GB455714A - Improvements in or relating to transmission mechanisms - Google Patents

Abstract

455,714. Friction clutches; variable-speed gearing; hydraulic clutches. BORGWARNER CORPORATION, 310, South Michigan Avenue, Chicago, U.S.A.-(Assignees of Swennes, B. A.) March 23, 1935, No. 9157. Convention date, March 24, 1934. [Class 80 (ii)] [See also Group XXIX] A vehicle transmission system comprises a friction clutch and a hydraulic coupling arranged in series between the engine and the gear-box, the annular impeller casing 16 of the hydraulic coupling having friction facings so as to constitute also the driven element of the friction clutch and being adapted to be moved against a fly-wheel 12, secured to the engine shaft 10, by a presser plate 14 rotating with the fly-wheel. The friction clutch, comprising the parts 12, 14, 16, engages automatically at a predetermined engine speed, but may be disengaged manually at any time, the controlling mechanism being similar to that described in Specification 422,443. As shown in Fig. 3, the turbine runner 18 of the hydraulic coupling is connected to the gear-box input shaft 411 through a one-way roller clutch 464. A sleeve 451, secured to the casing 16 and surrounding the shaft 411, is adapted to be connected to a gear 4111 secured to shaft 411 by a claw clutch member 486 so as to afford a drive direct from the friction clutch to the shaft 411. As shown in Fig. 1, a sleeve 13 secured to the casing 16 carries a gear 100 in mesh with a countershaft gear 105, which drives a second countershaft gear 110 through a one-way roller clutch 108 and to which is secured a third countershaft gear 116. The turbine runner 18 is secured to a shaft 15 passing through the sleeve 13 and carrying a gear 101. A gear cluster 111 splined on the propeller shaft 11 is controlled by an arm 122. With the latter in position R, gear 125 meshes with an idler gear 127 in mesh with gear 116, and a positive reverse drive is transmitted from sleeve 13 to shaft 11. With arm 122 in position N, no drive is transmitted to shaft 11. With arm 122 in position F, gear 125 meshes with gear 110 and teeth 124 engage with the gear 101. In this position, the hydraulic coupling and the reduction gear train 100, 105, 110, 125 are thus arranged in parallel, and at low speeds the shaft 11 is driven through the gear train while at higher speeds the hydraulic coupling becomes effective to drive the shaft 11 direct, the one-way clutch 108 then over-running. With arm 122 in position F\ the teeth 124 are disengaged from gear 101 and gear 126 engages gear 116. A positive reduced drive is thus transmitted from sleeve 13 to shaft 11.