GB886326A - Improved multiple speed power transmission mechanism - Google Patents

Abstract

886,326. Change-speed control. FORD MOTOR CO. Ltd. (Ford Motor Co). May 12, 1959, No. 16195/59. Class 80 (2). [Also in Group XXXI] A change-speed gear providing ten forward ratios, two reverse ratios, neutral and park, comprises four planetary gear trains 14, 16, 18, 20, controlled by hydraulically-actuated brakes and clutches. The hydraulic control system is the same as that described in Specification 886,327. The epicyclic train 14 has its planet carrier 70 splined to an input shaft 10 and connected through a one-way clutch 74 to a sun 72 which is stationable by a band-brake 86. A ring gear 82 of the train 14 is fast with a sun 88 of the train 16 which has a planet carrier 90 fast with an intermediate shaft 92 and a ring gear 94 fast with a sun 116 of the train 18. The ring and sun gears 94, 116 are stationable by a brake 106. The train 16 can be locked solid by a clutch 96 between the planet carrier 90 and the ring gear 94. The intermediate shaft 92 is clutchable through a clutch 126 to a planet carrier 128 of the train 18, the planet carrier 128 being stationable by a brake 136. A ring gear 138 of the train 18 is fast with a sun 144 of the train 20, the intermediate shaft 92 is clutchable through a clutch 146 to the sun 144, and a planet carrier 160 of the train 20 is fast with an output shaft 12 and a ring gear 156 is fast with a stationary housing 32. The trains 16, 18 provide five forward and one reverse ratio. The train 14 provides an optional overdrive for each ratio while the train 20 provides a fixed reduction on all ratios. A power take-off shaft 22 is clutchable to the output shaft 12 by a clutch 226 to drive the power take-off at speeds proportional to ground speed, and a two-speed constant-mesh gear 62, 184, 64, 186 is clutchable by a fluid-pressureoperated clutch 28 to drive the power take-off at speeds proportional to the engine speed. Movement of a clutch member 60 to the left or right of the neutral position shown causes one or other of the gear trains 62, 184 or 64, 186 to become operative for driving the power take-off at one of two speeds from the shaft 10. The member 60 is moved by a fork 254, Fig. 3, carried by an axially-slidable shaft 248 having three recesses engaged by a spring-loaded ball 258 and a recess for engagement by an operating lever 246, Fig. 4, connected by a shaft 242 to a manually-operable lever 240. A spring 260 normally urges the lever 246 out of engagement with the shaft 248 and towards engagement with fork 230 for operating the clutch 226. A gate 276 permits the fork 230, which is provided with a two-position detent mechanism, to be engaged only when the clutch 60 is in its neutral position.