Sept. 10, 1946. L.E.

LA B'RIE 2,407,289
POWER TRAN SII $810

Filed Dec. 4,- 1941 6 Sheets-Sheet 2

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Filed Dec. 4. 1,941 e Sheets-Sheet 41

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Filed 000.14. 1941 s Sheets-Sheet 6

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INVENTOR

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 Patented Sept. 10, 1946
2,407,289

UNITED STATES , PATENT OFFICE

' t ' 2,407,289 '

POWER TRANSMISSION
Ludger - E. La Brie, Detroit, Micllq assignor to
Chrysler Corporation, Highland Park, Mich., a
corporation of Delaware ,
Application December 4, 1941, Serial No. 421,536
45 Claims. (Cl. 74-472) ' i
1 2
This invention relates to power transmissions Figs. 9 and 10 are similar views showing the
and particularly to motor vehicle power trans parts in reverse driving position.
missions of the type including a hydraulic torque Figs. 11 and 12 are similar views showing the
converter. - ' parts in parked position. '
Heretofore various attempts have been made to 5 Fig. 13 is a section taken along the line l3l 3
adapt the hydraulic torque converter to motor of Fig.4. 1
vehicle use, but these attempts have never been Fig. 14 is a detail'ot the clutch sleeve shitting
successful from the commercial standpoint prin- mechanism. _
cipally because of the high cost and lack of ?exi- Fig. 15 is an elevation of the Fig. 14 apparatus
bility of the torque converter, its low emclency l0 taken as indicated by the line |5_--|5.
at cruising speeds, and the tendency for vehi- Figs. 16, 1'7 and 18 are sectional views of the
cles so'equipped to creep at engine idling speeds. converter vanes taken as indicated bythe lines
Accordingly, it is the principal object of my Iii-l6. |1--l'l and |8-l8 of Fig. 3.
invention to provide an improved form of hy- Figs. 19, 20 and 21 are detail sections of the
draulic torque converter which is easier and less 15 overrunnlng devices taken as indicated by the
costly to manufacture than former types and lines Ill-49 and 20-20 of Fig. 3 and line 2l--2l
which is ?exible in operation. of Fig. 4.
Another object is to provide a transmission for Referring new to Figs. 1 to 4, inclusive. it may
use in conjunction with the torque converter be seen that the invention is embodied in a ve
which provides anti-creep means effective when 20 111018 Power plant [comprising an engine A pro
the engine is idling and which incorporates a vided withthe usual intake manifold 50 and car
kickdown reduction gear brought into operation buretor 5|. Bolted to the rear of the engine
at the will of the operator for providing increased block is the torque converter housing 52 and
accemration' a1; cruising speeds, h to the rear end of this housing is bolted the gear
A further object is to provide a suitable control 25 housing 53. \
system for the transmission Whichwm render The torque converter has a rotatable shell 54
the operation automatic for all normal driving, which is bolted to the crankshaft 55 of the en
A still further object is to provide means for . gine 72y bolts 55- The shell 54 is split centrally
Positively locking the drive wheel of the vehicle for assembly purposes and the two halves are
against rotation when parked. , . 30 bolted together by bolts 51. The forward half car
Other objects and advantages will become ap- ries the starting ring gear 58 and the rear half is
parent from the following description which dis-_ welded to a sleeve 59 which extends rearwardly
closes a preferred embodiment of the invention. into the casing 53, a 588150 being disposed between
In the drawings accompanying the description, the Sleeve 59 and an adapter plate Bl which is in
Fig. l is a partial elevation of a motor vehicle 35 Serted between the h0usings52 and 53.
power plant embodying the present invention The sleeve 59 is splined at 62 to the forwardly
} Fig. 2 is a plan view of the steering wheel and extending portion 63 of an annulus gear member
shift lever taken as indicated byline 2--2 of Fig. 1. 54- The latter is provided with teeth 65 which
Fig 3 is an enlarged elevation of the transmjs_ mesh with planet gears 66 carried "by a carrier
sion with part of the casing broken away to show 49 a." and the carner_ has a forwardly extending
details of the torque converter. sleeve portion 68 splmed at B9 to a hub 10 bolted
Fig. 4 is an enlarged .vertical section of the at" to theimpener hub 12" ,
gearbox. a section of the control valve on a small- r6513; ggazngngf stlggvglgrrlgggritle?ilgageisig
zi'rslclsiale being shown to illustrate the hydraulic 45 abiake mflihclutch nember Z1. tThe egtemal pe
. ' . . . . . rip cry 0 is mem er is a ap ed to e engaged
conFltfbfvsvz iiliifgglnatg??mnal "18W 0f the by a brake band 15 provided with the usual lining
Fi 6 i f 5 3 _ l6 (Flg. 13). The band 15 is split into two parts
g- _ _S a ragmen ary Sectlon of the {nim which have lugs 11 welded thereto at their re
transmission control clutch sleeve, the position 50 spective end portions_ on one Side the lugs 11
thereof corresponding to the posltlon of the valve of the respective band portions are loosely en
_m Fig. 5. gaged by a bolt 18 which passes through coaxial
~ Figs. 7 and 8 are views similar to Figs. 5 and 6 bores formed in the lugs to accommodate the bolt.
respsictively Showing the parts in forward driving 55 A lock nut 19 is threaded on one end of the bolt
pos on.
and the other end is formed with a hole for re
 2,407,289
. 3 .

ceiving a pivot pin 80 by means of which the bolt and the sun gear I8 will likewise be stationary
I8 is fastened to the shorter arm of a bellcrank whereupon a reduced speed drive will be trans
8|. The latter is pivotally mounted in the casing mitted to the impeller by means of the shell 54.
by a pivot 82 and the longer arm thereof is formed sleeve 58, sleeve portion 83, annulus gear 84, car
at its end with a hook 83 which engages a push 1 rier 8], carrier sleeve portion 88 and hub 10. On
rod 84. A lug 85 ?xed to the casing projection 81 the other hand, if band 15 is free and pressure is
supports the pivot 82 and guides the bolt 18 by on in clutch control cylinder I I2, the annulus gear
means of a sleeve 88. 84 will be locked to the sun gear I3 and a l to 1
On the opposite side, the brake-band portions ratio drive will be transmitted from the shell 54
are provided with similar lugs 11 which are en 10 to the impeller I2. The ?uid control system for
gazed by the pins 88, 88. The pin 88 is threaded controlling the brake and clutch mechanism will
in the casing and has an adjustment lock nut 80. be described below.
The pin 88 is pivotally connected at 8I to a bell Arranged in juxtaposition with the impeller is a
crank 82 which is pivoted on the casing at 83 by runner or turbine wheel I22. This wheel is
means of a lug 88 fastened to the casing by cap 15 mounted on a hub I23 through the intermediary
screw 88. The bellcrank has a hook 84 disposed of an annular plate I24, an anti-friction thrust -
inengagement with a push rod 85. Each of the bearing I25 being disposed between the hub and a
pins 88, 88 has integral lugs 88, 81 which engage hub member I28 to which the shell 54 is welded.
the respective lugs 11 as can be clearly seen in The hub I23 is splined at I21 to a shaft I28
Fig. 13. 20 which extends a considerable distance rearwardly
A pair of coil springs I00 urge the brake band of the transmission. The shaft I28 is provided
portions apart to permit free rotation of the mem with a bore I28 which connects with the interior
ber 14 when the brake is not applied. The push of the torque converter by means of a passage
rods 84 and 85 are. respectively controlled by a I30. At the rear end of the shaft the bore I28 is
pair of pistons IOI slidably disposed in a cylinder enlarged for the reception of a check valve con
I02 mounted in the lower portion of the casing. sisting of a ball I32 urged onto a seat by a coil
The pistons are of stepped construction for ac spring I33 which is retained in place by a nut
commodating a series of coil springs I03 which I34. If the pressure of the ?uid in the converter
act to urge the pistons away from each other and, becomes unduly high, due to heating under over
thus tighten the brake band I4 about the drum 30 load conditions for example, the ball I32 will be
portion of the member 14 through the interme moved off its seat and the pressure will be relieved
diary of the bellcranks 8|, 82 as will be readily through passage I3I.
understood. Formed integrally on the extreme rearward end
Pressure ?uid is supplied to the cylinder I02 of the shaft I 28 is a sun gear I35 which forms an
through a passage I04 and a pipe or conduit I05 35 element of a rear planetary gearset. The carrier
(Fig. 4) as will be explained, it being clear that I38 of this gearset mounts the planet gears I31
as the pressure ?uid is introduced into the cylin and has a forwardly extending sleeve I38 which
der between the pistons IM and the cylinder is journalled on the shaft I28 and externally
heads I08, the pistons will move toward each splined at I39 to an annular member I40. The
other to thereby compress the springs I03 and latter is formed with a ?uid cylinder HI and has
release the brake band I5. clutch teeth I42 on its outer periphery. A clutch
The brake and clutch member I4 is provided on sleeve I43 is slidably carried by the teeth I42,
its inner periphery with spline teeth I08 (Fig. 13) this sleeve having two longitudinally spaced sets
which mesh with spline, teeth I08 formed on of teeth I44, I45. The teeth I44 mesh with the
clutch plates I I0 of Whichthere are several as teeth I42 and the sleeve I43 is adapted to be
illustrated in Fig. 4. Fixed to the rear end of shifted to engage the teeth I44 with a set of
the annulus gear 84 is an extension III in which clutch teeth I48 formed on a stationary member
isformed an annular ?uid cylinder I I2. The ex I 41 secured to the casing by cap screws I48, the
tension II I extends rearwardly of the cylinder in casing having an integral internal extension I50
the form of a toothed annulus and carries a plu for receiving the stationary member.
rality of clutch plates 3 which are interleaved The sleeve teeth I45 are adapted to mesh with
with the plates H0. The plates H0 and I I3 con a set of clutch teeth I5I formed on the outer
stitute parts of a friction clutch E which is hy periphery of an annulus gear I52 which forms
draulically controlled. ' an element of the gearset and is bell-shaped and
An annular piston H4 is slidably disposed in elongated as illustrated in Fig. 4 to accommodate
the cylinder and bears on the ?rst and last of the the teeth I 5 I .' The annulus gear I52 has gear
clutch plates I I3 which are thicker than the cen teeth I53 and is splined at I54 to a tailshaft I55,
ter plates as can be seen from Fig. 4. A snap ring the latter being adapted for connection by means
II5 prevents rearward shift of the rear clutch of a member I58 .with the propeller shaft as is
plate II3 thus it can be seen that when pressure 60 usual in automotive practice.
?uid is admitted to cylinder II2 the piston I I4 The cylinder I4I carries an annular piston I51
will move rearwardly and compress the plates I I 3 which bears on an annular washer I 58, the latter
which will grip the plates H0 and establish a in turn bearing on the ?rst of a set of clutch
driving connection between the annulus gear 84 plates I58 splined at I80 to the member I 40. In
and the sun gear 13. ' terleaved with the plates I58 are plates I8I
The cylinder H2 is supplied by a pipe 8 splined at I82 to the annulus gear I52. Fluid
through passages II'I, II8_ II8, I20 and I2I, the under pressure is conducted into the cylinder I4I
last two being carried by the annulus gear as from the main control valve V through conduit
illustrated in Fig. 4. _ I83, passage I84 formed in casing extension I58,
From the description so far, it will be seen that passages I85, I88, I81, I88 formed in stationary
the impeller wheel 12 is driven at engine speed ormember I48 and passage I88 formed in annular
at a speed slower than engine speed depending member I40.
upon the condition of the brake and clutch mech When pressure is on in cylinder I, the
anism just described. Ifthe brake band 15 is clutch plates I58, I8I are pressed together and
applied, the member 14 will be held stationary 75 carrier I38 is clutched to annulus gear I 52 there
 2,407,289 I
. 5 I
by providing a 1 to 1 ratio driving connection to fully utilize the engine as a brake, the torque
between shafts I28 and I55. A set of coil springs converter being inefficient as a torque transmit
I10 separates the clutch plates when there is no ter in the opposite direction.
pressure on in the cylinder. The hollow shaft I 14 extends rearwardly in the
When the sleeve I43 is in neutral" position 5 casing 53' to the vicinity of the stationary member
and no pressure is on in cylinder I4l (Figs. 4 and I41 where a sleeve I82 is splined thereon at I83.
6) , no drive is transmitted from shaft I28 to shaft The sleeve I82 has a bearing race formed thereon
I55 or vice-versa because there is no,reaction which forms part of an anti-friction bearing I84,
point in the planetary gearing, the carrier I 35 ro the other race being carried by the stationary
tating freely. For convenience, the rear clutch member I41 as illustrated. Also formed on the
will be designated F. - sleeve I82 is a set of cams I85 which form part '
When pressure is on in cylinder Ill and sleeve of an overrunning brake T. This brake is similar
I43 is in "neutral (Fig. 8), the carrier I36 is to the clutches R and S, but functions as a brake,
clutched to the annulus I52 and a direct, two the rollers I88 being adapted to wedge between
way drive is established between shafts I28 and 15 the cams I85 and the inner cylindrical surface
I55. ' of the stationary member I41 to prevent reverse
When pressure is off in cylinder HI and (counterclockwise) rotation of shaft I14 while
sleeve I43 is shifted forwardly to mesh the sleeve freely permitting forward rotationthereof.
teeth I44 with the teeth I48 of stationary member During operation of the engine the impeller
I41 (Fig. 10) the carrier I38 is positively locked 20 wheel 12 is driven at the speed of the crankshaft
against rotation and reverse drive will be trans-: or at a lower speed, depending upon the positions
mitted from shaft I28 to shaft I55. of the brake and clutch members controlling the
When pressure is off in cylinder MI and sleeve forward planetary gearing, and the fluid thus
I43 is shifted forwardly to its extreme forward set in motion will be discharged into the runner
position (Fig. 12) , the sleeve teeth I45 mesh with 25 wheel I22 and thence into the guide wheel Hi
the teeth I5I on annulus gear I52 and the shafts from which it is returned to the impeller in the
I28 and I55 are locked against rotation, both manner well known in the art. ..
shafts being locked to the stationary member I41. The vanes of the three hydraulic wheels are so
This is the park" position of sleeve I43 and ren shaped that the hydraulic fluid discharged from
ders a parking brake unnecessary as well as pro 30 the curved passages formed by the impeller vanes
viding a positive, non-slip brake. _ I81 (see Fig. 18) is received by the curved passages
The mechanism for controlling shift of the formed by the runner vanes I88 (Fig. 17) where
sleeve I43 and admission of ?uid to cylinder ill the energy given up during passage through the
will be described below. runner passages is applied to the driving shaft
_ Returning now to Fig. 3, it will be seen that a 35 I28. The vanes I89 of the guide wheel (Figs. 16
third hydraulic element "I is disposed in the and 17) are curved in such manner that the direc
shell 54 in juxtaposition with respect to the im tion of flow of the ?uid is changed before it is
peller 12 and runner I 22. The third wheel "I. is delivered into the impeller passages, thus reaction
a guide or reaction wheel and is welded to an for torque multiplication is supplied, the guide
annular member I12 which is in turn riveted to 40 wheel being stationary during substantially all
the forwardly extending bell-shaped portion I18 of the torque multiplication period.
of a hollow shaft I14. An anti-friction bearing The impeller vanes I81 are' formed of single
I15 rotatably journals the shaft I14 in the im stampings, while the runner vanes I88 are formed
peller hub 12' and between the shaft I14 and the of two stamped pieces of different curvature
runner hub I23 is disposed a set of rollers I18 45 \welded together at their end portions. The guide
- forming part of an overrunning driving connec vanes I88 are also formed of single stamped pieces,
tion R. The device R. is similar to those known but are folded and welded as shown in Figs. 16
generally as overrunning clutches and has the and 1'1 to form streamlined vanes of correct
usual cage and springs which control lock-up of ' curvature. '
the rollers I18 which elements are well under 50 This vane construction eliminates die castings
stood in the art and need not be described in de ' and provides a strong yet economical structure.
tail here. The runner hub I23 has cams I11 Suitable torus ring portions I81', I88 and I89
(Fig. 20) formed thereon of such shape that the are welded to the inner edges of the vanes as
runner can freely overrun the guide wheel for shown in Fig. 3 to strengthen the structure and
wardly but upon tendency of the guide wheel to 55 guide the ?uid' flow. These torus ring portions
overrun the runner in the forward direction, the are also preferably formed by- stamping, thus it
rollers I18 will wedge between the cams I11 and may be seen that substantially the entire con
the inner cylindrical surface of the hub portion verter is made of stampings with consequent
I13 thereby providing a driving connection be economy and simplification of manufacture.
tween the guide wheel and runner. _ 60
A second overrunning clutch s is operatively The main control valve V is a compound valve
disposed between the crankshaft 55 and the shaft and is adapted for operation by ~manual and servo
I28, this clutch device (Fig. 19) comprising rollers control under different vehicle operating condi
I19 and clutch members I18 and I80. Member tions. The valve is supplied with pressure fluid
I18 is press-fitted to the crankshaft 55 and has a 65 by means of two pumps, designated -P_ and Q,
cylindrical inner surface adapted to be engaged . respectively (Fig. 4). These pumps may be of any
by the rollers I19 upon lock-up thereof under known type such as gear, gerotor, etc. and are
control of the cams I8I formed on member I80 separately driven. The pump P is driven by a
, which is splined on the shaft I28. The. clutch gear 200 whichis keyed by balls 20I to the driv
S is of the forward lock type and prevents shaft 70 ing sleeve 58. It isthus apparent that pump
I28 from overrunning the engine while permitting P is driven directly by the engine and supplies
the crankshaft to overrun the shaft I28. This pressure to the valve V at all times when the '
clutch functions to establish a direct connection engine A is operating. Pump Q is driven by a gear
between the shaft I28 and the crankshaft on 202 carried by the tail shaft I55 rearwardly of
coasting of the vehicle thereby making it possible 75 the rear transmission bearing 203. The pump Q is
 2,407,289
thus driven by the car whenever the rear wheels releasing brake band 15. As passage 243, which
turn. connects chambers 2 I4 and 2I0, is blocked 01! by
The pressure side of pump P is connected to stem 223,, no pressure ?uid flows into pipe II6
the valve V by a conduit or pipe 205 and the which leads to clutch E and this clutch is disen
pressure side of pump Q is connected thereto by a gaged. Under these conditions, sun gear 13 of
pipe 201. As can be more clearly seen in Fig. 5, the forward planetary gearset is free to rotate
the pipe 205 connects with a passage 208 which and no drive is transmitted from the shell 54 to
leads directly into chamber 2 I0 of the valve and the impeller wheel.
is connected by a branch passage 209 with cham The pump Q is vented by way of passage 2| I,
bers 204 and 206 thereof. The pipe 201 connects 10 chamber 206, passages 2", 220 and 2I8, there
with a passage 2| I which leads directly into fore operation of pump Q (by coasting of the ve
chamber 206. Both pumps are supplied with ?uid hicle for example) will not e?ect the transmis
from the sump of the transmission casing through sion under present conditions.
suitably located suction pipes 2I2, 2I3, respec Shift of the hand lever 232 to forward posi
tively. ' 15 tion will shift the cross-head 224 to forward
The valve V has a fourth chamber 2 I4 which is position through the intermediary of the links
connected with .the chamber 204 by a pipe 2I5. 229, etc., and the bellcrank 226. Movement of
A passage 2I6 connects the chamber 206 with the the cross-head to "forward position (see Fig. 7)
pipe I63 which leads to the rear clutch F. A vent thrusts the valve stems 22I, 222, 223 forwardly
passage 2I1 connects chamber 206 with vent pipe 20 without effecting movement of the sleeve I43, the
2I8 which pipe is also connected with chamber roller 238 (Fig. 15) moving forwardly to the for
2I4 by passage 2I9 and with the rear ends of all ward portion of the horizontal slot. The valve V
of the chambers by a passage 220. is now in such condition that pressure ?uid from
The respective valve chambers have stems dis pump P ?ows through pipe 205 and passages 206,
- posed therein for sliding movement, suitable .en 25 209 into chamber 204, thence through pipe 2l5
larged portions being provided on the stems for into chamber 2I4. In chamber 2I4 is disposed
controlling the valving. The stems 22I, 222 and. a slidable stem 244. A solenoid 246 is operably
223 which are disposed respectively in chambers connected therewith for shifting the stem in con
204, 206 and 2I0 are all connected for conjoint junction with a spring 245. In Fig. 7, the valve
movement and control by a cross-head 224 which 30 stem 244 is shown in underdrive or kickdown"
cross-head is operably connected by a link 225 position, the solenoid 246 being energized and the
with a bellcrank 226 (Fig. 1). The latter'is in spring 245 compressed. The pipe H6 is thus
turn operably connected by means of the links still blocked oil? from the pressure supply and
221, 228 and 229 with a lever 230 carried by the clutch E is free. However, forward shift of valve
lower end portion by a rod 23I bearinged on 35 stem 223 has cut off communication between pas
the steering column 233. At its upper end, closely . sages 208 and I 05, therefore pressure is off in
adjacent the steering wheel 234, the rod 23I car cylinder I02 and brake band 15 is applied. This
ries a lever 232 which is adapted for shifting by prevents rotation of the sun gear 13 of the for
the driver. ward planetary gearset and furnishes a reaction
The bellcrank 226 is pivoted on the side of the ' point for forward drive of the vehicle.
transmission casing 53 by means of a short shaft The engine thus drives the impeller wheel 12
235 (Fig. 14) which carries an arm 236 on its inner at reduced speed ratio through the forward
end. This arm is formed with an integral stud planetary gearing and shaft I28 transmits some
231 which carries a roller 238. A shift yoke 239 driving torque to the tail shaft I55, the rear
for shifting the clutch sleeve I43 is carried by a 45 planetary control clutch F being engaged as there
shift rail 240 inside the casing (Figs. 14 and 15) . is pressure on in cylinder IN. This condition
The rail is suitably slidably mounted in bosses of the parts may be termed tra?ic neutral as
(not shown) formed in the casing and has an en the tail shaft I55 is not rotated. Because of the
larged portion 2 formed with a right angled slot gear reduction through the forward planetary
242. The roller 238 is adapted to roll on the 50 gearset, the impeller 12 is rotated at only .7 en
inner periphery of this slot as is apparent from gine speed and as the driving effort is propor
Fig. 15. tional to the speed of the impeller, there will not
The manually operable lever 232 is adapted to be su?icie'nt torque available (at ordinary engine
have four positions, i. e., neutral," forward," idling speed) to turn the runner I22. The latter
"reverse" and park. These are indicated in 55 will therefore remain stationary which condition
Fig. 2 as N., F., R. and P., respectively, and is readily accommodated by the slipping charac
corresponding positions of the cross-head 224, teristics of the hydraulic coupling. .
valving B and sleeve I 43 are indicated by the same Forward drive of the vehicle is initiated by es
letters on Figs. 5, '1, 9; 11 and 15. tablishing direct drive through the forward plan
From these figures-it may be seen that when - etary gearing accompanied by simultaneous open
60 ing of the throttle. Referring for a moment to
the lever 232 is in its Fig. 2 "neutral position,
the-roller 238 is in the upper rear end of slot 242 Fig. 1, it will be seen that an accelerator pedal
(Fig. 15), the sleeve I43 is in neutral (Fig. 6) 241 is provided for controlling the throttle valve
and the valve V is in such condition that ?uid 253. This pedal is connected to said valve
flowing from pump P (if the engine is running) 65 through a linkage which comprises a thrust rod
is blocked from entering chamber 204, but enters 248, a bellcrank 249 pivoted on the engine block
chamber 206 through passage 209 from which it at 250 and rods 25I, 252. It is clear from the
?ows through passage 2I6 and pipe I63 into the drawings that depression of the pedal 241 will
pressure inlet passages I64, I65, I66, I61, I68 and open the valve 253 which will be closed by the
I69 of cylinder I4 I. The clutch F is thus engaged 70 return spring 254 upon release of the pedal.
and the planet carrier I36 is clutched to the The bellcrank 249 has a. rod 255 attached there
annulus I52. No drive is transmitted from the to and this rod carries a pair of lugs 256, 251 for
engine to the rear wheels, however, because the operating a switch lever 258 which is pivotally
?uid from pump P also enters valve chamber 2I0 mounted at 259. The lever 258 forms part of-a
whence it flows through pipe I05 into cylinder I02 75 switch 260 which includes the ?xed terminal 26I.

9 I. * .
A detent element 262 of spring metal is adapted
to cooperate with a notched plate 263 for releas-r
' ably retaining the movable lever 258 in open or
closed position. The lugs 256, 251 are arranged
such that the switch 268 is clpsed'by movement
of the throttle linkage to substantially wide-open
throttle position and Opened when the said link;
age has been returned to idle position. ' rail 248 will be shifted to engage the sleeve teeth
The bellcrank 248 also carries an adjustable
screw 264 which is adapted to operate .a switch 10 teeth I44 of the sleeve still bridge the teeth I42
265. This switch has a pair of terminals 266, 261
which are bridged by a plate 268 when the
plunger .266 is thrust downwardly. A spring 218
urges the plate 268 and plunger 269 upwardly to
"open position. The switch 265 is arranged
with respect to the throttle linkage such that the
switch, is closed"' when the throttle is ' closed
("engine idle" position), but is opened immedi
ately by the spring 218 upon depression of the
accelerator pedal. , a - 20
Both the switch 268 and the switch 266 control
energization of the solenoid 246. The switch 268
acts in conjunction with a switch 2' whichis
controlledrby engine vacuum. This switch has a
pair of terminals 212, 218 normally bridged by a
plate 214 vwhich is urged to bridging position by a
spring 216. A diaphragm 215 is also operably
connected to the plate 214 as illustrated and this
diaphragm is subjected to the influence of engine
vacuum through a pipe 211. p 30 13 and carrier 61 are thus released for relative
when the switch 268 is closed, the solenoid 246
is} energized from the vehicle battery 218 through
wires 216, 288, 28I, 262, 263 and 284 providing
the switch 21_I is closed. When the switch 265
is closed, the solenoid is energized through wires
284, 285 and 288. _, e o
.With the cross-head 224 in Fig. 7 position, then
the vehicle may be started by depressing the ac
celerator pedal 241 which will deenergize the sole
. ,noid 246 and permit the spring '245 to move the 40
valve stem 244 to the dotted line position. Move
ment of stem 244 to this position will simultane
ously engage clutch E (as illustrated in Fig. 8)
and release brake band 15. The pressure ?uid
travels through pipes 2I5 and M6 to clutch E
and through pipe 2I5, passage 248, chamber 2I8
and pipe I85 to brake cylinder I82. As soon as
the tail shaft I55 turns, pump Q supplies pressure
through line 281 and chamber 286 connects pas
sage 281with pipe I63 leading to rear cliitch F. 50 opened approximately one-third of full opening.
This operational cycle of the parts will be fur
ther explained in connection with the operatic
of the device. 1 I
Figs. 9 and 10 show the valve and sleeve parts
set for reverse drive. The cross-head has been
moved to'reverse position by further clockwise
movement of the manual lever 232 (Fig. 2) which
action effects shift of rail 248 (Fig. 15) to mesh
the sleeve teeth I44 with the teeth I46 of sta
tionary member I41. The carrier I36 of the rear
planetary gearset is thus locked against: rotation
and the valve V is in such condition that rear
clutch control cylinder I is vented through pipe
I63, valve chamber 286, passage 2I1 and passage
228. Upon depression of ,the accelerator pedal,
shaft I55 will be rotated reversely relatively to
shaft I28. It should be noted, however, that the'
forward planetary gearset will remain in vunder
drive during reverse driving of the vehicle be
cause the main pressure line 285 is vented through
passage 2I1 andthus there will .be no'pressure
in chamber 2I4->torelease brake band 15 and en
gage clutch E upon deenergization of solenoid
246. The drive in reverse is thus an extremely
low ratio drive, the engine speed being reduced 75 dead, pump P cannot furnish pressure, therefore,
9,407,289
, 10
through the action of the converter and both
planetary gear-sets. I
' Figs. 11 and 12 illustrate the conditions pre
vailing in the control system when the lever 232
is set in "park. position which is reached by
movement of the lever clockwise beyond reverse
-_ position. As is clear from Figs. 12 and 15, the
I45 with the teeth I5I of the annulus I52. The
and I46, thus it is clear that the annulus I52, the
tail shaft I55 and the carrier I36 are all rigidly '
connected to the stationary member I41. The
transmission is under these conditions locked up
within itself andprovision of a parking brake is
rendered unnecessary. When the cross-head 221i
is in park" position, pump P is vented through
passage 228 and pump Q vis vented through pas
sage 2I1. ' _ '
As previously stated, switch 268 is closed when
the accelerator pedal 241 is depressed to wide
open throttle position, therefore a shift down
from direct drive to underdrive in the forward
planetary, gearset may be accomplished at the will
of the driver. When the driver depresses the
pedal .241. to extreme position, 'the solenoid 246
is energized and the valve stem 244 is thrust rear
wardly to vent both clutch control cylinder II2
and brake control cylinder I82. Thesun gear
rotation and the sun gear is braked against rota
tion by application of the band 15 through action
of spring I88. The impeller 12 will then be driven
at .7 engine speed (or some other desired speed
relative to the engine) under wide-open throttle
and increased acceleration will result. If desired,
increased spring resistance may be provided for
warning the driver at the point of kickdown so
that unintended step-down may be avoided.
The switch 268 is so constructed that once
closed, it is not opened until return of the pedal
241 to engine idle position. However, it is desir
able in the operation of the transmission that a
step-in in speed ratio after kickdown be'had
without the necessity of releasing the accelerator
, pedal and this is accomplished by the vacuum
controlled switch 21I. _ The spring 216 is of such
force that suction acting through pipe 211 will
keep the switch open until the throttle has been
After the accelerator pedalhas been depressed
to open the valve 253 more than one-third of
full throttle, the vacuum in the manifold 58 falls
. to such a value that the spring 216 can close the
switch. It is thus clear that when the switch
, 2681s closed at wide-open .throttle to kickdown
the driving ratio, the switch 21I is closed. The
solenoid 246 is thus energized and the forward
planetary gearset is caused to operate in under
drive.. When the pedal 241 is released to approx
imately one-third throttle position, the vacuum.
in pipe 211 will then be su?icient to overcome
the spring 216 and open the switch ,21.I where
upon the solenoid 246 will be deenergized and a
return to direct drive will be immediately eifected.
The pump Q which is driven by the tail shaft
I55 through gear 286 makes it possible for the en
gine A to be started by pushing or towing the
car. When the car is stopped with the engine
dead, and the lever 232 in forward" position.
the valve V is in such condition (Fig. 7) that
?uid can flow from either pump P or pump Q
,through chamber 286 and pipe I63 to the rear
planetary control cylinder I4I.. As the engine'is
 2,407,289
11 12
if pump P was the sole source of ?uid pressure, anism illustrated in Fig. 15. The pressure ?uid
it would not be possible to start the engine by from pump P now ?ows through passages 205,
towing because the clutch F could not be engaged. 208 and 209 into the chamber 204 thence through
Rotation of the tail shaft I55 with the sleeve I 43 line 2I5 into chamber 2I4 where it is blocked by
in forward driving position and the clutch F dis the enlarged portions of the valve stem 244 which
' _ engaged imparts no drive to the shaft I28 be still remains in no-creep position. Fluid also
cause the planetary elements are free to rotate ?ows into chamber 206 of the valve, thence
relatively. through passage 2I6 and line I63 to rear clutch
_ With the pump Q connected as illustrated, control cylinder I4I, thereby maintaining clutch
pressure is built up rapidly in the cylinder I4I F engaged. Valve stem 223 has moved forwardly
upon rotation of the tail shaft, and as soon as to such position that communication between
clutch F engages, the shaft I28 is rotated. Rota passages 208 and I05 is cut off. Therefore, brake
tional tendency of shaft I28 forwardly at a speed band 15 is engaged with drum 14 and the for
in excess of the speed of the crankshaft 55 effects ward planetary gearset is in driving condition.
engagement of the overrunning roller clutch S However, because of the speed reduction through
(Figs. 3 and 19) . The engine crankshaft is thus the forward planetary gearset, the impeller wheel
rotated directly by the shaft I28 and the engine . 12 is driven at approximately .7 engine speed
can be started at a much lower car speed than and the torque exerted by the impeller wheel is
would be the case if the drive had to be trans insufficient to overcome the static friction inci
mitted through the hydraulic unit, which because 20 dental to starting the vehicle in motion. Thus,
of its blading is ine?lcient when transmitting . the transmission is set for forward driving but no
torque in a reverse direction. movement of the vehicle has taken place as yet.
The roller clutch S has another function, i. e., Forward movement of the vehicle may now be
that of enabling the car to coast in direct drive initiated by depressing the accelerator pedal 241
directly against the engine, thus making engine which increases'engine speed through opening of
braking available in a greater degree than would the throttle valve 253 while at the same time
be possible if the hydraulic unit was in the driv opening of the switch 265 is effected by means of
ing train. . the spring 210. Immediately upon opening of the
Figs. 16, 17 and 18 illustrate the vanes or blades switch 265, spring 245 acts to shift the valve stem
of- the hydraulic wheels I1 I, I22 and 12 in section. 30 244 to its direct drive position shown by the
These vanes are of stamped construction. The dotted lines on Fig. 7. The pressure ?uid from
vanes I81 of the impeller wheel are made of a sin pump P ?owing in line 2I5 then ?ows by way of
gle section stamping suitably shaped to give valve passage 2I5 into lines H6 and 243, The
proper direction to the ?uid. The vanes I88 of ?uid ?owing through line H6 ?ows through the
the runner are each made of two stampings suit-' casing passages H1 and H8, H9 and I20 and I2I
ably shaped and welded together. The guide into the forward clutch control cylinder II2
wheel vanes I89 are each formed of a single thereby moving the piston H4 and engaging
stamped piece which is bent into streamline shape clutch E. Simultaneously, the ?uid ?owing
and welded at its trailing edge as shown. through passage 243 ?ows into chamber 2I0
The operation of the transmission is as follows. 40 thence through passage I05 and I04 into cylin
Let it be assumed that the vehicle is at rest with der I02 where it effects movement of the pistons
the engine running and the shift lever 232 in IOI and releases the brake band 15. '
neutral position. Then the sleeve I43 will be in The vehicle is now in direct drive so far as the
the position shown in Fig. 6 and the valve V will gearing of the transmission is concerned but the
be in its Fig. 5 position. As the engine is operat 45 engine is rotating faster than the tail shaft I55
ing, the pump P will deliver pressure through line because of the slip between the runner or turbine
205 and the ?uid ?owing into the housing of the wheel I22 and the impeller 12 of the hydraulic
valve V will be blocked in chamber 204 thereof unit. Because of the shape of the vanes I81, I88
because of the position of the valve stem 22I. and I89 ofvthe hydraulic wheels, the guide wheel
The pressure fluid ?owing into the chamber 206 50 I1I will under presently described conditions
through passage 209 ?ows through passage 2I6, have a tendency to rotate reversely because of
line I63 and passages I64, I65, I66, I61, I68 and the reaction of the ?uid impinging thereon,
I69 into cylinder I4I which controls the rear which ?uid is being discharged from the vane
planetary clutch F. The clutch F is therefore formed passages of the runner I22 into the pas
engaged and the annulus gear I52 is locked to the 55 sages of the guide wheel I1I. However, because
carrier I36. ~The ?uid ?owing into chamber 2I0 the overrunning roller clutch T prevents reverse
through passage 208 flows out of this chamber a rotation of the hollow shaft I 14 which carries the '
through line I05 into the brake control cylinder guide wheel I1 I, the guide wheel will be station
I02 .where it overcomes the forcce of the spring ary, thus furnishing reaction for torque multipli~
I03 and releases brake band 15. Under such 60 cation in the hydraulic unit.
conditions, then, no drive will be transmitted 'As the speed of the shaft I28 increases (shafts
fromdthe engine A to the shaft I28 because I28 and I55 rotate at the same speed because an
neither clutch E nor brake band 15 are engaged. nulus gear I52 and carrier I36 are clutched to
Therefore the planetary gear elements 64, 61 and gether by clutch F), the slip between the runner
13 are free to rotate relatively. As the accelera 65 I22 and the impeller 12 will decrease and as these
tor pedal 241 is in engine idle position, the switch two hydraulic wheels approach synchronous
260 is open and the switch 265 is closed. The speed, the reaction on guide wheel "I will be
solenoid 246 is thus energized and the valve stem come progressively less until it reaches a value
244 is in its kickdown or no-creep position. of zero whereupon further decrease in slip be
Shift pf the manually operated lever 232 from 70 tween runner I22 and impeller 12 will result in
neutral to forward position will move the a forward rotational component on the vanes of
cross-head 224 of the valve V to corresponding guide wheel HI and this wheel will then begin
position illustrated in Fig. '7 without effecting to rotate forwardly as permitted by the one-way
,any movement of the sleeve I 43 as is accommo characteristic of clutch T. The guide wheel "I
dated by the roller and slot lost motion mech 75
will then rotate forwardly with increasing speed
 amazes
' 14
until it comes up to the speed of the runner I22 will therefore be released and brake band 15 will
whereupon overrunning roller clutch R. will func be applied to the brake drum 14 thereby holding
tion to lock the wheels I ll and I22 together. The - sun gear 13 against rotation and causing the im-.
hydraulic unit is now functioning as a ?uid c011 , peller 12 to' be driven at an under speed with re
pling of the kinetic type, the wheel 12 being driven spect to the engine crankshaft 55 through an
at engine speed and functioning as an impeller nulus gear 44 and planet pinion 64 with con-
or pump wheel'and the wheels I22 and Ill act-' sequent torque multiplication.
ing_ together, as a runner or turbine wheel, the This isthe kickdown" condition of the trans
speed relationship between the impeller 12 and mission and the parts will remain in their kick
the composite runner I22, I'll being'that of an 10 down positions until the'acceleratorpedal 241 is 7
ordinary fluid coupling. Under normal driving released to substantially one-third of full throttle
conditions, the runner will lag the impeller by opening movement whereupon the suction in the
abo\1t 3%. intake manifold 50 acting on the diaphragm 215
It is desirable that the elements of the, hydraulic I
of the switch 2" through line 211 will reach a
unit be so constructed that engagement of roller 15 su?lcient value such that it will overcome the
clutch R will occur just prior to the torque mul pressure of spring 216 and disestablish electrical
tiplication through the hydraulic unit becoming communication between the contacts 212, 213
zero and it is desirable for the unit to reach this whereupon the solenoid 245 will be de-energized
condition at a vehicle speed of approximately 20 and the forward planetary gearset will be shifted
M. P. H. at which speed the accelerating char 20 to direct drive by release of brake band 15 and
acteristics will be satisfactory at 1 to 1 speed ratio. engagement of clutch E. _' -
The speed at which the transmission will reach Switch lever 258 of the switch 260 will be re
1 to 1 speed ratio will, of course, vary somewhat tained in closed position by the action of the
depending upon the throttle opening and should detent 262 until the accelerator pedal is released
it be desired to extend the range of torque: con- 25 to substantially throttle closed position where
version to a higher speed of vehicle operation, this upon the lug 251 will open the switch. It is to be
can be done by proper design of the hydraulic noted that the plunger plate 214 of switch 2" will
wheels. _. , bridge but not touch the_con_tacts 212, 213 at en
Release of the accelerator pedal 241 preparatory gine idle position and under other operating con
to bringing the vehicle to a stop will resultln the 30 ditions except when the throttle valve 253 is
throttle valve 253 being closed (except for the opened in excess of one-third of its full throttle
opening communication provided for maintaining opening. The operation of switch 2" has no ef
engine idle) and closure of switch 265. Closure fect onthe operation of the transmission during
of switch 265 will cause solenoid 240 to be ener normal driving because switch 200 is normally
gized and valve stem 244 will be moved to its kick 35 open and is not closed except when the throttle
down or no-creep position against the force of the linkage is moved to wide open throttle position. .
spring 245. If the vehicle is coasting, however, 'Shift of the manually operable lever 232 to
this movement of the valve stem 244, which ef reverse position moves, the valve operating
fects disengagementof clutch E- and engagement , cross-head 224 to Fig. 9 position and simultane
of brake band' 15 with brake drum 14, thereby ously shifts the clutch sleeve I43 to Fig. 10 posi
shifting the forward planetary gearset into under tion whereupon the carrier I36 of the rear plane
drive will not effect the drive since the shaft I28 tary gearset is clutched to the stationary member
will tend to overrun the engine shaft 55 and, will I41, the teeth I44 bridging the teeth I42 and the
engage overrunning clutch S and the vehicle will teeth I46. When the transmission is set for re
coast against engine compression. -
45 verse driving, both the pump P and pump Q are
When the vehicle comes to a stop (as by coast vented. Pump P is vented through pipe 205, pas
ing or by coasting accompanied by application of sage 200, 203, chamber 206 and passage 2".
the main vehicle brakes, not shown), the forward Pump Q is vented through passage 201, chamber
planetary gearset will be in underdrive and the 200 and the passage 2I1. Thus, it is clear that "
vehicle will remain stationary without creeping clutches E and F are disengaged but brake band
until the driver-wishes to resume forward drive .15 is applied to drum 14 because of the action
whereupon depression of the accelerator pedal 241 of the springs I03. Depression of theaccelerator
will institute the above described cycle of oper pedal to cause the vehicle to be driven in a re
ation. _ I verse direction will, of course, be accompanied
In the interest of economy and e?lciency, it is by opening of the switch 265 which has no effect
desirable that the presently described transmis 55 under these conditions because both pumps are
sion be used with a rear axle ratio in the order of vented. The driving torque will. therefore be
3.3 to 1 or 3 to 1. With such a high speed" axle, transmitted from crankshaft 55 through the hy
the accelerating characteristics of the vehicle may, draulic tuiit which furnishes full torque multipli
under certain driving conditions, be insu?lcient cation to the shaft I28 which rotates sun gear
and if the driver wishes more acceleration than 60 I35 forwardly. Carrier I36 is, however, clutched
is normally available by increased opening of the by means of the sleeve I43 to the stationary,
throttle valve, he may push the accelerator pedal member I41. Thus, the annulus gear I52 will be
241 downwardly to wide open throttle position driven reversely and the reverse drive will be
whereupon the lug 256 will engage the switch transmitted to the rear wheels by way of tail
lever 258 of the switch 260 and move the latter shaft I55 and the vehicle propeller shaft (not ,
to closed position. Closing of the switch 260 will shown). >
effect energization of the solenoid 246 whereupon When it is desired to park the vehicle, the shift
the stem 244 of valve V will be thrust rearwardly lever 232 is moved to "park" position, which ac
against spring 245 to kickdown position and both 70 tion thrusts the cross-head 224 forwardly to Fig.
clutch control cylinder H2 and brake control cyl 11 position and sleeve I43 forwardly to Fig. 12
inder I02 will be vented through chamber 2 I4 position. The annulus gear I52 and the carrier
and passage 2 I8, the fluid pressure flowing to I36 are now both clutched to the stationary mem
' these cylinders through line 2I5 being out of! by ber I41. Thus the tail shaft I55 is locked against
the enlarged portions of the stem 244. Clutch E. 75 movement and the vehicle cannot be moved.
 . 2,407,289
~ 15 a 16
Both pump P and pump Q are vented when the predetermined operation of the throttle control
lever 232 is in park position, pump P being between open and closed throttle.
vented through passages 208, 209 and chamber 3. In a power transmission for a vehicle hav
204 and pump Q being vented through passage ing an engine; a driven shaft operably connected
201, chamber 206 and passage 2". Cl to the vehicle driving Wheels, a hydraulic torque
It will thus be seen that I have provided a novel converter including an impeller wheel, a runner
and improved transmission which is entirely au- . wheel and a guide wheel drivingly disposed be
tomatic in operation and wherein the use of a tween the engine and the driven shaft; 8. reduc
clutch pedal is eliminated. The change in driv - tion gear drivingly disposed between the engine
ing direction is controlled entirely by operation 10 and the torque converter; means for conditioning
, of the hand lever and the change in speed ratio ' said reduction gear to drive the impeller at the
is controlled entirely by the accelerator pedal. speed of the engine or at a reduced speed rela
Inasmuch as during normal operation of the car tively to the engine; a throttle control for the
the necessary changes in speed ratio are effected engine movable by the driver between idle and
entirely by dynamic action of ?uid in the hy 15 wide-open throttle positions; and means oper
draulic torque converter, the use of the kickdown ably connecting said throttle control with said
gear being infrequent under ordinary conditions, reduction gear conditioning means for establish
there will be practically no wear of the gears of ing said impeller in said reduced speed drive rel
the planetary gearsets or of the clutches E and F ative to said engine when said throttle control is
or the band lining 16. 20 established in engine idle position and for estab
It will be noted that engagement and disen lishing drive of the impeller at the speed of the
gagement of the reduction gear for no-creep engine in response to movement of said throttle
takes place under practically no load. Thus, au control out of idle position in the direction of
tomatic tra?ic neutral is provided with absence of wide open throttle.
creeping tendency and without wear on the parts. 25 4. In a power transmission for a vehicle hav
In my novel and improved transmission, ing an engine; a driven shaft operably connected
changes in driving ratio take place automatical to the vehicle driving wheel, a hydraulic torque
ly in in?nitely small steps under normal driving converter including an impeller wheel, a runner
conditions and these driving ratio changes are re wheel and a guide wheel drivingly disposed be
sponsive to torque requirements at the drive 30 tween the engine and the driven shaft; a reduc
wheels of the vehicle without the use of governor tion gear drivingly disposed between the engine
mechanisms, troublesome particularly in cold cli and the-torque converter; means for condition
mates. ' ing said reduction gear to drive the impeller at
Having thus described the preferred embodi the speed of the engine or at a reduced speed rel
ment of my improved transmission for the pur 35 atively to the engine; a throttle control for the
poses of illustration, Iwish to point out that engine movable by the driver between idle and
changes in the form and arrangement of the wide-open throttle positions; and means oper
parts, etc.-, may be made by those skilled in the ably connecting said throttle control with said
art without departing from the spirit of the in reduction gear conditioning means for establish
vention andithe scope of the claims appended 40 ing said impeller in said reduced speed drive rela
hereto. tivev to said engine when said throttle control is
I claim: established in engine idle position and in wide
1. In a power transmission for a vehicle having open position, and for establishing drive of the
an engine and a driven shaft, a hydraulic torque impeller at the speed of the engine when said
converter-including an impeller wheel, a runner throttle control is intermediate these positions.
wheel and a. guide wheel drivingly disposed be 5. In a power transmission for a vehicle hav
tween the engine and the driven'shaft; change ing an engine provided with a throttle and throttle
speed gearing drivingly disposed between the en-' control and a driven shaft operably connected to
gine and driven shaft and arranged and con the vehicle driving wheels, a planetary annulus
structed to provide either a direct drive or an 50 gear driven by the engine; a sun gear; a carrier;
'underdrive connection between the engine and planet pinions mounted on the carrier and dis
the impeller of the torque converter; means for' posed in mesh with the annulus and sun gears; a
conditioning said change speed gearing in direct hydraulic impeller driven by said carrier; a hy
drive to drive the impeller at the speed of the draulic runner drivingly connected to the driven
engine or in underdrive to drive the impeller at 55 shaft; a brake for preventing rotation of the sun
a reduced speed relatively to the engine; and gear whereby to establish a reduced speed drive
manually operated means for controlling said between the engine and said impeller; a clutch for
last means arranged to establish said change clutching the sun gear to one of the other plane
speed gearing in underdrive at relatively low tary members whereby to establish a direct drive
engine speeds. between the annulus gear and said impeller; and
60 means for controlling said clutch and brake in
2. In a power transmission for a vehicle hav
ing an engine and a driven shaft, a hydraulic cluding means associated with said throttle con
torque converter including an impeller wheel, a trol for actuating said control means to apply said
rurmer wheel and a guide wheel drivingly dis brake incident to conditioning said transmission
posed between the engine and the driven shaft; 65 for operable forward drive of the vehicle driving
a reduction gear drivingly disposed between the , wheels by the engine from rest and to release said
engine and the torque converter; means for con brake and engage said clutch at a throttle con- ,
ditioning said reduction gear to drive the im trol position less than wide open throttle.
peller at the speed of the engine or at a reduced 6. In a power transmission for a vehicle hav
speed relatively to the engine; a throttle control 70 ing an engine provided with a throttle and
for the engine; and means operably connecting throttle control and a driven shaft operably con
said throttle control with said reduction gear con nected to the vehicle driving wheels, a planetary
ditioning means whereby said reduction gear may annulus gear driven by the engine; a sun gear;
be selectively conditioned to drive the impeller a carrier; planet pinions mounted on the car
at one or another of said speeds in response to 75 rier and disposed in mesh with the annulus and
 amass. -
' 17 18'
sun gears; a hydraulic impeller driven by said means for controlling said clutch and brake :_ and
carrier; a hydraulic runner drivingly connected means operably connecting said last means with
to the driven shaft; a brake for preventing rota-' the throttle control whereby said clutch and brake
tion of the sun gear- whereby to establish a re are adapted to be operated in response to prede
duced speed drive between the engine and said termined operation of the throttle control to
impeller; a clutch for-clutching the sun gear to engine idle position, to wide open throttle posi
. one of the other planetary members whereby to tion and to a position intermediate said ?rst two
establish a direct drive between the annulus gear i mentioned positions.
and said impeller; and control means for con 10. In a power transmission for a vehicle hav
trolling said clutch and brake including means 10 ing an engine provided with a throttle and
associated with said throttle control for actuating throttle control and a driven shaft, a planetary
said control vmeans to apply said brake in- _ annulus gear driven by the engine; a sun gear;
cident to conditioning said transmission for a carrier; planet pinions mounted on the car;
operable forward drive of the vehicle. driv rier and disposed in mesh with the annulus and
ing wheels by the engine from rest and to release I 16 sun gears: a hydraulic impeller driven by'said
said brake and engage said clutch at a throttle carrier; a hydraulic runner drivingly connected
control position less than wide open throttle, said ' to the driven shaft: a brake for preventing rota
control means being constructed and arranged tion of the sun gear; a~clutch for clutching the
such that operation of said control means to apply sun gear to one ot-the other planetary mem
said brake will cause disengagement of said bers; pressure ?uid actuated means for con
clutch and vice-versa. - _ . trolling said clutch and brake; a source of pres
7. In a power transmission for a-vehicle hav sure ?uid; a control valve; a solenoid for -oper-'
ing an engine provided with a throttle and throttle vating said-valve; and vacuum operated switch
control and a driven shaft; a planetary annulus means operable in response to predetermined op
gear driven by the engine; a sun gear; a carrier; 25 eration or said throttle control for controlling
planet pinions mounted on the carrier and dis- l said solenoid. .
posed in mesh with the annulus and sun gears: a, v; 11. In a power transmission for a motor vehicle,
4 hydraulic impeller driven by said carrier; a hy-' ~ a driving shaft; a driven shaft; means- for con
draulic runner drivingly connected to the driven necting said shafts including a?uid power trans
shaft; a' brake for preventing rotation of the mitting device: reduction gearing drivingly dis
sun gear; a clutch for clutching the sun gear to posed between said driving shaft and ,said ?uid
one of the other planetary members; hydraul device; ?uid pressure operated means for con-.
ically operated means for engaging said clutch trolling said reduction gearingoperable to estab
against spring pressure; hydraulically operated lish a 1 to 1 speed ratio or a reduced speed vratio
means for disengaging said brake against spring 35 through said gearing; a source of ?uid pressure;
pressure; control means for said hydraulicmeans valve means associated therewith; said valve
and means operably interconnecting said control means including an electrically operated valve for
means and said throttle control for actuating effecting speed ratio change in said gearing; va
said hydraulic operated meansto apply said brake manually operated valve for controlling admis
and release said clutch upon positioning of said to sion of ?uid to said electrically operated valve
throttle control to engine idle position. anda plurality of switches for independently con
8. In a power transmission vfor a vehicle hav trolling electrical operation of said electrically '
ig an engine provided with a throttle and throttle operated valve. - 3 t
control and a driven shaft, a planetary annulus 12. The combination set forth in claim 11
gear driven by the engine; a sun gear; a carrier; wherein said vehicle is provided with a. manually
planet pinions mounted on the carrier and dis- operated throttle control and said electrically op
posed in mesh with the annulus and sun gears; erated valve switches are arranged to be selec
a hydraulic impeller driven by said carrier; a tively operated in response to predetermined op-,
hydraulic runner drivingly connected to the eration of said throttle control.
driven shaft; a brake for preventing rotation of 50 13. In a power transmission for a motor ve
the sun gear; a clutch for clutching the sun gear hicle, a driving shaft; a driven shaft; means for
to one of the other planetary members; hydrau connecting said shafts including a ?uid power
lically operated means for engaging said clutch transmitting devicezreduction gearing drivingly
against spring pressure; hydraulically operated disposed between said driving shaft and said ?uid
means for disengaging said brake against spring 55 device; ?uid pressure operated means for con
pressure; control'means for said hydraulic means trolling said reduction gearing operable to es-'
including a valve adapted to supply pressure ?uid tablish a l wto 1 speed ratio or a reduced speed
to said clutch and brake control means simul ratio through said gearing; a source ot?uid pres
taneously and means operably interconnecting sure; valve means associated therewith; said
said control means and said throttle control for valve means including an electrically operated
1: actuating said hydraulic operated means to apply 60 valve for effecting speed ratio change in said
said brake and release said clutch upon position gearing and a manually operated: valve for con
ing of said throttle control to engine idle and trolling admission of ?uid to said' electrically op-
wide open throttle positions. eratedvalve; and afinanually' operated throttle
9., In a power transmission for a vehicle hav 65 control operably connected with said electrically
ing an engine provided with a throttle and operated valve, adapted to actuate said valve to
throttle controlv and a driven shaft, a planetary effect a shift of speed ratio when movement or
annulus gear driven by the engine; a sun gear; a .said throttle control is initiated. I
carrier; planet pinions mounted on the carrier 14. In a power transmission for a motor ve
and disposed in mesh with the annulus and sun 70 hicle, a driving shaft; a driven shaft; a planetary
gears; ,a hydraulic impellerdriven by said car gearset having an input member driven by said
' rier; va hydraulic runner wclrivingly connected to driving shaft; ag?uid power transmitter having
the driven shaft; a brake for preventing rota an input member driven by the output member
tlonoi the sunv gear; a clutch for clutching the of said gearset; a second planetary gearset
sun gear to one of the other planetary members; 75 having an input member driven by the output
 2,407,289
19 ,, . 20 a

member of said transmitter; ?uid pressure oper 1 to 1 ratio to a ratio different. from 1 to 1 and
ated meansfor controlling said gearsets including back to ,1 to 1; means operably'associated with
a pump driven from said driving shaft and a pump said throttle control for controlling said power
driven from said driven shaft; and valve means operated means, said last means being constructed
associated therewith for controlling the output and arranged such that said gear means is main
of said pumps, said valve means being so con tained in its lower ratio when said throttle con
structed and arranged such that ?uid pressure trol is in engine idle and wide-open position.
may be delivered to both said gearsets by the,_ 19. In a motor vehicle having an engine pro
driven shaft pump when the transmission is con vided with a throttle and a throttle control, a
ditioned for forward drive. 10 power transmission for driving said vehicle from
15. In a power transmission for a motor ve said engine including a ?uid power transmitter; a
hicle, a driving shaft; a driven shaft; a planetary gear means disposed between the engine. and the
gearset having an input member driven by said ?uid transmitter for driving the input member of
driving shaft; a ?uid power transmitter having said transmitter at the speed of the engine or at a
an input member driven by the output member 15 relatively lower speed; power operated means for
of said gearset; a brake associated with the third controlling said gear means; means associated
member of said gearset operable to prevent ro with said throttle control for controlling said
tation thereof ; a clutch associated with said third power means whereby said gear means is caused
gearset member and one of the other gearset to be actuated to its lower speed ratio when said
members operable to lock said gearset members 20 throttle control is moved to engine idle position
for rotation as a unit; spring means for engag and to wide open throttle position.
ing said brake; spring means for disengaging 20. In a power transmission for a vehicle hav
said clutch; and ?uid pressure operated means ing an engine, a driving shaft driven by the en
normally arranged to establish said clutch in dis gine; a driven shaft; a planetary gearset driv
engaged position and said brake engaged when 25 ingly disposed between said shafts having an in
the vehicle is at rest with the transmission can put annulus gear, an output carrier and a sun
ditioned for forward drive and adapted for op gear; an annular reciprocable ?uid piston carried
eration to simultaneously engage said clutch and by said annulus gear concentric therewith; a
disengage said brake in accelerating the vehicle clutch member carried by said annulusgear for
from rest. 30 actuation by said piston; a clutch member car
16. In a power transmission for a motor ve ried by said sun gear for clutching engagement
hicle, a driving shaft; a driven shaft; a planetary with said annulus gear clutch member; a brake
gearset having an input member driven bysaid drum carried by said sun gear; a stationary brake
driving shaft; a ?uid power transmitter having band adapted for operation to engage said drum;
an input member driven by the output member of 35 ?uid-pressure means for operating said piston
said gearset; aibrake associated with the third and said brake band: and control means for
member of said gearset operable to prevent rota controlling said ?uid pressure means and for pre
tion thereof; a clutch associated with said third venting simultaneous operation of said brake and
gearset member and one of the other gearset clutch members. -
members operable to lock said gearset members 40 21. In a power transmission for driving a motor
for rotation as a unit; spring means for engag vehicle having an engine provided with a throttle
ing said brake; spring means for disengaging valve and a driver operable control for adjusting
said clutch; a source of ?uid pressure; means for said valve between its open and closed positions,
applying said ?uid pressure to said clutch and driving and driven shafts; a change speed mecha
brake for controlling the same; a throttle control 45 nism drivingly disposed between said shafts for
for said vehicle; and valve means associated with providing a slow and a fast drive therebetween;
said throttle control and said ?uid pressure means control means for said change speed mechanism;
whereby said brake and clutch may be controlled means operably connecting said throttle control
to norm-ally establish said clutch in disengaged and said control means arranged such that said
position and said brake engaged when the throttle 50 change speed mechanism is stepped-down from
control is in engine idle position and operable in fast to slow drive in response to manipulation of
response to movement of said throttle control said throttle control to substantially wide-open
from engine idle position to engage said clutch position; means for releasably holding said con
and release said brake. ' necting means in its downshift effecting arrange
17. In a motor vvehicle having an engine pro 55 ment; and means connected to said change-speed
vided with a throttle aid a throttle control, a control independently of said throttle control op
power transmission for driving said vehicle from erable in response to variations. in engine load for
said engine including a ?uid power transmitter restoring said fast drive.
and a gear means; power operated means for 22. In a power transmission for. driving a motor
changing the speed ratio of said gear means from 1 vehicle having an engine provided with a throttle
to 1 ratio to a ratio different from 1 to l and back 60
valve and a driver operable control for adiust- '
to 1 to 1; means operably associated with said ing said valve between its open- and closed posi
throttle control for controlling said power oper tions, driving and driven shafts; a shiftable gear
ated means, said last means being constructed mechanism drivingly disposed between said shafts
and arranged such that said gear means is main
65 for providing a slow and a fast drive therebe
tained in its lower ratio when said throttle control tween; control means for said gear mechanism;
is in engine idle position and is responsive to means operably connecting said throttle control
movement of the throttle control from engine and said control means arranged such that said
idle position to change the speed ratio to 1 to 1. gear mechanism is shifted from fast to slow drive
18. In a motor vehicle having an'engine pro 70 in response to manipulation of said throttle con
vided with a throttle and a throttle control, a trol to either its closed position or its open posi
power transmission for driving said vehicle from tion. .
said engine including a ?uid power transmitter 23. In a power trans-mission for driving a motor
and a gear means; power operated means for vehicle having an engine provided with a throttle
changing the speed ratio of said gear means $130113 75 valve and a driver-operable control for adjusting
 asomso -
"21 -
'saidvalve between'its open and closedpositions, tor vehicle having an engine provided with an.
driving and driven shafts; a shiftable gear mech intake manifold, a throttle valve and a driver
\anism diiwmsly disposed between said'sha'fts roi operable control for adjusting said valve between
providing-"a slow and a fast drive therebetween; its open and closed positions, driving and driven
control means for said gear mechanism;- means shafts; a shiftable gear mechanism drivingly dis
operably connecting said throttle control and said posed between said shafts for providing a slow and
control means arranged such that said gear mech- - a fast drive therebetween: a servo-motor for con
anism is shifted from fast to slow drive in re , trolling said gear mechanism; electromagnetic
means for controlling said servo-motor adapted
sponse to manipulation of said throttle control .to
substantially wide-open position including a 10 when energized to effect step-down operation of
switch: and a second switch connected to said said servo-motor; a switch for connecting said
gear control means but having no operable con electromagnetic means with a current source;
nection with said throttle control, operable in means'operably connecting said switch with said
response to variations- in_ engine load for restor ' throttle control whereby said switch is closed at
ing said fast drive. .> - > 15 wide-open throttle and opened at closed throttle;
24.In a power transmission for driving a mo a second switch connected in series with said ?rst
tor vehicle having. an engine provided with an switch for interrupting the current supply to said
intake manifold, a throttle valve and a- driver electromagnetic means in response to predeter
operable control for adjusting said valve between mined vehicle operating conditions when said
its open and closed positions, driving and driven throttle control is intermediate its open and
shafts; a shiftable gear mechanism drivingly dis closed positions and means for releasably holding
posed between said shafts for providing a slow - _ said first-mentioned switch closed during manip
and a\ fast drive therebetween; a servo-motor for ulation of said throttle control between its said
controlling said gear mechanism: electrical means .wide open throttle position and its said interme
for controlling said servo-motor: a switch adapted 25 diate position. ' '
to .be closed in response to movement of said 28 In a power transmission for 'a motor ve
throttle control to substantially wide open posi . hicle, a member adapted for manual shifting; a
tion for effecting down-shift in said gear mecha second member operable independently of said
nism; means for releasably retaining said switch " first member adapted for shifting by fluid pres
closed and a second switch adapted for opera-. sure: a driver operable control lever for positively
tion by suction of said manifold for effecting shifting said members: a valve 'for controlling
up-shift in said gear mechanism even though said ' shift'of said second member; linkage operabiy
first switch may be closed. '- > connecting said valve with said lever; a shift
25. In a power transmission for driving a mo yoke for effecting shift of said first member; and
tor vehicle having an engine provided with an a lost motion connection between said yoke and
intake manifold, a throttle valve and a driver said lever operable to permit limited movement
operable control for adjusting said valve between of said lever for controlling said valve without
its open and closed positions, driving and driven causing movement of said yoke.
shafts; a shiftable gear mechanism drivingly dis 29. In a power transmission for a motor ve
posed between said shafts for providing a slow 40 hicle, a member adapted for manual shifting; a
and a fast drive therebetween; a servo-motor for _ second member adapted for shifting by fluid pres
controlling said gear mechanism; electrical means sure; a driver operable control lever; a valve for
for controlling said servo-motor; a switch adapted controlling shift of saidsecond member; linkage
to be closed in response to movement of said operably connecting said valve with said lever; a '
throttle control to substantially wide, open posi~ 45 shift yoke i'or e?ecting shift of said ?rst member;
. tion for effecting down-shift in said\ gear mech an angular slot insaid yoke; a pin carried by said
anism; and a second switch adapted for opera linkage and engaging said slot; said slot and pin
tion by suction of said manifold for effecting up being arranged such that shift of said lever will
shift in said gear mechanism only. after said eil'ect movement of said valve alone during part
throttle control has been moved approximately of the operating stroke of said lever and will effect
one third of its travel toward closed position and movement of both valve and yoke during the
although said first-mentioned switch may then be remainder of said stroke.
closed. I, 30. In a power transmission for' a vehicle hav
26. In a power transmission for driving a mo ing an engine, a driving shaft driven by the en
tor vehicle having an engine provided with an gine; a driven shaft; gear means operably as
intake manifold, a throttle valve and a driver sociated with said shafts including a member
operable control for adjusting said valve between shiftable by ?uid pressure to operably connect
its open and closed positions, driving and driven certain of said gear means for establishing a drive
shafts; a shiftable gear mechanism drivingly dis between said shafts! a pump driven by the en
posed between said shafts for providing a slow gine; a second pump driven by the driven shaft;
and a fast drive therebetween; a servo-motor for and driver operable valve means for controlling
controlling said gear mechanism; electrical means the output of both said pumps constructed and
for controlling said servo-motor; a switch adapted v arranged such that said shii'table driveiestablish
to be closed in response to movement of said ing member may be actuated by either of said
throttle control to substantially wide open posi ' pumps.

tion for effecting down-shift in said gear mecha a5
him; and a second switch adapted for opera
tion by suction of said mainfold for effecting up
I shift in said gear mechanism after said throttle
control has been moved approximately one third,
of its travel toward closed position; and'a third
switchoperable to effect down-shift in said gear
mechanism in response to movement of said I
throttle control to closed position.
27; In a power transmission for driving a mo
31.. In a motor vehicle power transmission. a
drive shaft; a driven shaft; a planetary gearset .
for establishing a drive between said shafts in
cluding an input annulus gear, an output car
rier and a sun gear; a brake drum carried by
the sun gear; a brake band adapted to engage
said drum; a clutch element carried by the sun
gear; a second clutch element carried by the an
nulus gear; and ?uid pressure means for con
75 trolling said clutch element and brake band in
 2,407,289
24
cluding a ?uid motor carried by the annulus for ably connected such that the torque delivered
rotation therewith and a pump driven by said by the power converter to the driven shaft is
annulus gear for supplying pressure ?uid to said insufficient to move the vehicle.
pressure ?uid means. . 36. In a power transmission for a vehicle hav
32. In a motor vehicle power transmission, a ing an engine and a driven shaft, a hydraulic
drive shaft: a driven shaft; a planetary gearset torque converter including an impeller wheel, a
for establishing a drive between said shafts in runner wheel and a guide wheel drivingly dis
cluding an input annulus gear, an output car posed between the engine and the driven shaft;
rier and a sun gear; a brake drum carried by the a reduction gear drivingly disposed between the
sun gear; a brake band adapted to engage said 10 engine and torque converter; means for condi
drum; a clutch element carried by the sun tioning said reduction gear to drive the impeller
gear; a second clutch element carried by the an at the speed of the engine or at a reduced speed
nulus gear; ?uid pressure motors for engaging relatively to the engine; a throttle control for the
said clutch elements and for .disengaging said engine; and means operably connecting said
brake hand against spring pressure; a pump 15 throttle control with said reduction gear condi
driven by said annulus gear for supplying pres tioning means for automatically conditioning
sure ?uid to said motors, and selectively oper said reduction gear to drive the impeller at re
able means for controlling said motors. duced speed relative to the engine during all for
33. In a power transmission for a motor ve ward speed ratio drives of the vehicle when the
hicle, a driving shaft; a driven shaft; means for 20 throttle control is in idle position and for auto
connecting said shafts including a ?uid power matically conditioning said reduction gear to drive
transmitting device; reduction gearing drivingly the impeller at the speed of the engine in re
disposed between said driving shaft and said fluid sponse to movement of the throttle control in
device; ?uid pressure operated means for con the direction of wide open throttle position.
trolling said reduction gearing operable to estab 25 37. In a power transmission for a vehicle hav
lish a 1 to 1 speed ratio or a reduced speed ratio ing an"engine and a driven shaft, a hydraulic
through said gearing; a source of ?uid pressure; torque converter including an impeller wheel, a
valve means associated therewith; said valve runner wheel and a guide wheel drivingly dis
means including an electrically operated valve posed between the engine and the driven shaft;
for effecting speed ratio change in said gearing, 30 a reduction gear drivingly disposed between the
a manually operated valve for controlling admis engine and the torque converter; means for con
sion of ?uid to said electrically operated valve, ditioning said reduction gear to drive the im
and switch means including a vacuum operated peller at the speed of the engine or at a reduced
switch for controlling electrical operation of said speed relatively to the engine; a throttle control
electrically operated valve. 35 for the engine; and means operably connecting
34. In a power transmission for a motor ve said throttle control with said reduction gear
hicle, a driving shaft; a driven shaft; a planetary conditioning means for automatically condition
gearset having an input member driven by said ing said reduction gear to drive the impeller at
driving shaft; a?uid power transmitter having reduced speed relative to the engine upon posi
an inputv member driven by the output member of 40 tioning of the throttle control in engine idle posi
said gearset; a second planetary gearset having tion with the engine operably connected to the
an input member driven by the output member of vehicle driving wheels, and for automatically con
said transmitter; ?uid pressure operated means ditioning said reduction gear to drive the impeller
for controlling said gearsets including a pump at the speed of the engine in response to move
driven by said driving shaft and a pump driven ment of the throttle control in the direction of
from said driven shaft; and valve means asso wide open throttle position.
ciated therewith for controlling the output of 38. A power transmission for a vehicle having
said pumps, said valve means being so constructed an engine and a driven shaft comprising, a hy
and arranged such that ?uid pressure may be draulic torque transmitting device having an im
transmitted to the second gear set by the driven 50 peller wheel, a runner wheel for connecting with
shaft pump for conditioning the transmission to the driven shaft, and aguide wheel; change speed
permit engine starting by towing of the vehicle. gearing having an input member for drivingly
35. In a power transmission for a vehicle hav connecting with the engine and an output mem
ing an engine, a driving shaft driven by the en ber drivingly connected to said impeller; said
gine, a driven shaft for driving the vehicle driv 55 gearing being arranged and constructed to
ing wheels, a ?uid power converter of a type op provide a direct drive and an underdrive con
erable as a torque converter in starting the ve nection between the engine and said impeller,
hicle from rest to provide a torque multiplying means for selectively conditioning said gearing
drive between said shafts and operable to provide in direct drive to drive the impeller at the speed
a slip coupling drive at predetermined vehicle 60 of the engine or in underdrive to drive the im
speeds, change speed mechanism operably posi peller at a reduced speed relatively to the engine,
tioned to transmit drive from the driving shaft to and means for automatically controlling said
the power converter, a driver operated throttle conditioning means to establish said change
control element, means for conditioning said speed gearing in underdrive at relatively low
change speed mechanism to drive the power con 65 speeds of the engine during all forward drive of
verter at a reduced speed drive relatively to said the vehicle.
driving shaft and at a speed drive which is rela 39. In a power transmission for a .vehicle hav
tively higher than said reduced speed drive and. ing an engine and a driven shaft, a hydraulic
control means for said conditioning means oper torque transmitting device including an impeller
able automatically to establish said change speed 70 wheel, a runner wheel, a guide wheel and a ro
mechanism in said reduced speed drive at engine . tatable enclosing shell for said wheels drivingly
idle position of said throttle control element to connected to the engine; planetary gearing in
thereby establish drive of said power converter at cluding an annulus drivingly connected to said
such reduced speed relative to said engine while . shell, a carrier drivingly connected to said im
maintaining the engine and driving wheels oper 75 peller and a sun gear; means for holding the
 2,407,289
25 26
sun gear for driving the impeller at a reduced said engine including ,a fluid} power transmit
speed'relatively to the engine: means for cou ting device, change speed means having- a fast
pling said sun gear and one of the other plane speed ratio drive and a slow speed ratio drive,
tary elements for driving the impeller at sub power operated means for operating the change
stantially the speed of the engine; and means speed means betweensaid drive ratios, means
under driver control for controlling said holding operably associated with said throttle control
and coupling means. - for controlling said power operated means, said
40. In a power transmission for a vehicle hav last means being constructed and arranged such
ing an engine and a driven shaft, a hydraulic that said change speed means is conditioned in
torque transmitting device including an impeller said slow speed ratio drive in response to oper
wheel, a- runner wheel, a guide wheel and a ro ation of said throttle control to engine idle posi
tatable enclosing shell for said wheels drivingly tion and to a predetermined position in throttle
connected to said engine; a planetary unit includ opening direction. - ' '

ing an annulus drivingly connected to said shell; 44. In a power transmission for driving a mo
a carrier drivingly connected to said impeller and 15 tor vehicle having an engine provided with an
a sun gear, said torque transmitting device be intake manifold, a throttle valve and a driver
ing physically disposed between the engine and operable control for adjusting said valve between
said planetary unit; means for holding the sun open and closed position; driving and driven
gear for driving the impeller at a reduced speed shafts; a change speed mechanism drivingly dis
relative to the engine; means for coupling said 20 posed, between said shafts for providing a rela
sun gear and one of the other planetary elements tively \Slow speed ratio drive and a relatively fast
.for driving the impeller at substantially the speed speed ratio drive therebetween; servo-motor
of the engine; and means under driver control means for controlling said change speed mecha
for controlling said holding and coupling means. nism; means controlling said servo-motor means
- 41. In a power transmission for a motor ve and operable in response to manipulationof said
hicle having an engine provided with a throttle valve control to predetermined position in throttle
valve and a driver operable control for adjust opening direction for obtaining a speed ratio
ing said throttle valve between open andclosed change in said change speed mechanism from a
position, a drive shaft, a driven shaft, change condition of fast speed ratio drive to said slow
speed mechanism drivingly connecting said 30 speed ratio drive, other means controlling said
shafts for providing a slow speed ratio drive and servo-motor means, said other means adapted for
a fast speed ratio drive therebetween, means for operation in response to changes in suction insaid
controlling changes from slow to fast speed ra manifold and operable upon manipulation of said
tio drive in said mechanism and vice versa, means valve control to predetermined position in throttle
controlling said change speed control means and closing direction to obtain re-establishment of
operable in response to manipulation of said valve said fast speed ratio drive in said change speed
control to predetermined position in throttle mechanism and means for releasably holding said
opening direction for obtaining a speed ratio servo-motor meanscontrol meansin its slow speed
change in said change speed mechanism from a . e?e'ctihgcondition during manipulation of said
condition of fast speed ratio drive to said slow 40 valve control between its said predetermined po~
speed ratio drive and adapted to facilitate re sition in throttle opening direction and its said
establishment of said fast speed ratio drive upon predetermined position in throttle closing direc~
subsequent manipulation of said valve control to tion. ' i

predetermined position in throttle closing direc 45. In a power transmission for driving a mo
tion, means for releasably holding said control tor vehicle having an engine provided with an
means for said change speed control means in its intake manifold, a throttle valve and a driver
operative position corresponding to said pre operable control for adjusting said valve between
determined position ofthe throttle valve control open and closed position; driving and driven
in throttle opening direction during manipulation shafts; a change speed mechanism drivingly dis
of the latter between both its said predetermined posed between said shafts for providing a rela
positions and means responsive to variations in 50 tively slow speed ratio drive and a relatively
engine load operable to obtain re-establishment ~ fast speed ratio drive therebetween; servo-motor
of said fast speed ratio drive at a position of said means for controlling said change speed mecha
valve control between said predetermined posi nism; means including a switch controlling said
tions aforesaid of said throttle valve control. servo-motor means and operable in response to
42. In a motor vehicle having 7an engine pro manipulation of said valve control to predeter
vided with a throttle and a throttle control; a , mined position in throttle opening direction for
power transmission for .driving said vehicle from obtaining a speed ratio change in said change
said engine including a ?uid power transmitting speed mechanism from a .condition'of fast'speed
device, change speed means having a fast speed ratio drive to said slow speed ratio drive, other
ratio drive and a slow speed ratio drive, power 60 means controlling said servo-motor means, said
operated means for operating the change speed other means includinga switch adapted for op
means between said drive ratios, means operably eration in response to changes in suction in said
_ associated with said throttle control for con manifold and operable upon manipulation of said
trolling said power-operated means, said last valve control to predetermined position in throttle
means constructed and arrangedsuch that said closing direction to obtain re-,establishmentlof
change speedmeans is conditioned in said slow said fast speed ratio drive in said change speed
speed ratio drive when said throttle control is in , mechanism and means for releasably holding said
engine idle position and is responsive to movement servo-motor means control means switch in its
of the throttle control from engine idle position 70 said 'slow speed effecting condition during ma
to change the speed ratio of said change speed nipulation of said valve control between its said
1 means to said fast speed ratio drive. 1 - predetermined position in throttle opening direc
43. In a motor vehicle having an engine pro _ tion and its said predetermined position in
vided with a throttle and a throttle control; a throttle closing direction.
power transmlsslon'for driving said vehicle from 75 LUDGER. E. LA BRIE.