April 10, 1945. R.

BRUNKEN ' 2,373,453

- AUTOMATIC GEAR SHIFTING MECHANISM FOR TRANSMISSIONS

_ Filed March 27, 1942 5 Sheets-Sheet 1

= INVENTOR.

' ,QE/VKE BEUNKE/V

April 10, 1945. R. BRUNKEN 2,373,453
AUTOMATIC GEAiR SHIFTING MECHANISM FOR- TRANSMISSIONS
Filed March 27, 1942 I 5 Sheets-Sheet 2

. ' INVENTOR
. BEN/(EH BEU/VKE/v
BY -
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,4 TTOE/VE Ks.
April 10, 1945. R. BRUNKEN 2,373,453
AUTOMATIC GEAR >SHIFTINGTMECHANISM FOR TRANSMISSIONS
Filed March 27, 1942 5 Sheets-Sheet 3

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INVENTOR,
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BY

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 10, 1945. R. BRUNKEN 2,373,453
AUTOMATIC GEAR SHIFTING MECHANISM FOR TRANS-MISSIONS
FiledMarch'Z'T, 1942 5 Sheet-Sheet 5

R39 INVENTOR.
BEN/(E BEUNKEN
Qua.
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Patented Apr. 10, 1945 2,373,453 -~ ,

UNITEDISTATES PATENT OFFICE:

2,373,453
AUTOMATIC GEAR SHIFTING MECHANISM
FOR- TRANSMISSIONS
Renke Brunken, Shaker Heights, Ohio
Application March 27, 1942, Serial No. 436,443
22 Claims. (01. 74-1895)
This invention relates broadly to transmissions verter which is provided with a two speed trans
of the type commercially known as hydraulic mission gear set. '
torque converters and ?uid couplings and more When a ?uid drive mechanism of the above
speci?cally to mechanism for shifting change character is subjected to severe torque loads
speed gears employed in conjunction therewith. the engine R. P. M. is high and the speed of the
One of the objects of the invention is to utilize turbine low, when, however, the torque loads are
the speed diiierential as it occurs between the reduced the engine and turbine will attain equal
engine and the turbine of a hydraulic torque con speeds. The office of the mechanisms constitut
verter or ?uid coupling as the medium forv con ing the present invention is to e?ect the req
trolling the gear shift mechanism of a gear train 10 uisite gear shift operation under the above con
associated therewith. ditions, that is to shift the gears from low to high
Another object of the invention is to provide under low torque loads and comparatively, low
instrumentalities for synchronizing the gears in differential speed between engine and turbine
a transmission and for effecting, an automatic and shift the gears from high to low under in-
interengagement of the high and low gears em 15 creased torque loads and high di?erential speed
bodied therein, . ' >
betweeri engine and turbine. The automatic
Another object of the invention is to control actuation of the gear shift mechanism is ob
the gear shift operation through an electric tained through a di?erential gear unit organized
switch which is operated by the differential in to operate a system of- electromagnetic switches,
speed between the driving and driven members in response to the rotative speed difference be
in a ?uid transmission. To this end the inven tweenthe engine and turbine and arranged fur
tion contemplates a differential gear unit, a ther for operation when and only when a
governor coupled therewith, and a switch opera governor coordinated with the gear unit attains
tively connected with the governor, the gear unit 25 certain predetermined speeds.
being adapted to drive the governor at the rota In thev accompanying drawings, the engine,
tive speed difference between the engine and hydraulic torque converter and geared transmis
turbine. sion unit are of a type primarily adapted for
'Another object of the invention is to pro use in an automotive vehicle. It is to be under-
vide mechanism for interrupting the engine igni~ 80 stood, however, that such elements are chosen
tion circuit when the engine and turbinereach herein merely for the purpose of illustration and
,a predetermined speed difference and to rees that the invention is susceptible for use with
tablish such circuit when the engine and. turbine ' other forms of mechanisms and in other environs
reach certain other predetermined speed differ where speed variations area function of the.
ences. 35 torque variations between the driving
and driven _
_Another object of the invention is to provide members of the machine.
mechanism for automatically shifting the trans Referring to the drawings:
mission gears from low to high and from high to Fig. 1' is a plan viewof a hydraulic drive unit I
low concomitant with the road resistance and to and change speed gear set, the housing for. the
effect such operations through a control set 40 transmission gearing being broken away and
governed by the speed variations between the _ shown in section in the interest of clarity;
engine and turbine. Fig. 2 is a vertical section through the medial
Other objects and advantages more or less an axis thereof, the section being taken on a plane
cillary to the foregoing and the manner in which 45 indicated by the line 2-2 in Fig. 1;
all the various objects are realized will appear Fig. 3 isv a transverse section through a portion
in the following description, which considered of the transmission gearing illustrated in Fig, 2,
in connection with the accompanying drawings, the section being taken on a plane indicated by
sets forth the preferred embodiment of the inven the line 3-3 in Fig. 2; I
tion. 60 Fig. 4 is another transverse section through a
In order to illustrate the use and manner of fragmentary portion of the transmission shown
application of the invention with one of the com in Fig. 2, the section being taken on a plane indi
mercial forms of ?uid transmissions, the improved cated by the line 44 in Fig. 2;
gear shift mechanism is shown herein as asso Fig. 5 is a transverse section through a frag-i
ciated with a so called hydraulic torque con mentary portion of the transmission gearing, the?
 9,878,458
Santana; taken on a plane indicated by the 24 is always in engagement with the clutch 25
during'all forward driving combinations. Al
Fig. 6 is a transverse section through the trans though the gear 21 is in constant mesh with the
mission, the section being taken on a plane indi gear 22, the gear 23 is free to override the ratchet
cated by the line 6-5 in Fig. 2; . 5 29 when the clutch 23 is engaged and thus pre
Fig. 7. is a vertical section through a portion vent transmission. of power through the gear 24.
' of one of the electrical control units mounted onvLow gear drive is effected through interengage
the transmission housing, the section being taken ment of the clutch 25 with the gear 24, the trans
on a plane indicated by the line 1-1 in Fig. 1; mission of power in this event being effected
Fig. 8 ice. vertical section through another 10 through the shaft 2 I, the gears 22, 21 through the
of the electrical control units mounted on the ratchet 29 to the gear 24, thence through the
transmission housing, the section being taken on clutch element to the shaft l5. Reverse gear
the plane indicated by the line 8-3 in Fig. 1; - drive is effected through the interengagement
Fig. 9 is a transverse section through the elec of the clutch 25 withthe gear 26, the idler gear
trical control switch illustrated in Fig. 8, the 15 30 and thegear 32 on the countershaft which is
section being taken on the plane indicated by driven through the intermeshed gears 22 and 21.
the line 9-3 in Fig. 1; Inasmuch as the transmission gearing per se
Fig. 10 is a longitudinal section of the-speed forms no part of the present invention further
responsive mechanism embodying one of the ele description thereof is deemed unnecessary herein
ments of the improved control mechanism; 20 save that a worm wheel 33 providing the power
Fig. 11 is a diagrammatic view of the engine, ' take-01f for the speed responsive mechanism is
transmission and gear shift control mechanisms provided upon the shaft l5 and a similar worm
associated therewith including the wiring dia wheel 34, Fig. 3, providing a second power take
gram therefor; off for the speed responsive mechanism is mount
Fig. 12 is a view in perspective of an alternate 25 ed upon the countershaft ll.
form of mechanism for restricting the R. P. M. As will be seen in Figs. 3 and 6, the worm wheel
of the engine; and a , 34 is intermeshed with the worm wheel 35 mount
Fig. 13 is a diagrammatic view of the mecha ed .on the shaft 36 journalled in the housing of
nism illustrated in Fig. 11, certain of the mem the transmission !3. The outer end of the shaft is
bers being shown in an actuated position. 301 coupled with a ?exible cable 3'! operatively con
As shown in Figs. 1 and 2, the hydraulic torque nected with the gearing in the differential gear
converter or ?uid coupling i3 is mounted in a unit or speed responsive mechanism A, Fig. 10.
housing Ii coupled with the ?y wheel bell hous The worm wheel 33 is interengaged with a worm
ing l2 constituting a portion of the engine i3. 38 mounted on a shaft 39 iournalled in the trans
The transmission gearing i4 is coupled with the mission housing and coupled with a ?exible shaft
hydraulic torque converter l0 and comprises, gen 40 operatively connected with a second gear unit
erally, a main shaft l5 having gears thereon and in the speed responsive mechanism A. The cable
a propeller shaft companion ?ange IS on the outer 31 is provided with gearing for the transmission
end thereof. The gears are entrained in the usual 40 of power to a ?exible cable 4|, Fig. 11, operatively
manner, with a second set of gears mounted on connected with the gears in a speedresponsive
a countershaft ill, the gear set being designed to mechanism B which is similar to the speed re
provide a two speed transmission unit. ' sponsive mechanism A. The secondary gearing
The driving connection from the engine crank in the speed responsive unit B is driven through
shaft |8.(Fig. 2) embodies a pump driving member 45 a flexible cable 42 coupled with a worm 43 inter
i9, a turbine driven member 20 keyed to a shaft meshed with the worm wheel M mounted on the
2! and a reaction member 20a keyed to a sleeve engine cam shaft 45.
20b surrounding the shaft 2| and a?ixed to the The speed responsive mechanisms A and B,
housing II. The end of the shaft 2| is formed illustrated in Fig. 10, comprise a housing 50 hav
with a gear 22, the central portion of which is 50 ing a cover plate 5| thereon which is line bored
recessed to provide a pilot bearing for the reduced with the housing for the reception of a pair of
end of the shaft IS. The gear 22 is formed with axially aligned beveled pinions 52 and 53. The
internal teeth adapted for engagement with a pinion 52 is connected in the instrument A with
dog clutch 23 mounted for sliding, re'ciprocative the ?exible cable 40 and in the instrument B
movement upon the/ splined hub portion of a with the cable 42 while the pinion 53 is coupled
gear 24 which is freely rotatable upon the shaft with either the ?exible cable 31 or 4|. The shank
, 15. The outer face of the gear 24 is formed with of the pinion 52 is journalled in a gear cage 54
internal teeth adapted for engagement with a mounted for free rotative movement in a. housing
dog clutch 25 mounted upon a splined portion of in the end plate 5| and further supported by the
.. the shaft i5. The circumferential face of the 60 hub portion of a, miter gear 55 which in turn is
clutch 25 is formed with teeth which are designed journalled upon the shank of the pinion 53., The
for engagement with an internal gear 25 freely ro miter gear 55. is intermeshed with a pinion 55
tatableupon the shaft IS. The gear 22 is inter having the shank thereof keyed to a shaft 51
meshed with a gear 21, Fig. 1, keyed to the coun constituting the stem of a governor 58 illustrated
~ tershaft H and the gear 24 is intermeshed with ca M. in Fig. 11. The gear ratio between the worms
a gear 28, having a roller ratchet bearing 29, Fig. and worm wheels described above are designed
4, therein which is keyed upon the shaft H. The to develop rotative speeds of the cables 31, 4|, 40
gear 26 is intermeshed with an idler gear 30 (see and 42, which are proportional to the R. P. M.
Fig. 5) mounted upon a shaft 3|, the idler being of the engine, turbine and propeller shafts re
engaged with a reverse gear 32 keyed upon the 70 spectively, Thus when the engine and turbine
shaft ll. ' .
are rotated at equal speeds, such for example as
In operation high speed drive is effected through when the engine output and road load resistance
interengagement of the clutch 23 with the gear are equal the pinions 52 and 53 will merely race
22, which, as will be seen in Fig. 2, connects the about the bevel gears 59 in the gear cage 54.
shaft 2| with the shaft I5, inasmuch as the-gear 75 When, however, engine and turbine speed varia
 2,373,458 , 3
tions occur consequent higher road resistance the line I05, through a switch I08, to the line III!
or other torque loads demanding ,low gear opera
which is coupled with a solenoid I 00. As the our, '
tion the bevel pinion 52 will be rotated at a dif - rent energizes the solenoid I08, the core there- -
ferent rate of speed than the pinion 53 and thus in will be retracted drawing the switch arm IIO
- effect the rotation of the gear cage 54 through into the position indicated by dotted lines, thus
the bevel gears 58, the rotation of the miter gear breaking the current in the line II I, switch IIO,
55, and the consequent operationof the governor line II2, switch 3 and the ignition line II4. As
58., As a sleeve on the governor stem is recipro the ignition circuit is interrupted the R. P. M. of
cated it will open or close- the electrical switches .the engine will drop, thus changing the speed of
coordinated therewith which in turn control the 10 the engine and turbine. During this period, how
instrumentalities for'shifting the gears in the ever, the operation of the solenoid I08 is delayed
transmission change speed gear unit._ I through a secondary circuit which is excited from
As will be seen in Figs. 1, 2 and 11, the trans the battery through the lines I03 and I I5 through
mission is provided with a gear shift lever 60, in- . a switch 8 (closed contemporaneous the opera
terlinked with a rod 8| having a clutch shifting 15 tio of the switch I08) and through the line II'I
yoke 62 thereon which is engaged with the slid wh ch leads to a contact point H8 associated
ing clutch 25.v Actuation of' the gear shift-lever with the solenoid I08. From. the contact point
80 facilitates adjustment of the clutch in neutral 8 the current will ?ow through a switch no"
position, engagement with the gear 24 for for (now closed) and through a line |2| connected
ward drive or engagement with the gear 26 for re with the line -|0'| which completes the circuit and
verse drive. The free end of the rod 6| is formed holdsthe solenoid in its actuated position; Si
with a tapered shoulder constituting a .cam 63 - - multaneous the operation of the solenoid I08 the
disposed to actuate an electrical switch 84 which current flowing through the switch I08 will ?ow
closes an electrical circuit to the gear shift op through the line I22 to'the solenoid 8|, effecting
erating mechanisms when the gears are shifted to the operation thereof and consequent actuation
the forward drive position. The diametrically re of the valve in the conduit 84. As the valve 90
duced portion of the rod is disposed to operate is opened the compressed ?uid in the reservoir 80
the switch for breaking the circuit to the. gear will cause the actuation of the brake shoe 88 and ,
shift operating mechanisms when the gears are retard the movement of the turbine brake drum
adjusted in neutral or reverse drive position. 88 until the propeller shaft and turbine are syn
The clutch 23, Fig. 2, is actuated by a yoke 65 chronized.
mounted on a rod 66 having a piston 81 on an The gear shift operation is effected when the
end thereof. The piston is mounted for recipro- ' propeller shaft and turbine are in phase through
cating movement within a cylinder I8 formed in the speed responsive mechanism' A, which is cou
the housing I9 which also supports the gear shift ' pled through the cable 40 with the driven shaft
yoke rods 8|. and I58. The cylinder I8 is con I 5 and the turbine through the ?exible shaft 31.
nected with a compressed air tank 80 through a As the propeller shaft and. in turn the shaft I5
conduit 8|, Fig. 11, which is provided witha valve attain equal speeds the governor 58 will effect the
82 operated by a solenoid 83 controlled by the , closure of the switch I23 which is connected with
electric switch associated with the governor 58. 40 the battery through the lines I 04, the switch 64
The conduit 8| is provided with a T connection and the line I03 and also coupled to the solenoid
havingv a second conduit 84 coupled therewith 83 through a line I24, the switch I25 and a line ' '
which is in ?uid communication with a cylinder I26. When the solenoid 83 is energized it will
85 in the transmission housing I4. The cylinder open the valve 82 admitting compressed ?uid
85 is machined for the reception of a piston 86, from the reservoir 80 to the cylinder I0, thus
Fig. 3, mounted upon a rod 81 having a brake shoe causing theactuation of the piston 61 and conse
88 upon the end portion thereof. The brake shoe quent translation of the yoke 65 which e?ects the
is adapted for engagement with a brake drum 89 intermeshed relation of the clutch 23 with the
affixed to the gear 22. The conduit 84 is provided gear 22. During this operation the cam |2| on
with a valve 90 which is actuated by a solenoid the free end of the rod 66 will be moved outward
9| controlled by the switch associated with the 1y so that the switch plunger I28 under the in
governor 58. '
?uence of a spring I29 in the junction box I30
The automatic gear shift operation from low to will engage the reduced diameter of the rod' 66
high is effectuated through the electric actuating and thus elevate the contacts of the switches I06
devices controlled by the governor 58; and 6 to circuit breaking position and the con
As will be seen in Fig. 11, the governor 58 for tacts of the switch |3| to circuit closing posi
the speed responsive mechanism B is provided tion.
with a pair of switches I00 and I33, the former The switches coordinated with the governors
being arranged to close when the governor is in 58 are constructed with adjustable contact points
active as occurs when the speed of the engine and 60 to accommodate modi?cation of the timed opera
turbine are equal, the latter being arranged for tion of the switches or the relative order of op
operation when the governor is biased by a pre- ' eration of the switches associated with the speed
determined difference in the speed of the engine responsive mechanisms A and- B. '-
and turbine. The switch I00 controls the opera The gear shift operation from high to low is
tion of the gear shift mechanism from low to 65 e?ectuated by relieving the ?uid pressure against
high and the switch |0| controls the gear shift the piston 61 so that the spring I32 intermediate
operation from high to low, the governor as ad the arm 65 and housing 19 will cause the retrac
tuated by the speed responsive mechanism in - tion of the rod 66 and consequent disengagement
either case effecting the operation of the switches 'of the clutch
_ 23 with the gear 22. In this cycle
to make and break the electric circuits. 70 of operation the synchronization of the gears is
Tracing the operation of the gear shift from unnecessary since the torque converter or ?uid
low to high, current from the battery I02 reaches drive medium performs this function.
one pole of the'switch I00 through the line I 03, Tracing the gear shift operation from high to
the switch 64 and the line~ I04. The current then low in the diagrammatic views shown in Figs. 11
?ows through the second pole of the switch I00, and 13, a switch I33 coordinated with the gov
4 2,873,453
ernor ,8! and the speed responsive mechanism 13
will be'closed by the operation 0! the governor
when the turbine is rotated at a predetermined
lower rate of speed than the engine. Closure of
the switch I33 will permit the current tov?ow from
the battery through the lines I33, III, the switch.
H, the line I and line I34 to one pole or the
switch and through the line I35 through the
invention may be completely set mm, It a to be
understood that the speci?c terminology is not in
tended to be restrictive or con?ning, and that
various rearrangements of parts and modi?ca
tions of detail may be resorted to without de- '
parting irom the scope or spirit of the invention
as herein claimed. '
I claim:
1. In a ?uid transmission embodying a pump,
.

switch I3I (Fig. 13) through the line I39 to a

solenoid I31 which causes the retraction oi the 10 a turbine driven thereby, a driven member and a
core and the movement of the switches H3 and clutch for uniting the turbine with the driven
I25. As the switch H3 is actuated they'circuit to member, mechanism for operating said clutch
the engine ignition is interrupted and at the same comprising a differential gear unit driven by the
time the circuit through the line I28 to the sole- - pump and the turbine, an electric switch actuated
noid 83 is broken, thus causing the closure or the 15 thereby, a second diilerential gear unit driven by
valve 83 and the release of the ?uid pressure in the turbine and driven member, a second electric
the line II and cylinder I8. ' '
switch actuated thereby and mechanism con
Interruption of the ignition circuit will cause trolled by said switches for actuating the clutch.
the deceleration of the engine and thereby e?ect 2. In a ?uid transmission including a prime
a momentary torque reversal which will permit 20 mover, a turbine and a driven element, mecha
the spring I32 to move the yoke 65 into the posi nism for synchronizing the turbine and driven
tion where the clutch 23 will be disengaged from member comprising a differential gear imit driven
the gear 22, thus eilecting the interengagement of from said prime mover and said turbine, a gov
> the change speed gears for low speed drive. ernor driven by said unit at the speed di?erence
During the gear shift operation from low to 25 between the prime mover and the turbine, an I
high the piston 61 moved outwardly from the electric switch operatively connected with said
position illustrated in Fig. 11 to the position governor and mechanism controlled by said switch
shown in Fig. 13 and theplunger I28 ran from for momentarily interrupting the operation oi! the
prime mover. '
the cam I21 to the recessed portion of the rod
65, thus causing the closure of the switches III 30 ing3. member,
in a ?uid transmission embodying a driv
a turbine and a. driven member,
and I38. - .
~Bearing in mind that closure of the switch I33 mechanism for synchronizing the turbine and
interrupts the ignition circuit and effectuates a driven member comprising a differential gear unit
speed variation between the driving elements for driven by the driving member and vturbine, a
the governor 58, it will be recognized that it 35 governor driven by said gear unit at the speed
might be possible, under certain operative condi difference between the driving member and tur
bine, an electric switch operatively connected
tions, for the governor to hunt and open the with said governor and a ?uid operated brake ,
_ switch I33 before completion of the gear shift controlled by said switch for retarding the move
operation. ment of the turbine.
In contemplation of such contingency the pres 4. In a motor vehicle including an engine, a
entinvention embodies a holding circuit which turbine driven thereby, a driven shait, and a
is designed to circumvent the action resulting constant mesh gear train intermediate said tur
from any premature operation or the switch I33. ibine and driven shaft, mechanism for driving
In detail the holding circuit comprises the switch the driven shaft comprising a sliding clutch for
I88 which when closed, as shown in Fig. 13, 45 power transmission from the turbine to the driven
permits vthe current to ?ow from the battery shaft, an overrunning clutch in said gear train
through the lines I03 and III, the switch IIII, for power transmission through the gear train
the line H2, the switch H3 through the line "0, when the sliding clutch is disconnected from the
the switch I38 and the line I09, thereby retaining turbine, a differential gear unit driven _.by the
the energization of the solenoid I3! irrespective 50 engine and turbine at the diiierential speed there
the position of the switch I33. _ - of, a governor-driven by said gear unit, an elec
During the gear shift operation from high to tric switch operated by said ' governor and a
low the cam I2I- is readjusted and the circuit ?uid operated piston connected to said clutch and _
broken through the switches I3I and I33, thus
causing de-energization of the solenoid I31 and :55 operatively controlled by said switch.
5. In a motor vehicle embodying an engine, a.
restoration of the ignition circuit. It will be turbine driven thereby, a driven member having
noted that when the switches I3I and I38 are a sliding clutch thereon and a gear train inter
open no current is ?owing through the switch I33. mediate the turbine and driven member, mech
As illustrated in Fig. 12, the line Ill may be anism for synchronizing the turbine and driven
connected with a magnet I50 normally energized 00 member and sliding the clutch into driving en
during the operation of the engine. The pole of gagement with the turbine, a governor driven
the magnet is arranged for engagement with a by the speed difference between the engine and
lever ISI pivotally connected with a link I52 turbine, an electric switch actuated thereby, a
coupled with a lever I53 mounted on the shaft of second switch associated with said governor, a
a butter?y valve I54 in the carburetor intake 65 throttle on said engine, mechanism controlled by
manifold I55. The opposed and o! the lever I5I the ?rst and second named switches for actu
is provided with a contractile spring I55 arranged ating said throttle, a second governor driven by
to draw the lever away from the magnet I50. As
the circuit in the line I I4 is interrupted the mag the speed difference between the turbine and
net ISII will be die-energized, whereupon the 70 driven member, a third switch actuated thereby,
spring I56 will retract the lever I3I, thus moving and mechanism controlled by the third named
switch for actuating said clutch. . -
the butter?y valve Iii to the throttled or engine
idling position indicated by dotted lines.v 6. In a motor vehicle embodying an engine, a
Although the foregoing description is'neces turbine driven thereby, a propeller shaft hav
sarily of a detailed character, in order that the 78 ing drive gears associated therewith and a clutch
 2,878,458 5
intermediate said turbine and propeller shaft, of. a second switch associated therewith, mech
mechanism for shifting said clutch, comprising a anism for momentarily interrupting the engine
manually operable gear shift lever, an electric ignition circuit controlled by the ?rst and second
switch actuated thereby when the lever is ad named switches, a second governor driven by the
justed to forward driving position, a governor turbine and propeller shaft at the speed differ
driven by the difference in the speed between ence thereof, a third switch associated therewith
the engine and turbine, a second .electric switch and electrically coupled with said ?uid responsive
actuated by said governor and controlled by the device, and a fourth switch controlled by the
?rst named switch, a ?uidoperated piston oper ?rst, second and third named switches for the
atively connected with said clutch, a third switch, 10 control of said ?uid responsive device.
a solenoid for the actuation thereof, connected 11. In a motor vehicle embodying an- engine
,with the ?rstand second named switches, a valve and a propeller shaft, a transmission therefor
associated with said ?uid actuated piston and comprising a hydraulic torque converter, in
a second solenoid operatively connected with said cluding a pump, turbine and reaction member
valve and controlled by the third named switch 15 operatlvely connected with the engine, a change
when the ?rst named switch is closed. speed gear train connected with the turbine, a , '
7. In a motor vehicle including an engine, a clutch for coupling said gear train with the
turbine having a gear thereon, and a driven propeller shaft, a second clutch keyed to the
member having a slidable clutch member thereon, ' propeller shaft and engageable with the turbine,
mechanism for shifting said clutch member, com 20 a third clutch in said gear train arranged to
prising a gear shift lever, an electric switch closed cause one of the gears therein to override an
thereby when the lever is adjusted for forward other of the gears when the second named
drive, .a second slidable clutch a ?uid actuated
piston associated with the last named slidable .
clutch is engaged with the turbine, mechanism
clutch, a second switch operated thereby, a speed 25 for shifting the second named clutch, a speed
responsive mechanism driven by the engine and responsive mechanism driven by the turbine and
propeller shaft and operable at a predetermined
turbine at the speed difference thereof, a third
switch associated therewith and operated there~ rate of the speed difference for controlling the
by, a fourth switch in the engine ignition cir operation of said mechanism for shifting the
cuit for opening and closing said circuit, an elec 30 clutch, and means operable by the ?rst named
trically operated valve associated with said ?uid clutch for controlling the operation of said speed
responsive mechanism. '
actuated piston and a ?fth switch actuated simul
taneously with the fourth named switch and con 12. In a motor vehicle embodying an engine, a
trolled Iby the first named switch for controlling turbine driven thereby having a gear thereon,
the operation of said electrically operated valve. anda propeller shaft having reduction gears en
35 trained with said turbine gear and said pro
8. In a motor vehicle embodying an engine, a
turbine driven thereby having change speed gears peller shaft, means for automatically and se
associated therewith, and a, driven member, mech lectively couplingsaid turbine gear with said
anism for driving said driven member, compris propeller shaft or with said reduction gears,
ing a clutch intermediate said turbine and driven 40 comprising a clutch coupled with said propeller
member, a governor driven at the speed differ shaft and slidably engageable with the turbine
ence between the engine and turbine,>a switch gear, an overriding clutch associated with said
closed by said governor when the speed differ propeller shaft reduction gears and said tur
ence between the engine and turbine reaches a bine gear, a governor driven by the turbine and
predetermined minimum, a second switch closed 45 propeller shaft at the speed difference thereof,
by said governor when the speed difference be mechanism controlled by said governor for
tween the engine and turbine reaches a prede coupling the ?rst named clutch with the turbine
termined maximum, mechanism controlled by gearwhen the speed of the propeller shaft and
said switches and associated with said clutch for turbine are equal, a second governor driven by
the actuation thereof, the ?rst named switch con 50 the engine and turbine at the speed di?erence
trolling the movement of the clutch into posi- thereof and mechanism controlled by said second
tion for engaging the turbine with the driven , governor for uncoupling said first named clutch
member, the second named switch controlling the with said turbine gear when the speed diifer
movement of the clutch into position for disen , ence between the engine and turbine reach a
gaging the turbine with the driven member. 55 predetermined maximum.
9. In a ?uid transmission embodying a .pump, 13. In a motor vehicle embodying an engine,
a turbine, a driven member, and a clutch inter a turbine driven thereby, and a propeller shaft
mediate said turbine and said driven member, having reduction gears entrained therewith,
mechanism for shifting said clutch, comprising a means for interconnecting said turbine with the
diiferential gear unit driven by the pump andv 60 propeller shaft under low torque and- intercon
turbine and depending upon the difference in necting said turbine with said reduction gears
their speeds, a switch opened and closed thereby, under high torque comprising a clutch keyed
a ?uid actuated piston associated with said clutch, to said propeller shaft and engageable with said
a second switch actuated thereby and means con turbine, mechanism, for shifting said clutch into
trolled by the ?rst and second named switches for 65 and out of engagement with said turbine, an
controlling said ?uid actuated piston. overrunning clutch associated with said turbine
10. In a motor vehicle including an engine, a and said reduction gears, mechanism driven by
turbine driven thereby and a propeller shaft, the turbine and propeller shaft controlling the
mechanism for synchronizing and coupling the operation of the ?rst named clutch shifting
turbine with the propeller shaft, comprising av 70 mechanism into turbine engaging position when
clutch associated with said propeller shaft, a the speed of the turbine and propeller shaft are
?uid responsive device coupled therewith for the equal, and mechanism driven by the engine and
actuation thereof, a switch associated with said turbine controlling the operation of said ?rst
?uid responsive device, a governor driven by the named clutch shifting mechanism into turbine
engine and turbine at the speed difference there 7-5 disengaging position when the speed of the tur
 6 2,878,468
bine and engine reach a predetermined speed governor and controlled by the ?rst named
difference. switch for the operative, control of said third
14. In a motor vehicle embodvln? an engine, -_ named solenoid.
'a turbine driven thereby, a propeller shaft hav 17. In a ?uid transmission embodying a driving
ing a gear thereon, and a change speed gear member, a turbine and a driven member, mech
train intermediate said turbine and the pro anism for synchronizing the turbine and the
peller shaft geanautomatic coupling means for driven member comprising a gear unit driven by
driving said propeller shaft directly from said the driving member and turbine at the differential
turbine or through said gear train, comprising ' speed thereof, an electric switch associated there
.a clutch keyed for sliding movement on said 10. with and operated thereby, means controlled by
propeller shaft, mechanism controlled by the said switch for momentarily interrupting the op-
speed of the propeller shaft and the speed of the eraticn of the driving member, a second gear unit
turbine for sliding the clutch into engagement v driven by the turbine'and driven member at the
with the turbine when the speeds of the turbine di?erentiai speed thereof, an electric switch asso
and propeller shaft are equal, mechanism con 15 ciated therewith and operated thereby, a. brake
trolled by the speed of the engine and speed of controlled by the ?rst named switch for retard
the turbine for sliding the clutch out of engage ing the movement of the turbine, and mechanism 7
ment with the turbine when the speeds of the tur controlled by the lastnamed switch to release
bine and engine reach a predetermined speed said brake. - . .

difference and a second clutch associated with 20
the change speed gear train arranged to trans
mit power from the turbine to the propeller
shaft when the ?rst named clutch is disengaged
from the turbine and to overrun when the ?rst
named clutch is engaged with the turbine. 25 ential gear unit connected with the engine and
15. In a motor vehicle embodying an engine,
a turbine driven thereby, a propeller shaft, a
clutch intermediate the turbine and propeller
shaft and reduction gearing entrained with the
turbine and propeller shaft, mechanism for the
operative connection of said clutch with said
turbine comprising a ?uid operated clutch actu
ating mechanism for holding the clutch in inter
engaged relation with the turbine, a spring in
said ?uid operated clutch actuating mechanism
normally urging the clutch into disengaged re
lation with the turbine, a source of pressure
?uid, a valve intermediate said clutch actuating
18. In combination with an internal combus
' tion engine. a ?uid transmission including a tur
bine, a driven member and a clutch, mechanism
for synchronizing said turbine and driven mem
ber and shifting said clutch comprising a differ
the turbine, a governor driven by said differen
tial gear unit at the speed difference between the
engine and turbine, an electric switch actuated by
said governor, a second switch in the engine ig
nition circuit, a solenoid for actuating said sec
ond named switch controlled by the ?rst named
switch, a brake associated with said turbine,
mechanism for controlling the actuation of said
brake, a third switch electrically connected with
the ?rst named switch and said controlling mech
anism and means for actuating said clutch when
said turbine and driven member are synchro
nized. -

mechanism and said source of pressure ?uid,
mechanism controlled conjoint-1y by the turbine
and propeller shaft for opening said valve, mech
~ anism controlled coniointly by the engine and
turbine for closing said valve, a drive gear on
the propeller shaft interengaged with the re
duction gearing and a second clutch associated
with the reduction gearing arranged to over
run said propeller shaft drive gear when the
?rst named clutch is engaged with the turbine.
16. In combination with an internal combus
tion engine, a ?uid transmission including a tur
bine, a, drivenmember and a clutch, mechanism
for synchronizing said turbine and driven mem
' 19. In a ?uid transmission embodying a driving
element, a turbine having a clutch member there
on and a driven element having a clutch member
thereon, mechanism for synchronizing and en
, gaging said clutch members comprising a pair of
' speed responsive devices coupled respectively with
said driving element and turbine and said driven
element and. turbine and driven at the speed dif
ference thereof, mechanism operatively controlled
by one of said speed responsive mechanisms for
reducing the speed of said turbine, and mecha
nism operatively controlled by the other of said
speed responsive devices for engaging said clutch
' members. 1 >

ber and shifting said clutch comprising a. dif 20. The combination of a hydraulic torque con
ferential gear unit connected with" the engine ' verter embodying a turbine shaft with a gear
and the turbine, a governor driven by said dif 55 transmission embodying a driven shaft, a clutch
ferential gear unit at the speed difference be for coupling said turbine shaft-with said driven
tween the engine and turbine, an electric switch shaft, speedresponsive means coupled with said
actuated by said governor, a second switch in turbine shaft and said driven shaft, an electric
the engine ignition circuit, a solenoid for actu switch controlled thereby, mechanism for actuat
ating said second named switch controlled by ing said clutch controlled by said switch, a second
the ?rst named switch, a brake associated with clutch for driving the driven shaft when the ?rst
said turbine, a third switch connected with said named clutch is disengaged with the turbine
brake, mechanism for actuating said brake, a shaft, and a second electric switch associated with
second solenoid controlled by the last named the ?rst named clutch for making and breaking
switch for the operative control of the mecha the electric circuit to the ?rst named switch. '
>- nism for actuating the brake, means associated 21. In a motor vehicle including an engine,
_ with the ?rst named solenoid for opening the a propeller shaft, a ?uid transmission and a, me
third named switch, a ?uid operated piston chanical transmission, a clutch for coupling said
for actuating 'said clutch, a third solenoid for ?uid transmission with said propeller shaft, a
the operative control thereof, a second differ second clutch for coupling said ?uid transmission
ential gear unit connected with the turbine and with said propeller shaft when the ?rst named
driven member, a second governor driven by clutch is disengaged, a third clutch in said me
- said diiferential gear unit at the speed differ chanical transmission for driving said propeller
ence between the turbine and driven member, shaft at a lower rate of speed when the ?rst
and a fourth switch actuated by the last named named clutch is. disengaged with said fluid trans
 l
2,373,453
mission, differential gear units interconnected
with the engine and propeller shaft, an electric
switch controlled thereby, mechanism for actuat
. ing the ?rst named clutch controlled by said
switch and a second switch associated with the
third named clutch for controlling the circuit
leading to the ?rst named switch.
22. In a ?uid transmission embodying a tur
bine, a turbine shaft, a gear train and a driven
7
shaft in said gear train, mechanism for coupling.
said shafts, comprising clutch elements on'said
shafts, a piston interlinked with the clutch ele
ment on said driven shaft, a di?erential gear
unit driven by said shafts, an electric switch con
trolled thereby, ?uid means for actuating said
piston and a valve controlled by said switch for
the control of the ?uid means.
\ RENKE BRUN'KEN.