Filed Jan. 29, 1941 4 Sheets-Sheet J5

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ATTORNEY5
May 30, 1950 l. c. MCKECHNIE ETAL 42,509,981
POWER TRANSMISSIGN

Filed Jan. 29, 1941 4 Sheets-Sheet 4

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Patented May 30, 1950
2,509,981

U N ITED STATES ATENT OFFICE


2,509,981
POWER TRANSMISSION
Ian C. McKechnie and Thomas M: Ball, Detroit,
Michl, assignors to Chrysler` Corporation, High
land Park, Mich., a, corporation of Delaware
Application January 29, 1941, Serial No; 376,510
20 Claims. (Cl. 'i4-472)
l 2
This invention relates to motor vehicles and and. transmission` mechanism but also provides
refers more particularly to` power transmission for wider latitude inthe allowable tolerances and
and control mechanism` therefor. clearances in the manufacture of the mechanism
Our invention hasparticular reference to trans and controls therefor, andzrenders the device less
mission systems in which` the torque load is re i- sensitive to changes in temperature and resulting
lieved as by momentary interruption of the engine lubricant viscosity variation.
ignition or by other suitable means in order to A further object of our invention is to provide
unload positively engageable drive control ele improved and simplified means for controlling
ments so as to facilitate disengagement of such the torque-relieving or torque reversing means.
elements. One example of such a transmission' Another> object is to provide an improved
is described and claimed in the copending appli torque-relieving controlwhich willA automatically
cation of Carl A. Neracher et al., Serial No. operate a predetermined length of time, thereby
335,310, filed May l5, 1940, now Patent No. insuring the desired movement of the movable
2,445,943, dated December; 14, 1948. drive. control element and preventing undue
In such transmission systems, the engine igni 15 shortening or prolongation in the time of opera
tion. when interrupted accommodates disengag tion of the torque relief means.
ing movement of the movable or shiftable drive Another objectA is to provide a torque control
control element but it sometimes happens that which embodies a dashpot or` retarding device
the interrupting mechanism functions to restore so as to automatically control torque variation
the ignition and hence the torque load at the 20 for. a length of time determined by the dashpot
drive control elements before disengagement action.
thereof has been effected. This results in failure Another object of` our invention is to provide
of the transmission to function properly. It is, means for varying the action of the retarding
of course, desirable to interrupt the ignition for device so that the time of torque relief may be
as brief an interval of time as is" necessary and 25 variedvor adjusted to suit conditions in the trans
because of many factors it is difliciiltV to arrive mission operation` and design.
at a time interval for setting the ignition inter AnotherY object is to provide a dashpot control
rupting mechanism so that it will> function the on torque delivery wherein the dashpot action
same under all conditions. Among these factors occurs automatically in response to manipulation
are variation in oil viscosity, variation in clear 30 ofthe acceleratorV pedal; also wherein free move
ance between the drive control elements` and nient of the pedal is at al1 times accommodated
the fit of the parts in general, requirements for Without interference with the dashpot action.
disengagement of the drive control elements inci Further objects and` advantages of oui- inven
dent to kickdown and bringing the car to a stop, tion reside inthe novel-combination and arrange
and other factors all of which` give rise to the 35 ment of parts more particularly hereinafter
aforesaid failure. described and claimed, reference being had to
Another diiculty experiencedA with transmis the accompanying drawings in which:
sion systems of theV aforesaid character is in con Fig. 1 is a side elevationalview showing the
nection with failure of the ignition. interrupting motor vehicle-engine and power transmission.
means to restore the ignition to normal opera 40 Fig. 2 is a longitudinal sectional elevational
tion after it has functioned to interrupt the view through the maini clutching mechanism.
ignition. This occurs especially in those trans Fig. 3 is a similar view through the change
missions employing interrupted switches which speed transmission.
open-and close by operative connection with some Fig. l` is a detail enlarged view of theiblocker
part movable with the shiftable. drive` control 45 clutch as seen in Fig. 3.
element. Thus, if such element fails to fully Fig. 5-is a` sectional plan view illustrated as a
release then the ignitionstaysin its interrupted development according toline 5-5 of Fig. 4, the
condition thereby rendering the engine inopera automatic clutching sleeve being released.
tive as well as in failureof the transmission to Fig. 6 is> a similar view showing the automatic
function normally. 50 clutching sleeve in its intermediate shift position
It is an object of? our invention to overcome during: the drive .blocking` condition.
theaforesaicl difficulties and= failures :by insuring Fig. 'l' is asimilar view showing the automatic
disengagement of theA movable drive.. control ele clutching sleeve in> its, coasting relationship for
ment under all desired! conditions. This notonly the Fig. 6 showing, the clutching sleeve being un
insures proper functioninguofftheV ignition.; system blocked during coast for its clutching movement.
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Fig. 8 is a similar view showing the automatic Shaft 2li also carries reverse driven gear 46
clutching sleeve in full clutching engagement. fixed thereto. A reverse idler gear fl! is suitably
Fig. 9 is a view similar to Fig. 5 but showing mounted so that when reverse drive is desired,
the automatic clutching sleeve in its other inter idler il is shifted into mesh with gears 38 and 46.
mediate shift position during the coast blocking First, third and reverse speed ratio drives and
condition. neutral are under manual shift control of the
Fig. l0 is a sectional elevational view taken ap vehicle driver, the main clutch C being released
proximately as indicated by line lll-lt in Fig. 3 by depressing pedal 29 in shifting into any one of
but showing only the upper portion of the trans these drives.
mission mechanism and particularly the lower 10 First is obtained by shifting sleeve 42 to clutch
operation mechanism for the automatic clutch with teeth d3, the drive passing from engine A,
ing sleeve when in its engaged position. through fluid coupling B, clutch C and shaft 2'!
Fig. l1 is a, diagrammatic view of the control to pinion 2B, thence through gear 3A and clutch
mechanism for the automatic clutching sleeve, E to countershaft 35. From the countershaft the
the latter being shown in its released position. 15 drive is through gears 36, 39 and sleeve i12 to
Fig. l2 is a similar view of the Fig. 1l mecha shaft Eil.
nism corresponding to engaged position of the au Third is obtained by shifting sleeve 42 to
tomatic clutching sleeve. clutch with teeth 44, the drive passing from the
While our control may be employed in con engine to the countershaft 35 as before, thence
junction with various types and arrangements of 20 through gears 3T, 4D and sleeve 42 to shaft 2B.
motor vehicle transmissions, especially where a Reverse is obtained by shifting idler into mesh
pair of relatively movable positively engageable with gears 38, fifi, sleeve 42 being in neutral, the
drive control elements are employed, in order to reverse drive passing from the engine to the
illustrate one driving system we have shown our countershaft 3S as before, thence through gears
invention in connection with certain salient parts 25 s?? and Sii to shaft 20.
of the aforesaid Neracher et al. application. Slidably splined on teeth 48 carried by gear 4)
In the drawings A represents the internal com is the automatic clutching sleeve F which, under
bustion engine which drives through fluid cou certain conditions, is adapted to shift forwardly
pling B and conventional type of friction main to clutch with teeth t9 carried by pinion 25
clutch C to the speed ratio transmission D whence 30 thereby positively clutch shaft 21 directly to gear
the drive passes from output shaft Eil to drive the fl. This sleeve F is adapted to step-up the
rear vehicle wheels in the usual manner. speed ration drive from first to second and from
The engine crankshaft El carries the vaned third to fourth which is a direct drive speed ratio.
fluid coupling impeller 22 which in the well known Control means is provided which limits clutching
manner drives the varied runner 23 whence the 35 of sleeve F to approximate synchronism with
drive passes through hub 2li to clutch driving teeth il@ and also to a condition of engine coast,
member 25. This member then transmits the sleeve F being prevented from clutching during
drive, when clutch C is engaged as in Fig. 2, that condition known as engine drive as when
through driven member 26 to the transmission the engine is being speeded up under power.
driving shaft 2l' carrying the main drive pinion 40 When driving in first, second is obtained by
28. A clutch pedal 29 controls clutch C such that the driver releasing the usual accelerator pedal
when the driver depresses this pedal, collar 3f! is 50 thereby allowing Spring 5E!a to close the en
thrust forward to cause levers 3l to release the gine throttle valve and cause the engine to rapid
clutch driving pressure plate 32 against springs ly coast down. When this occurs, the engine
33 thereby releasing the drive between runner 23 45 along with shaft 2l', pinion 28 and gear 34 all
and shaft 2?. The primary function of the main slow down while shaft 2t along with gears 39
clutch C is to enable the driver to make manual and 35 continue their speeds by accommodation
shifts in transmission D. of clutch E which now overruns. The engine
Referring to the transmission, pinion 23 is in slows down until teeth 159 are brought to approxi
constant mesh with gear 3ft which drives coun 50 mate synchronism with sleeve F which there
tershaft 35 through an overrunning clutch E of upon automatically shifts to clutch with teeth 49
the usual type such that when shaft 2l' drives resulting in a two-way drive for second as fol
in its usual clockwise direction (looking from lows: pinion 2B through sleeve F to gear 40
front to rear) then clutch E will engage to lock thence through gears 31, 36 and 39 to sleeve 42
gear 3ft to countershaft 'i5 whenever the gear 3d 55 and shaft 26, the clutch E overrunning.
tends to drive faster than the countershaft. When driving in third, fourth or direct is ob
However, whenever this gear 3ft tends to rotate tained just as for second by driver release of the
slower than the countershaft then clutch E will accelerator pedal and resulting shift of sleeve F
automatically release whereby shaft 2i, under to clutch with teeth il@ when these parts are syn
certain conditions, may readily drop its speed 60 chronized by reason of the engine coasting down
while countershaft 35 continues to revolve. from the drive in third. The direct drive is a
Countershaft 35 comprises cluster gears 35, 3i two-way drive as follows: pinion 28 through
and 38 which respectively provide drives in first, sleeve F to gear l0 thence directly through sleeve
third and reverse. Freely rotatable on shaft '25 5:.2 to shaft 26, clutch E overrunning as before.
are the first and third driven gears 39 and It@ re 65 Referring to Figs. 4 to 9 there is shown the
spectively in constant mesh with countershaft blocking means for controlling clutching shift
gears S6 and 3l'. A hub il is splined on shaft 20 of sleeve F so as to limit clutching thereof to
and carries therewith a manually shiftable sleeve engine coasting and synchronous relationship of
l2 adapted to shift from the Fig. 3 neutral posi the clutching parts. Sleeve F is provided with a
tion either rearwardly to clutch with teeth 133 70 series of pairs of what may be termed long and
of gear 39 or else forwardly to clutch with teeth short teeth 5E, 5l certain of which may be
All of gear Ml. Sleeve l2 is operably connected to bridged or joined together. A unitary blocker
shift rail 55 adapted for operation by any suita ring 52 is provided with blocking teeth 53 which
ble means under shifting control of the vehicle either lie in the path of forward shift of teeth 50
driver. 75 or 5l or else between these teeth to allow clutch
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ing shift of sleeve. F. Thus, blocker 52has, at less than atmospheric and it is in. this sense that-`
suitable locations, a drive lug 54 engaged ina slot we` use this. term` and- not in the` strict sense. of`
55 of gear 15. The blocker is. urged.ll under light zero pressure or absolute vacuum.
energizing pressure of spring. 5_6_ into constant Forward shift ofi. sleeve F is. effected, underV
frictional engagement at 51 with` pinion> 28 so. s. control of motor G, by reasonofa spring 58 hay.
that the blocker tends to. rotate with pinion 28Y ing its4 upper end fixed. by engaging the outboardl
within the limits afforded by the, travel of lug portion of a transverse shaft 59 nxed in the hous
54. circumferentially in.` slot 55. ing of transmission D. Mountedf to` freely rock
During drive in rst and third, the speed> of. on shaft 59 is a shift yoke 5i). which engages.
shaft 2.71 exceeds the speed of gear 40 so that, if the. shift groove 6! of sleeveF, this yoke having
sleeve F is fully released,` the partsV will be po one of its armsv provided with a forward.extend-`
sitioned as in Fig. 5 wherein the blocker teeth ing lever 62 carrying a lateral pin 63 which en.
53 are in axial alignment with the short teeth 5l. gages the yoke portion. 6410i an upstanding.` leverl
if now the sleeve F is urged- forwardly itl will 65. This lever 55 is xed. to theinboard end of
move to the Fig. 6 position of drive blocking, and a rockshaft 561 the outboard end. ofl which has
will remain in this blocked position aslong as the fixed. thereto a, bell-crank follower `lever member
engine drives the car in firstor third-g having lever arms 61 and 68. The end of lever
If now the driver releases the accelerator pedal 6% is connected to thelower end ofY spring` 58 and
so that the `engine may coast downunder accom lever e?! carries. an adjustable abutment 69:. for
modation of overrunning clutch E, while sleeve adjusting the lost-motion at gap 1U (Fig. 12.) as
F is urged forwardly, then Whenpinion 28 is re-_ will presentlybe apparent.
duced in speed to that of sleevehF slight further Spring 58 acts to yieldingly urge engagementof.
drop` in speed of` pinion 2,8 for a fraction of> a sleeve F, acting through. lever 68, shaft' 66 and;
revolution below the speedof `sleeve F will cause lever 65, to cause pin 53 to swingyoke 60.. for.-V
blocker 52 to rotate slightly relativeA to sleeve F wardly on its shaft 5S until when sleeve F s
until blocker teeth 53 strike the adjacent> sides fully engaged, a stop pin 1.! engages the forward
ci long teeth 5G. as in Fig. 7 thereby limiting at face 72 of lever t2. This limits rearward.v
further reduction in speed of the blocker rela swing of lever 6l.
tive to sleeve F. At this time the sleeve F isfree> Arranged for engaging the abutment 59 duringV
to complete its forwardclutchingy shift withteeth its arcuate movement about: the axis of shaft 656,
fit, as in Fig. 8. the blocker teeth 53 passing be is a thrust-imparting leader member in the form
tween adjacent long and short teeth 55, 5|. of a reciprocatory rod 'I3 having an enlarged cen
With the sleeve F thus clutched during; engine tral portion 'I4A slidably supported in the bore 75
coast, a two~way drive is established in second of motor G. '
c-r fourth depending on Whether the manually Motor G- comprises a cylinder 'Vl-whichcontains.`
shiftable sleeve F wasgset for rst or third just a differential pressure and spring` operated mem.
prior to the clutching shift o_f sleeve F. ber 13, herein illustrated as the diaphragmtype.
In the` event that sleeve F is urged forwardly Thismember has its outer portion` secured to`
from its Fig. 6 position at a time when the gear cylinder l'l- and its central portion fixed to theY
is rotating faster than pinion 28, then the rodl 13, the member 'i8 androdbeing urged for
blocker 52 willlag behind the sleeve and will be wardly in a direction to` release sleeveV F. by a
blocked by engagement of long teeth 50 vvfltlji> spring 19. which is much stronger than spring 58.
the blocker teeth 53 as shown in Fig. `9.A Thisis. A suitable type of releasable holdingr means isA
referred to as the coast blocking condition. If` provided for rod 13 so as to releasably hold> this
now the engine is speeded up by the driver de rod and member 'I8 rearwardly retracted to their
pressing the accelerator pedal in the usual man Fig. l2 positions against the actionof spring. '19.
ner, then the engine and. blocker 52 rotate for until it is desired to urge disengagement of sleeve..`
wardly and blocker teeth 53 move over to the This releasable holdingmeans is illustrated--
Fig. 6 drive blocking positiontherebyjumping in the form ofa latch Slwhich, under theaction
the gap between teeth 5l). and 5I. This is the 50 of a rat-traplspring 3|, catches on thc rearward
primary reason for providing the long andshort shoulder of a detent 82.in rod portion llas. in
teeth whereby sleeve. lF clutches only from the Figr 12.- At this time leader rod` 'I3 movesreare.
drive blocking condition followed by engine coast wardly further than follower lever. 61 by the
which protects the teeth and avoids harsh clutch amount of the aforesaid gap ID such that onV
ing effects on the passengers and transmission 55 releasing latch 8!) the rod T3 may move forwardly
mechanism. On accelerating the engine from the amountl of this gap without requiring sleeve
9. coast blocking` condition, theengine F-to> move from its engaged position toward its.
comes up to a speed limited by engagement of disengaged position.`
the overrunning clutch E for drive in either first The Vacuum supply to the working chamber
or third depending on the setting of the manual 60 82e is under control of the aforesaid solenoid'
shiftable sleeve. 52. Then on releasingthe ac H-whichlcomprises an armature `plunger 83 hav
celerator pedal the sleeve F will synchronously ingvalving parts 8e, B5. In Fig. 11 the solenoid:
clutch with teeth i9 during coast to step-up the H is energized thereby raising plunger dslagainst
drive to either second or fourth as aforesaid. spring 85 to seat valvefi5 and shuto thevac
The transmission is provided with suitable 65 uum supply to chamber Maand at the same time.`
prime mover means for controlling shift of `sleeve unseat valve 84 so as to vent this chamber through`
F along with several control means. ' Referring passage tl'. chamber- 83 and vent passage 89.
particularly to Figs. 11 and 12, there `isillustrated When the solenoid is de-energized then spring 35
a pressure fluid operated motor G utilizing air lowers plungers 33 thereby seating. valvef 84. to
pressure for itsroperation. For convenience this 70 shut off-vent 8S and open valve 85 asin Fig. 12
motor is arrangedV to operate by the vacuum thereby opening chamber 82a to the engine> intake
in the intake manifolds system of the engine manifold- J l through passage 8l, chamber 88,
under control of electromagnetic means illus chamber 9G and pipe El I.
trated in the form of -a solenoid H.- The-term A certain- lost motion is providedY between
vacuum is commonly used to denote pressures 75 plunger.. 83 and the inwardly- bent fingerv \ 92. ots
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latch 80 so that when the plunger moves down at |38 Yto accommodate movement of lever |29
wardly the latch may subsequently catch at de between stops |3| and |32. The parts are so
tent 82 when vacuum operates member 1B, the arranged that as pedal 5t is fully depressed, just
parts then remaining in the Fig. 12 position inde as lever H9 approaches its maximum throttle
pendently of vacuum in chamber 32 until solenoid opening position against stop |26 then lever |21
H is energized to release the latch and vent cham will have been moved in over-center relationship
ber 82. with respect to pivot i3@ and spring |28 where
It is deemed preferable to provide a speed con? by spring |28 will cause lever |29 to suddenly
trol on the energization of solenoid H so as to snap upwardly from its Fig. l1 position against
insure automatic release of sleeve F below a pre 10 stop |28 to its Fig. 12 position against stop |32.
determined car speed and to accommodate auto-_ This movement of lever |2 is utilized to control
matic engagement of sleeve F above a predeter switch N. As pedal 50 is released then lever |21
mined car speed. Whenever the car is in forward moves to cause spring |29 to snap back again to
driving condition the manual sleeve 42 is either its Fig. ll position.
shifted rearwardly to the low range or forwardly Suitably mounted in proximity to the throttle
to the high range so that by driving a gover |24 and usual carburetor (not shown) is a dash
nor form the countershaft 35 it is possible to pro pot O comprising a cylinder |33 having therein
vide a speed control operated proportionate to a piston |34 connected to a piston rod |35. A
the speed of travel of the car. Driven from counu spring |36 yieldingly maintains the piston in its
tershait gear 93 is a governor K of any suitable Fig. 11 position. The cylinder |33 contains a
type, this governor operating a sleeve 94 outward suitable liquid, the space below the piston com
ly along its drive shaft 95 as the car speed reaches prising a dashpot chamber |31 and the space
a predetermined point, the break-away being un above the chamber comprising a reservoir cham
der control of a detent 95 if desired. ber |32, these chambers being connected by a by
The sleeve S4 has a shoulder Q1 engaged by pass |393. A valve |40 is threadedly adjustable,
the swinging switch piece 98 or the governor upon releasing lock nut |4|, so that any desired
switch L. When the car is stationary the detent amount or restriction may be obtained to the flow
96 is engaged and switch L is closed. As the or the liquid from chamber |31 to chamber |38
car accelerates the governor eventually reaches thereby retarding downward movement of the
its critical speed and detent @o releases thereby 30 piston |34. Upward movement of this piston is
causing switch L to open. As the car slows down, freely accommodated by a check valve |42 which
the governor spring @ restores the parts to the allows the liquid to freely flow only one way from
Fig. 1l position and by proportioning the various chamber |33 to chamber |31.
parts it is obvious that switch L may be made Mounted to pivot at |43 on rod |35 is a latch
to function at desired speeds proportionate to car 35 |44 having a stop i455 engaged with the rod by a
travel. As an example of one arrangement of spring |46. This latch has a finger portion |41
governor operation and gearing arrangement, the so arranged as to be engaged by upward swing of
governor may be made to open switch L during lever |29 when piston |34 is in its position of rest
car acceleration in first and third respectively at as in Fig. ll. When lever @29 so moves, latch |44
approximately '7 and l5 M. P. H. (miles per hour), 40 moves upwardly without rotating on pivot |43 be
the switch L closing on stopping the car in direct cause of stop |45, rod |35 and piston |34 being
and second at approximately '7 and 3 M. P. H. lifted until lever i2?) swings clear of finger |41
respectively. just prior to engaging stop |32 thereby leaving
The -driver operation ignition switch is desig the spring |36 free to move the piston downwardly
nated at M and comprises a conductor lil@ which, with retarded or dashpot action and accompany~
in the Fig. 11 position showing the switch on ing rise in pressure of the fluid in chamber |31.
or closed, electrically connects contacts mi and If, after starting the dashpot action by a full de
|532. Contact iiii extends by conductor |03 to pression of pedal 56', the operator releases this
amm-eter 494 and thence by conductor H35 to pedal prior to completion of the downward travel
the usual storage battery iiiii and thence to ground of piston |34 then latch |44 swings on its pivot |43
|01. Contact |62 has a conductor it extending to allow lever 62e to move against stop |3| with
by conductor idd branching therefrom to the en
gine ignition system herein shown in part as com
out interfering with the dashpot action. Like
prising coil lill and distributor ||| having the
wise latch |44 swings to accommodate restoring
the parts to the Fig. 1l positions if pedal 50 is
primary terminal H2. released after the dashpot stroke has been com
A second conductor | i3 branches from conduc pleted.
tor |38 to the solenoid H and thence by conduc
The pressure rise in chamber |31 is utilized to
tor | I4 to two conductors H5 and W5, the former act on a diaphragm |48 to close switch N against
extending to governor switch L and thence to
the restoring action of spring |49. For this pur
ground |51. Conductor il@ extends to the com 60 pose the diaphragm idd carries the conductor
bined xickdown interrupter switch N and thence switch bridge piece iriil for not only grounding
to ground Il?. The switch N is normally open
conductor llt` at IS but also grounding a con
and is closed preferably in response to a full de
pression of accelerator pedal 5G. Pedal 59 is ductor |5| leading from the distributor primary
operably connected with the engine throttle valve 65 terminal | i2. Therefore, when switch N is closed
lever H9 by suitable linkage |2, |2l, and |22 the engine ignition system is grounded and ren
such that depressing the pedal will cause lever | |9 dered inoperative to relieve or reverse the torque
to swing on its pivot shaft |23, to which it is xed, at the transmission D, the length of time of the
and move the throttle valve |24 from its Fig. 10 interruption depending on the setting of the valve
closed position to its Fig. 11 fully open position, |40 which restricts the liquid ilow from chamber
stop i25 and |25 limiting swing of lever | i 9. Also |31 to chamber i323. Also, when the pedal 50'
xed to throttle shaft |23 is a second lever |21 is depressed for the fully open throttle position,
connected to one end of an over-center tension switch N is closed to eiect a step-down in the
spring |28 the other end of which is connected transmission from fourth to third or from second
to a lever |29 having an end pivotally supported 75 to iirst by energizingv solenoid H.
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The governor solenoid circuit is as follows: will disengage to insure drive in third or rst
ground ID'I to battery IUS thence by conductor when the pedal 5G' is next' depressed. If sleeve
|05 to ammeter Ill4 and by conductor I3 to ig F should not release on stopping, it will release
nition switch M. From switch M this circuit ex the instant the torque load `is reversed at sleeve
tends through conductors H38 and i I3 to solenoid F as in depressing pedal 50 for accelerating the
H and thence by conductors I I4 and I I 5 to switch car. In any event the car will always start from
L and ground II'I. rest in either rst or third.
The kickdown solenoid circuit is the same as In the operation of the mechanism, the car
the governor solenoid circuit to conductor II4 at standstill and with the ignition switch N closed
whence this circuit extends by conductor IIG to 10 and the engine idling will cause the solenoid H
kickdown switch N and ground H8, to be energized as in Fig. ll because governor
The engine ignition circuit is the same as the switch K is closed thereby establishing the gov
governor solenoid circuit up to the conductor IBB ernor solenoid circuit. Chamber 8?av is vented
whence this circuit extends by conductor |09 to and sleeve F disengaged. The driver shifts sleeve
coil IIB and distributer III. 15 42 to either the high or low range and accelerates
It will be apparent that when the car is being the car ordinarily above the critical speed of gov
driven in fourth or second, a full depression of ernor K thereby 'causing switch L to `open to
pedal 5D will automatically set the dashpot O `break the governor solenoid circuit. As vacuum
into operation and cause switch N to close for a builds up in the engine intake manifold Jl, plunger
predetermined length of time. This causes the 20 83 now being lowered by spring 86 because switch
ignition system to ground thereby relieving the L is open, member "It will be operated by vacuum
thrust-application between the teeth of sleeve F thereby moving rod 'I3 to its Fig. l2 latched posi
and the teeth 49 facilitating movement of the tion. As soon as the driver Vallows the engine
drive-control sleeve element F from its Fig. 12 to coast, sleeve F will engage teeth '4S 'syn
position of engaging relationship to its Fig. 11 25 chronously, to step-up the drive to either second
position of disengaging relationship with respect or fourth although the step-up will be delayed
to teeth 49. At the same time, closing switch N by the blocker 52 until engine coast thereby 'err
energizes solenoid `I-I to cause plunger 83 to move abling drive in the slower driving ratio of rst
upwardly to release latch 3G from detent 82. or third as long as desired.
Heretofore gap 'ID is utilized to allow rod- I3 to 30 If the car is initially accelerated in rst above
move relative to sleeve F and by this movement the governor critical speed and the engine
close an interrupter switch, as in the aforesaid allowed to coast, then second will automatically
Neracher et al, application. However, our switch become operative. Then if the driver shifts
N closes without requiring rod 13 to first move sleeve I2 forwardly to the high range, third will
so that gap IG is now unnecessary but may be of course be skipped and fourth will be obtained
provided to assist in assembling the mechanism because sleeve F will remain engaged. Ordi
with necessary overall clearance for operation. narily, especially where the car is equipped with
Some form of lost motion between sleeve F and a uid coupling B, the sleeve 42 may be left in
member it is desirable to allow rod 'I3 to latch in its high range and all starts and stops made with
advance of clutching of sleeve F. out further shifting. This is possible owing to
When the latch SI] is released, with the parts slippage in the fluid coupling when Vstopping the
positioned as in Fig. l2, sleeve F being clutched, car for a trahie light and is practicable because
spring IB operates to thrust follower lever 5l' for the fluid coupling allows high engine torque for
acting through lever 64 and yoke E@ to urge sleeve favorable car acceleration and because governor
F rearwardly into its Fig. 4 _position of Idisen K directs a downshift on bringing the car to rest.
gagement with respect to the pinion teeth `49. Thus there is automatically provided a favorable
Our arrangement insures against any possibility torque-multiplying gearing for starting, as in
of the ignition being either grounded for too third.
short a time or from being permanently grounded Whenever the car is driving in fourth or second
in the event that sleeve F should fail to fully above the governor critical speed, a full depres
release in response to the kickdown operation. sion of the accelerator pedal will cause the trans
lThis piston 34, after `being lifted by lever |29, mission to step-down to third or first, the trans
is bound to complete its downward stroke where mission step-up back to fourth or second tak
upon the pressure in chamber I3? falls off auto ing place on release of the accelerator pedal with
matically opening switch N and restoring 'the ig-- attendant synchronization of sleeve F with teeth
nition. After kickdown and when switch N is 49.
opened by completion of the downward travel We claim:
of piston |34, solenoid H is de-energized to re 1. In a drive for a motor vehicle having an
tract rod i3 by vacuum in chamber 82a to the engine; transmission mechanism operable to pro
Fig. l2 latched position, assuming the car speed 60 vide a drive between the engine and the Vehicle,
to be such that governor switch L remains open, said mechanism including positively engageable
and when the driver releases pedal 59 sufficiently drive-control elements one of which is movable
to allow the engine to coast down to synchronize into engaging relationship with the other to ac
the speed of pinion 28 with sleeve F, then spring commodate said drive and into disengaging re
5&3 will act to clutch sleeve F with teeth 49 there 65 lationship with respect to said other element to
by to restore either fourth or second speed drive. release said drive, said elements when relatively
Of course, if the pedal 5t is released insufficient engaged being subject to thrust-application
ly to cause overrun at clutch E then the drive therebetween during said drive so as to resist
will continue in the kickdown ratio of third or relative disengagement thereof until said thrust
i'lrst depending on the shift position of sleeve 2. application is relieved; control means operable
In bringing the car to rest, from drive in fourth to cause relief of said thrust-application; pres
or second, governor switch L closes and solenoid sure `fluid controlled switch operating means, in
I'I is energized to cause chamber 82a te vent as in cluding an operating element adapted foi1 fluid
kickdown. When the torque `falls off at sleeve retarded movement over a predetermined time
F, as in bringing the car to a stop, then sleeve F 75 interval, operable to momentarily effect said op
2,509,981
11
eration of said control means for a period pro lationship with respect to said other element to
portionate to said time interval; and means for release said drive, said elements when relative
operating said switch operating means. ly engaged being subject Vto thrust-application
2. In a drive for a motor vehicle having an therebetween during said drive so as to resist
engine; transmission mechanism operable to pro relative disengagement thereof until said thrust
vide a drive between the engine and the vehicle, application is relieved; control means operable
said mechanism including positively engageable to cause relief of said thrust-application; a mem
drive-control elements one of which is movable ber movable with retarded action from a rst
into engaging relationship with the other to ac position thereof to a second position thereof;
commodate said drive and into disengaging rela 10 differential iiuid pressure means operating to re
tionship with respect to said other element to tard movement of said member from its said
release said drive, said elements when relatively rst position to its said second position; means
engaged being subject to thrust-application responsive to movement of said member from its
therebetween during said drive so as to resist said rst position to its said second position for
relative disengagement thereof until said thrust 15 effecting operation of said control means; and
application is relieved; control means operable means for moving said member from its said
to cause relief of said thrust-application; pressure econd position to its said first position.
fluid controlled switch operating means operable 6. In a drive for a motor vehicle having an
'with fluid retarded action to eiect operation of engine; transmission mechanism operable to pro
said control means; engine throttle control means 20 vide a drive between the engine and the vehicle,
adapted for operation by the vehicle driver; and said mechanism including positively engageable
means responsive to operation of said throttle drive-control elements one of which is movable
control means for effecting operation of said into engaging relationship with the other to ac
switch operating means. commodate said drive and into disengaging re
3. In a drive for a motor vehicle having an 25 lationship with respect to said other element to
engine; transmission mechanism operable to pro release said drive, said elements when relative
vide a drive between the engine and the vehicle, ly engaged being subject to thrust-application
said mechanism including positively engageable therebetween during said drive so as to resist
drive-control elements one of which is movable relative disengagement thereof until said thrust
into engaging relationship with the other to ac 30 application is relieved; control means operable
commodate said drive and into disengaging re to cause relief of said thrust-application ; a mem
lationship with respect to said other element to ber movable with retarded action from a iirst
Yrelease said drive, said elements when relatively position thereof to a second position thereof;
engaged being subject to thrust-application there differential fluid pressure means operating to re
between during said drive so asto resist rela 35 tard movement of said member from its said
tive disengagement thereof until said thrust rst position to its said second position; means
application is relieved; control means operable responsive to movement of said member from its
to cause relief of said thrust-application; pres said rst position to its said second position for
sure fluid controlled switch operating means effecting operation of said control means; engine
operable with uid retarded action to effect op throttle control means adapted for operation by
eration of said control means; an engine throttle the vehicle driver; and means responsive to op
control member adapted for manipulation under eration of said throttle control means for effect
control of the vehicle driver; and means respon ing movement of said member from its said sec
sive to manipulation of said throttle control mem ond position to its said first position.
ber in open direction for effecting operation of 7. In a drive for a motor vehicle having an
said switch operating means. engine; transmission mechanism operable to pro
4. In a drive for a motor vehicle having an vide a drive between the engine and the vehicle,
V engine; transmission mechanism operable to pro said mechanism including positively engageable
vide a drive between the engine and the vehicle, drive-control elements one of which is movable
said mechanism including positively engageable into engaging relationship with the other to
drive-control elements one of which is movable accommodate said drive and into disengaging
into engaging relationship with the other to ac relationship with respect to said other element
commodate said drive and into disengaging re to release said drive, said elements when rela
lationship with respect to said other element to tively engaged being subject to thrust-application
release said drive, said elements when relative therebetween during said drive so as to resist
ly engaged being subject to thrust-application 55 relative disengagement thereof until said thrust
therebetween during said drive so as to resist application is relieved; control means operable
relative disengagement thereof until said thrust to cause relief of said thrust-application ; a mem
application is relieved; control means operable ber movable with retarded action from a first
to cause relief of said thrust-application; pres position thereof to a second position thereof;
sure iiuid controlled switch operating means op 60 means operating to retard movement of said
erable with uid retarded action to effect opera member from its said rst position to its said
tion of said control means; an engine throttle second position; means responsive to movement
control means adapted for manipulation under of said member from its said rst position to its
control of the vehicle driver; and means respon sa1d second position for effecting operation of
Ysive to manipulation of said throttle control 65 said control means; an engine throttle control
member to the limit of its movement in the di ,member adapted for manipulation under control
rection of throttle opening for elfecting opera of the vehicle driver; and means responsive to
_tion of said switch operating means. manipulation of said throttle control member in
5. In a drive for a motor vehicle having an open direction for effecting operation of said
engine; transmission mechanism operable to pro 70 member from its said second position to its said
lvide a drive between the engine and the vehicle, first position.
said mechanism including positively engageable 8. In a drive for a motor vehicle having an
drive-control elements one of which is movable engine; transmission mechanism operable to pro
into engaging relationship with the other to ac vide a drive between the engine and the vehicle,
commodate said drive and into disengaging re 75 said mechanism including positively engageable
13 14
drive-control elements one of which is lmovable .mission mechanism operable to provide a drive
into `engaging relationship with the other to ac between the engine and the vehicle, said mechan
commodate said drive and into disengaging re ism including positively engageable drive-control
lationship with respect to said other element to elements one of which is movable into engaging
release said drive, said elements when relatively relationship with the other to accommodate said
engaged being subject to thrust-application drive and into disengaging relationship with re
therebetween during said drive so as to resist rel spect to said other element to release said drive,
ative disengagement thereof until said thrust-ap said elements when relatively engaged bing sub
plication is relieved; a switch comprising a switch ject to thrust-application therebetween during
element adapted for operation from a first posi 10 said drive so as to resist relative disengagement
tion to a second position thereof; means operat thereof until said thrust-application is relieved;
ing when said switch element is in its said second a switch comprising a'switch element adapted for
position for biasing said movable element into operation from a first position to a second posi
said disengaging relationship; means responsive tion thereof; means operating when said switch
to operation of said switch element from its element is in its said second position for biasing
said rst position to its said second position said movable element into said disengaging rela
and then to its said first position for causing tionship; means responsive to operation of said
momentary relief of said thrust-application; and switch element from its said first position to its
differential pressure applying means for operat said second position and then to its said rst posi
ing said switch element as aforesaid. tion for rendering said ignition system momen
9. In a drive for a motor vehicle having an en tarily inoperative thereby to `cause momentary'
gine provided with an ignition system; transmis relief of said thrust-application; engine throttle
sion mechanism operable to provide a drive be `control means adapted for operation by the ve
tween the engine and the vehicle, said mechan hicle driver; and pressure fluid applying means
ism including positively engageable drive-control 1 operating in response to operation of said throttle
elements one of which is movable into engaging control means for effecting operation of said
relationship with the other to accommodate said switch element as aforesaid.
drive and into disengaging relationship with re 12. In a drive for a motor vehicle having an
spect to said other element to release said drive, engine; transmission mechanism operable to pro
said elements when relatively engaged being sub vide a drive between the engine and the vehicle,
ject to thrust-application therebetween during said mechanism including positively engageable
said drive so as to resist relative disengagement drive-control elements one of which is movable
thereof until said thrust-application is relieved; into engaging relationship with the other to ac
a switch comprising a switch element adapted for commodate said drive and into disengaging rela
oper-ation from a first position to a second posi- v tionship with respect to said other element to re
tion thereof; means operating when said switch lease said drive, said elements when relatively en
element is in its said second position for biasing gaged being subject to thrust-application there
said movable element into said disengag'ing rela between during said drive so as to resist relative
tionship; means responsive to operation of said disengagement thereof until said thrust-applica
switch element from its said first position to its tion is relieved; a switch comprising a switch ele
said second position and then to its said first ment adapted for operation from a first position to
position 4for rendering said ignition system a second position thereof; means operating when
momentarily inoperative thereby to cause mo said switch element is in its said second position
mentary relief of Said thrust-application; and for biasing said movable element into said disen
differential pressure-huid applying means for : gaging relationship; means responsive to opera
operating said switch element as aforesaid. tion of ,Said switch element from its said first posi
10. In a drive for a motor vehicle having an tion to its said second position and then to its said
engine; transmission mechanism operable to pro nrst position for causing momentary relief of said
vide a drive between the engine and the vehicle, thrust-application; means for biasing said switch
said mechanism including positively engageable 5 O element to its said first position; and pressure fluid
drive-control `elements one of which is movable controlled switch operating means for operating
into engaging relationship with the other to ac said switch element from its said first position to
commodate said drive and into disengaging rela its said second position.
tionship with respect to said other element to re 13. In a drive for a motor vehicle having an
lease said drive, said elements when relatively 55 engine provided with an ignition system; trans
yengaged being subject to thrust-application mission mechanism Aoperable to provide a drive
therebetween during said drive so as to resist rel between the engine and the vehicle, said mech
ative disengagement thereof until said thrust-ap anism including positively engageable drive
plicationis relieved; a switch comprising `a switch
control elements one of which is movable into
element adapted for operation from -a rst `posi 6 engaging relationship with the other to accom
tion to a second position thereof; means operat modate said drive and into disengaging relation
ing when said switch element is in its said second ship with respect to said other element to re
position for biasing >said movable element into lease said drive, said elements when relatively
said disengaging relationship; means responsive engaged being subject to thrust-application
to operation of said switch element from its said 65 therebetween during said drive so as to resist
iirst position to its said second position and then relative disengagement thereof until said thrust
to its said first position for causing momentary application is relieved; a switch comprising a
relief of said thrust-application; engine throttle switch element adapted for operation from a
control means adapted for operation by the first position to >a second position thereof; means
vehicle driver; and pressure fiuidapplyihg means 70 operating when said switch element is in its `said
operating in response to operation of said throttle second position for biasing said movable element
control means for effecting operation of said into said disengaging relationship; means re
switch element as aforesaid. sponsive to operation 'of said switch element from
1l. In a drive for a motor vehicle having an en its said first position to its said second position
gine provided with an ignition system; 'trans 75 and then to its `said AErst position for rendering
2,509,981
15 16
said ignition system momentarily inoperative between the' engine and the vehicle, said mech
thereby to cause momentary relief of said thrust anism including positively engageable drive
application; means for biasing said switch ele control elements one of which is movable into
ment to its said rst position; pressure uid engaging relationship with the other to accom
controlled switch operating means adapted to be modate said drive and into disengaging relation
tripped for operating said switch element from ship with respect to said other element to re
its said rst position to its said second position lease said drive, said elements when relatively
and for maintaining said switch element in its engaged being subject to thrust-application
said second position with delayed action; trip therebetween during said drive so as to resist
means operable to effect said operation of said relative disengagement thereof until said thrust
switch operating means; engine throttle con application is relieved; a switch comprising a
trol means adapted for operation by the vehicle switch element movable from a rst position to
driver; and means responsive to manipulation a second position thereof; means for biasing said
of said throttle control member in open direction switch element to its said first position; means
for effecting said operation of said trip means. 15 for effecting interruption of said ignition system
14. In a drive for a motor vehicle having an en when said switch element is in its said second
gine provided with an ignition system; trans position thereby to cause relief of said thrust-ap
mission mechanism operable to provide a drive plication; means including a dashpot operating to
between the engine and the vehicle, said mech move said switch element from its said first posi
anism including positively engageable drive-con 20 tion to its said second position and to maintain
trol elements one of which is movable into en said switch element in its said second position
gaging relationship with the other to accom for a predetermined time during operation of the
modate said drive and into disengaging relation dashpot, said dashpot including a dashpot piston,
ship with respect to said other element to re a spring biasing said dashpot piston for move
lease said drive, said elements when relatively 25 ment thereof in a direction for eifecting opera
engaged being subject to thrust-application tion of said dashpot switch element moving
therebetween during said drive so as to resist means as aforesaid, an operating element oper
relative disengagement thereof until said thrust ably connected to said dashpot piston and
application is relieved; a switch comprising a adapted for tripping movement for loading said
switch element movable from a first position to 30 spring preparatory to said movement of said
a second position thereof; means for biasing said dashpot piston in said direction, and a trip ele
switch element to its said first position; means ment connected to said operating element; an
for effecting interruption of said ignition system overcenter spring operating lever adapted, during
when said switch element is in its said second operation thereof in one of its directions of move
position thereby to cause relief of said thrust 35 ment, to act on said trip element thereby to irn
application; and means operable to move said part said tripping movement to said operating
switch element from its said rst position to its element, and, during return operation thereof,
said second position, including pressure fluid con to move relative to said operating element by
trolled switch operating means operable to cause swinging said trip element on its said pivot; an
said operation of said switch element moving 40 engine throttle control member adapted for
means so as to maintain said switch element in manipulation under control of the vehicle driver;
its said second position for a predetermined and means responsive to manipulation of said
length of time. throttle control member to the limit of its move
15. In a drive for a motor vehicle having an ment in the direction of throttle opening to cause
engine provided with an ignition system; trans 45 operation of said lever in said one direction as
mission mechanism operable to provide a drive aforesaid.
between the engine and the vehicle, said mech 17. In a drive for a motor vehicle according to
anism including positively engageable drive claim 8; means responsive to predetermined
control elements one of which is movable into en speed of travel of the vehicle for effecting oper
gaging relationship with the other to. accom ation of said element-biasing-means as aforesaid
modate said drive and into disengaging relation independently of movement of said switch ele
ship with respect to said other element to re ment from its said first position to its said second
lease said drive, said elements when relatively position.
engaged being subject to thrust-application 18. In a drive for a motor vehicle having an
therebetween during said drive so as to resist engine; transmission mechanism operable to pro
relative disengagement thereof until said thrust vide a drive between the engine and the vehicle,
application is relieved; a switch comprising a said mechanism including positively engageable
switch element movable from a first position to drive-control elements one of which is movable
a second position thereof; means for biasing said into engaging relationship with the other to ac
switch element to its said iirst position; means 60 commodate said drive and into disengaging re
for effecting interruption of said ignition system lationship with respect to said other element to
when said switch element is in its said second release said drive, said elements when relatively
position thereby to cause relief of said thrust engaged being subject to thrust-application
application; engine throttle control means therebetween during said -drive so as to resist re1
adapted for operation by the vehicle driver; and ative disengagement thereof until said thrust-ap
pressure fluid controlled switch operating means plication is relieved; a control element operable
operable in response to driver operation of said between two predetermined positions of control;
throttle control means to move said switch ele means operating automatically in response to op
ment from its said first position to its said sec eration of said control element from one of its
ond position and toI maintain said switch ele 70 said positions to the other of its said positions
ment in its said second position for a prede during said drive for effecting bias of said mov
termined length of time. able drive-control element toward said disen
16. In a drive for a motor vehicle having an en gaging relationship, including dashpot means op
gine provided with an ignition system; trans erating in accompaniment with said bias of said
mission mechanism operable to provide a drive 75 movable drive-control element to eect momen
2,509,981
17 18
tary relief of said thrust-application for a prede restore said switch to its said one position sub
termined period of time. sequently to said operation of said switch operat
19. In a drive for a motor vehicle having an ing means.
engine provided with an ignition system; a IAN C. MCKECHNIE.
change speed transmission adapted to be driven THOMAS M. BALL.
by said engine and operable upon momentary re~
lief of input torque theerto to provide a change REFERENCES CITED
in the speed ratio drive yfor the vehicle; pressure
iiuid controlled switch operating means operable The _following references are of record in the
with fluid retarded action to effect momentary 10 file of this partent:
interruption of said ignition system thereby re UNITED STATES PATENTS
lieving the input torque as aforesaid; and means
for effecting variation in the operation of said Number Name Date
switch operating means so as to vary the length 909,813 Murphy __________ __ Jan. 12, 1909
of time of said momentary interruption. l. . Ul 1,377,002 Centrall __________ __ May 3, 1921
20. In a drive for a motor vehicle having an 1,646,764 Queeney _________ __ Oct. 25, 1927
engine provided with an ignition system; a 1,742,719 Nafziger _________ __ Jan. 7, 1930
change speed transmission adapted to be driven 1,768,390 Wing ____________ __ June 24, 1930
by said engine and operable upon momentary re 2,106,607 Kelley ___________ __ Jan. 25, 1938
lief of input torque thereto to provide a change 2,115,125 Sinclair __________ __ Apr. 26, 1938
in the speed ratio drive for the vehicle; means 2,214,099 Claytor __________ __ Sept. 10, 1940
biasing said switch to one of its said positions; 2,214,100 Claytor __________ __ Sept. 10, 1940
an ignition control switch movable between two 2,251,700 Beardslee et a1. _____ Aug. 5, 1941
positions thereof to effect momentary interrup 2,257,838 Claytor __________ __ Oct. 7, 1941
tion of said ignition system thereby relieving the 2,322,479 Schjolin ________ __ June Z22, 1943
input torque as aforesaid; and pressure iiuid con 2,332,593 Nutt et al. _______ __ Oct. 26, 1943
trolled switch operating means operating with re FOREIGN PATENTS
tarded action to overcome said biasing means and
effect movement of said switch to the other of Number Country Date
said positions; said biasing means operating to 30 457,269 Great Britain ____ __ Nov. 14, 1936
Certificate of Correction
Patent No. 2,509,981 May 30, 1950
IAN C. MCKECHNIE ET AL.
lt is hereby certified that error appears in the printed specification of the
above numbered patent requiring correction as follows:
Column 4:, line 32, for the Word ration read ratio; column 5, line 72, for
manifolds read 'manifold ; column 6, line ll, for forward rea-d fonwwlly,
line 69, for plungers read plunger; column 7, line 17, for form read fwovn;
column 10, line 9, for N read M ; column 14, line 8, for bilig read being;
column 17 , line 7, for theerto read theneto ; "
and that the said Letters Patent should be read as corrected above, so that the
same may conform to the record of the ease in the Patent OIioe.
Signed and sealed this 2nd day of January, A. D. 1951.

[SEAL]

THOMAS F. MURPHY,
Assistant Commissioner of Patents.

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