US2403954A - Turbodrive and control - Google Patents

Description

y 6, 1946. H. o. SCHJOLIN TURBODRIVE AND CONTROLS Original Filed Feb. 9, 1938 5 Sheets-Sheet 1 Zmventor (Ittomeg Y 1946- H. o. SCI- IJOLIN 2,403,954

TURBODRIVE AND CONTROLS Original Filed Feb. 9, 1938 5 Sheets-Shet 2 Inventor Gttorneg July 16, 1946. H, s H -Lm 2,403,954

y 6, 3946. H. o. SCHJOLIN' 2,403,954

TURBODRiVE AND CONTROLS Original Filed Feb. 9, 1938 5 Sheets-Sheet 4 July 16, 1946.

H. O. SCHJOLIN TURBODRIVE AND CONTROLS 5 Sheets-Sheet 5 Original Filed Feb. 9, 1958 a jz if meg Patented July 16, 1946 TURBODRIVE AND CONTROL Hans O. Schjolin, Pontiac, Mich., assignor, by

mesne assignments, to General Motors Corporation, Detroit, Mich., a corporation of Dela- Ware Original application February 9, 1938, Serial No. 189,596. Divided and this application February 9, 1939, Serial No. 255,497

22 Claims. 1

This is a divisional application of my U. S. S. N. 189,596, filed February 9, 1938, now matured as Letters Patent U. S. 2,272,434, issued February 10, 1942.

The invention relates to motor vehicles, and more particularly to an improved compact grouping of the driving mechanism for large, heavy vehicles such as buses, trucks and tractors.

In passenger buses in particular it is essential to arrange the drive mechanism in a space which shall detract the least from the pay load space, and while vehicles having transversely mounted power plants at th rear are known in the art, the present invention embodies a specific, improved arrangement, which, while including structures for the most part in general use and of conventional character, my arrangement imparts the drive to the vehicle wheels through a system which provides the least wastage of effort in power conversion from a transversely driving and torque converting assembly, in that the final output shaft receives its drive from the main centerline of the primary drive assembly.

A further novelty herein is the adaptation of the turbine form of torque-converter to the above noted form of drive, having least wastage of axial space consumed by the primary power group; the added utility of the assembly being especially adapted for fluid pressure actuation, the demonstration herewith showing a novel arrangement having means for rendering the drive eiiectiv or ineffective at will, through remotely operating connecting mechanisms, including fluid pressure devices.

The general arrangement of the units comprising the assembly of my invention is disclosed, and claimed with respect to the operation of clutch control means in my application noted above, of which the present application is a division, the claims herein being drawn to the overall transmission controls, as shall be apparent, further.

Further objects in the application of operator operated interlocking controls for the above forms of driving mechanism are achieved herewith, in the prevention of wrong motion, and in the coordination of foot and hand operated elements, wherein the said interlocking means are connected with the aforesaid fluid pressure servo devices to accomplish the shifts of drive between direct and converter positions. 7

Additional objects and advantages will appear in the fOllOWing detailed description when considered in connection with the accompanyin drawings wherein- Figure 1 is a schematic view of my invention, as applied to a motor vehicle such as a bus, wherein the power plant is arranged transversely at the rear.

Figure 2 is a longitudinal section of the primary power plant and driving assembly taken in a longitudinal plane of Figure l.

Figure 3 shows the sectional detail of the form of one-way clutch utilized in the assembly of Figure 2 on line 33, with shifter engaged.

Figure 4 is an enlarged view of the direct drive clutch D of Figure 2.

Figure 5 is an elevation-section view of a friction clutch used as a modification of the direct drive clutch of Figures 2 and 4, and identical in construction with the friction clutch C of Figure 2.

Figure 6 is an operation diagram, schematic insofar as the general arrangement of the control elements are concerned, but giving th operators hand and foot operated controls in elevation and part section.

Figure 7 is a longitudinal section of the servo control valving of Figure 6.

Figure 8 describes in detail the interlocking arrangement of Figure 6 between th hand control and the pedal control, and is a view taken generally at 88 of Figure 6.

Referring particularly to Figure 1, it will be seen that my arrangement is shown as installed in the rear of a bus, with the primary power plant arranged transversely, and the output drive in the fore-and-aft plane of the vehicle, connecting by a short jackshaft to the conventional differential gear and axle drive to the rear wheels.

The primary power plant comprises an engine A of suitable type, a clutch C, a clutch D, a. turbine type torque-converter T as a variable speed transmission, a gear assembly R, an overrunning device F, and an accessory drive mechanism E, all mutually coaxial.

The propeller shaft extends forwardly with respect to the vehicle, and downwardly, from a point intermediate the engine A and the torqueconverter unit T, connecting to the conventional differential gear, as noted.

In Figure 2 the engine crankshaft is shown at I, mounted to rotate drive shaft 2 splined at 3 for slider 4, and splined at 5 for hub 6 and flange fitting 8.

Sleeve 9 mounted on bearings, surrounds shaft 2 and is attached to or integral with member I0, which has internal ring of teeth II and external bevel teeth I2.

Sleeve i concentric with sleeve 9 is bearing mounted on shaft 2 and has afiixed gear l6 and roller clutch race l8, its inner end terminating in turbine element 30, which is the output mem-. ber of the turbo torque-converter T. The outer roller clutch member 2! is xternallysplined at 22, and teeth 23 and spline 24 of sleeve 9 are aligned axiall and radially therewith. Bridging slider 25 is splined internally at 2| so that when these teeth are in mesh with the teeth 23 of sleeve 9, the outer member 2| of the roller clutch assembly F is released. External teeth 26 of slider 25 are arranged to mesh also in the leftward position with the teeth 25 of gearbody 29 rotating in appropriate bearings in casing 20. Teeth 21 of gearbody 29 constantly mesh with reverse idler gear 32, which in turn mesh with gear 18. When slider 25 is in the right hand position of the figure, the drive from sleeve I5 is through roller clutch members l8 and 2| to slider 25, since internal splines 2| are then meshed with'teeth 22 and thence from slider 25 to sleeve 9, yielding forward drive. When the slider 25 is in the left hand position, the drive is through gears |6'-32, gearbody 29, slider'25 and sleeve 9 through the described toothed elements, yield ingreverse drive, which is obvious from the pairing of the gearing,

' The hub 5 is one member of the turbine driving clutch C, and hub 33 is the other, splined on sleeve 34,. integral with the input or impeller member 45 of the'torque converter T.

The'blades 59a and 505 are integral with reaction member 5fl'attached to, or integral with casing 20.

The rotation of impeller 4|] causes the liquid contained in the casing to impinge on the blades 3|a against which the liquid is thrown by centrifugal force from buckets 4| of the impeller 40. The specialized contour of the blades 50a and 501) permits the liquid to apply a rotational force to output-connected blades 3| and 3|a mounted in rotor3|l attached to sleeve 85.

Th multiplication of torque achieved in the turbine by virtue of the presence of the reaction members 50a and 50b is a well-known efiect, described in U. S. 1,199,359 to Fottinger, filed June 19, 1906, issued September 26, 1916; and no invention is herein claimed for this characteristic. The presentinvention relates to the control arrangement for such a turbine type transmission wherein alternately operated clutches are actuated by fluid pressure servo means, remotely controlled.

It is deemed sufiicient to state that the three elements of the turbinedevice, constitute a multiplier of torque imparting a variable speed to sleeve l5 from sleeve 34 rotating at engin speed.

When clutch C is engaged, the drive of the engine is transmitted to jackshait 60 through the torque converter T at variable torques and speeds.

'When clutch D is engaged, the drive is transmitted at a fixed ratio from engine shaft to jackshaft 5D; whereupon both members, input sleeve 34 andoutput sleeve l5, of the torque converter T may come to rest, since roller clutch F permits sleeve 9 to overrun sleeve l5.

The detail of roller clutch F'is shown in Figure 3, and since this type of structure is well known, no lengthy description of its operation is believed necessary in the demonstration of my invention. It is worthy of note that the arrangement of the outer member 2|, inner member 3, sleeve l5, and slider 25 constitutes a means for obtaining a full release of the roller clutch F when the slider 25 is placed in the reverse position. The arrangement permits the saving of power plant length by mounting the transfer control for forward, reverse and neutral drive between the toothed ends of the gearbody 29.

The inner face of the outer member 2| is smooth, and acts as a race for rollers I9 carried in cage |9a rotating with the inner one-way cam member I8. The rollers are biased by appropriate means, for one-way locking of members I8 and 2|. The cage l9a has limited lost motion with respect to member I8.

Th neutral position of the slider 25 occurs when the teeth 2| are demeshed from spline teeth 22' of element 2|, partially meshed with teeth 23; but without mesh between teeth 26-28.

The detail of one form of clutch D is shown in Figure 4 where slider 4 splined at 3 to shaft 2 may mesh its teeth l3 with teeth I of bevel gearbody It. Inside the overhang of teeth H is located friction ring 52, locked to rotate with member l5, and presenting tapered friction face 52a.

Balk piece 53 is splined at 54 to an extension of slider 4, for limited rotational motion with respect to slider 4. Auxiliary teeth 5411-55 cut on slider 4 are spaced to accommodate poppets 58, which are loaded radially by springs 59 in the radial recesses shown. The poppets 58 transmit axial force on slider 4 toward mesh of teeth |3| to the adjacent edge of spline teeth 54a of balk piece 53, so that registry of the teeth of 5 l--55 will coincide with release of drag force, permitting |3-|| to mesh without clash. Additional force is needed to depress the poppets for completion of mesh.

Piece 53, because of friction contact of its ring 56 with ring 52 at 52a, may then rock positively or negatively on the splines 54, so that teeth 54a of piece 53 will be out of registry with teeth 55, the teeth ends abutting, preventing further motion toward mesh of slider 4 and teeth l3.

If the faster member be the engine shaft the balking piece 53 will rotate positively due to friction drag, to set up rejection of mesh. If output connected member Ill be the faster member, in either case there is rejection of mesh until the drag force acting on piece 53 disappears, as it does at synchronism, when the slider 4 may now move, teeth 55 may enter spline teeth 54a of piece 53, and also teeth l3 mesh with teeth H, whereupon direct drive between shaft I and member ID is accomplished.

During the asynchronous rotation interval of slider 4 and member ID, the opposing force condition persists, until synchronism is reached. Then the drag force from ring 52 to ring 56 disappears, which because of the release of the balking action, permit further free travel toward mesh, thereby allowing teeth |3--|| to complete meshing engagement.

This is described as a form of synchronism responsive mechanism having a balking, or rejection-of-mesh characteristic, wherein the friction and camming forces are provided to control the mesh motion rather than to absorb the differential inertias of the engine and vehicle. The characteristic may be described as a friction balking or lock-out action arranged to permit mesh or 5 reject mesh, according to synchronous or asynchronous rotations of the two members to be connected for unitary rotation.

It should be emphasized that if the driver allows engine speed to fall off below synchronism before the shifting force is exerted on the slider 4, the relative rocking action of balk piece 53 would be reversed, and the device would reject mesh because of the lag of teeth 55 with respect to teeth 54. The operator need therefore only bring the engine speed up to synchronism by depression of the accelerator pedal, whereupon, as before, the completion of mesh is permitted.

As will be seen, this form of synchronism responsive device is needed for clutch D to operate correctly in combination with the controls for the turbine torque converter.

The form of clutch C shown in Figure 2 is that of a single-plate friction clutch in which flange a of hub 0 terminates in drum 35 in which presser plate 36 is allowed limited longitudinal motion on splines 38. Disc spring 42 held by ring 30 to drum 35 extends inwardly toward hub 33 and may engage projection 3'! of presser plate 36. The inner portion of spring 42 engages sleeve 45 movable longitudinally so as to shift the inner part of the spring 42 to either side of its critical flexion position with respect to the clamped outer edge.

When the sleeve 45 is positioned to the right, as in Figure 2, the external force applied to sleeve 45 shifts spring 42 through its critical flexure position, whereupon the force of the spring is exerted on projection 31, tending to load presser plate 30. Hub 33 carries the driven element 4-9 of clutch C to which the customary facing discs 48 are aifixed. When plate 30 is loaded, clutch C transmits the drive of shaft 2 to the input member 40 of the torque converter T, at a given clutch capacity.

When the external force shifts sleeve 45 to the left, the spring 42 is anew flexed through the critical position, and its force is dissipated in holding the presser plate 36 free from load, thus declutching clutch D.

It should be noted that the external force to be applied to sleeve 45 need only be effective to carry the spring 42 through the critical mid-position, and that no external force thereafter is needed to hold the clutch C engaged or disengaged.

External controls for clutches C and D, alternating their engagement, may therefore connect the drive for variable speed and torque through the converter unit T, or for fixed ratio or direct drive.

In Figure 5 the clutch assembly D takes the form of a friction clutch, identical in operation with that of the clutch just above described, and shown as connecting shaft 2 and sleeve 3. The prime-numbered elements of Figure 5 correspond to the parts described above in conjunction with the turbine driving clutch C of Figure 2.

Referring back to Figure 2, the collar of slider 4 is intersected by fork I0 affixed to rod II having sliding bearing in casing extensions I2 and 12a. Lock ring I3 retains biasing spring 14 which normally urges slider 4 toward engagement of teeth I 3-! Rocker lever 15 pivoted on the casing is arranged to load the slider 4 for disengagement through piston rod and piston I26 of air cylinder I25 mounted on the casing 20 when air is admitted to pipe I22, to overcome the tension of return spring 11.

'At the ht of Figu e 2, the casing 20- is shown broken away to disclose the external control applied to collar 44 which moves clutch sleeve 45 splined on casing extension 46. Fork 4! pivoted to the casing 20 is moved by its external lever 41a pivoted to piston rod I32 attached to piston I3I of cylinder I30 mounted on the casing 20. When air is admitted to pipe I23 and cylinder I30, collar 44 and sleeve 45 are moved toward the left. When air pressure is released therefrom, return spring I33 in cylinder I30 shifts collar 44 and sleeve 45 to the right. The servo actuation means are shown schematically, and may be so disposed in the engine compartment space as engineering requirements demand. The detail of the servo control system is given further in this specification. I

The prime-numbered elements in the lower half of Figure 5 refer to identical parts in the control for clutch D of Figure 4, the arrangement for Figure 5 being identical with that for clutch C of Figure 2.

Figure 6 describes the remote control system for clutches C and D, whereby the operator may at will select and operate the drive through the torque converter, or in direct.

The driver controls consist of a gearshift lever assembly 00 mounted to rock longitudinally be-' tween three positions, forward, neutral and reverse; and pedal i0| having three operative positions; direct for actuation of clutch D, neutral, and the fully depressed position for putting in clutch C which drives the torque converter T.

The system of the invention herewith includes air servo means consisting of reservoir I02, maintained by the customary air pump I03 and automatic cut-off valve I04; air pressure feed pipes 505 and E00 connected to air main I08, valve assembly ii 0 controlling pressure to operate the control for clutch D; and valve assembly I 20 controlling pressure to operate the control for clutch C, as shown in Figures 6 and 7.

The valve assemblies H0 and I20 are fitted to bores III and H2 respectively, in valve casing I09, and are operated by mechanism shown in detail in Figure '7, having external lever I I5 and link H0 moved by lever IIB of pedal IOI. When the pedal IOI is depressed to the torque converter position indicated, lever I I8 swings clockwise from the position shown; and valve assemblies III) and I20 admit atmosphere to lines I22I23 and to cylinders I25-I30 in which pistons I26 and I3! slide. As will be seen later, the spring I33 of Figure 2 tends to engage clutch C, establishing drive through the converter T. When pedal IOI returns to the neutral position shown, valve assembly I20 cuts off the atmosphere from line I23, and applies pressure to cylinder I30 so that clutch C is now disengaged, flexing spring 42 to the left side of its critical position.

Movement of the pedal IOI to the direct drive position rocks levers I I8 and I I5 counterclockwise, so that both valve assemblies H0 and I20 admit air pressure from line I03 to lines I22-I23 and to cylinders I25I30. Piston I20 is arranged to permit spring I4 to load the slider 4 of Figure 2 toward engagement; or to shift the sleeve 45 of Figure 5 toward clutching engagement. Piston 5 3| maintains pressure on. spring I33, but spring 42 being flexed to the left of its critical position is not thereby loaded.

When pedal IOI returns to the neutral position shown, valve assembly IIO cuts off the air pressure from line I 05 and vents cylinder I25 and line I22 to atmosphere, so that clutch D may be disengaged, through the relieving of load on spring 14 in the instance of the jaw clutch slider of Figure 1; or the action of spring 11, in the case of the modification of Figure 5.

The shifter lever member 90 is pivoted in fitting 9| fastened to the floor of the drivers compartment, and its extension lever 90a is pivoted to rod 92 extending to the rear of the vehicle, to bellcrank 93 mounted on the bulkhead I80. The other end of bellcrank 93 is pivoted to rod 94 movable parallel to the bulkhead; the rod 94 being in turn pivoted to rocking lever 95 pivoted on the casing 20 of the power plant. The opposite end of lever 95 projects into the casing 20 and is forked to operate the slider 25 of Figure 2.

Tracing out the motion, one will observe that the lever assembly I rocked counterclockwise exerts a pull on rod 92, rocking bellcrank 93 clockwise, and through rod 94, rocking lever 95 clockwise. The forked end of lever 95 then has shifted slider 25 of Figure 2 to reverse driving position. When the lever I00 is rocked clockwise, rod-92 receives a thrust, and bellcrank 93 and lever 95 rock counterclockwise; which, upon comparison with Figure 2, causes slider 25 to uncouple the reverse driving gearing 23-2821-I6, and reconnect sleeve 9 with member 2l25.

Since it is desirable that the operator be enabled to compel not only a neutral position of slider 25 but also a neutral drive for both clutches C and D, the lever I00 is of composite form, being normally held in an extended position from the pivot 96 of fitting 9|, by spring 91 enclosed in sleeve 98.

The shifter lever rod 99 fits loosely in a recess of the lever 90, and projects through the pivot center 96 to the underside of the floorboard.

Bellcrank 80 pivoted at 8i is shaped at 82 to intersect the movement of the end 83 of rod 99.

The pedal IOI is mounted in pivot fitting 84- fioorboard, at 85.

A bridle or yoke 86 is arranged to slide in an aperture in the fioorboard in a plane intersecting the neutral pedal position at right angles. Each leg of the yoke 86 is equipped with a roller 86a so that when the yoke 86 is pressed upward, the

pedal I0! will be positioned at neutral, whether it has been in direct or in the torque converter" control positions.

Bellcrank 90 is linked to bellcrank 01 by the v short rod 35, and 81 terminates in a cam foot 81a which intersects the motion of the rod end of yoke 85. Spring 89 bears against the fioorboard fitting 84 and against cam foot 81a so that, normally, the pedal is free to move without interference by the bellcrank 81.

Whenever the driver depresses the knob 99a and rod 99 to compress spring 91., the above described bellcrank system becomes active, spring 89 is also stressed, so that unless the pedal IN is already in the neutral position, the resulting clockwise rocking of the bellcranks 80 and 81 will shift the yoke 86 to neutral-compelling position.

It is realized, of course, that the previously described valve motions, in connection with the control movements of the pedal IOI will therefore ensue, when the shifter lever assembly I00 is manipulated as above described.

' Figure 7 provides a sectional detail describing a specific form of valv mechanism used herewith as an example of the principles of the invention.

At the left the valve casing I09 is equipped with nipple I40 joined to pipe I leading from the pressure source. Dumbbell valve I4I held by small spring I42 normally seals port I43 in casing I09.

In description of the valve assembly IIO, bore II I is occupied by valve body I45 having pivoted roller I46 at its right end. The valve I45 is centrall drilled at I48 and communicates with annular port I49 which may intersect atmospheric port I50 cut in casing I09. The hardened seat I52 is held on the spindle end of valve I45 by conical spring I5I which normally acts to cause valve I45 and roller I46 to follow cam I60.

Tapered seat I52 at valve I48 may be sealed by the adjacent end of the dumbbell valve I4I at full stroke.

Servo port I41 connects to line I22, and to cylinder I25 of the direct drive clutch D.

When the valve I45 is as shown in Figure 7, spring I5I is active, cam I60 is out of the way, air pressure in line I05 seals port I43 with dumbbell valve I4I assisted by spring I 42, and the servo line I22 and cylinder I25 are vented through port I41, passage I48, port I49 and port I50.

When cam I 60 stresses spring I5I, shifting valve I45 to the left, port I49 is out of registry with port I50, and ground seat I52 intersects valve MI, unseating it, and admitting air pressure from line I05 and nipple I40 to port I41 and line I22. As has been noted, this position corresponds to the shift from neutral to direct drive of pedal IOI, which through the linkage IIOII6II5, rocks shaft I6I and cam I60 to move roller I46 and valve I45.

Similarly, in description of valve assembly I20, valve I55 in bore II2 of casing I09 is equipped with roller I56, has central port I58 communicating with port I59 and carries ground seat I62 held by conical spring I63. Dumbbell valve I64 is normally loaded by spring I65 to seal pressure port I66 connected to nipple I61 of line I23, and is unseated at full stroke of valve I55. Atmospheric port I68 in casing I09 may intersect port I59 of valve I55; and vent servo port I61, line I23 and cylinder I30 of the torque converter clutch C.

When the valve I55 is as shown in Figure 7, the cam I is active, spring I is compressed, ground seat I62 has intersected the dumbbell valve I64 sealing off the central passage I58, opening pressure porting I06 to the servo line I23, and. the annular port I59 has shifted out of registry with the atmospheric port I68. In this position, the conditions correspond to the positioning of pedal IOI at neutral drive.

The contouring of the cam I60 is such that when the clutch C is engaged, as when pedal IN is in torque converter position, that is, fully depressed, both valve I45 and I55 are positioned for atmosphere to enter both cylinders I25 and I30; when it is in neutral" position, valve I45 admits atmosphere to cylinder I25, but valve I55 admits reservoir pressure to cylinder I30; and when it is in the direct drive position, both valves I45 and I55 admit reservoir pressure to both cylinders I25 and I30.

In the case of the modification of Figure 5 where the jaw clutch of Figure 4 is replaced by the friction clutch for direct drive, the sleeve 45', which stresses spring 42', is arranged so that when servo pressure in cylinder I25 is exerted, the spring 42' is positioned to flexibly load projection 31 of pressure plate 36'. When the air pressure is relieved, spring 11 may overcome the force of 42 and disengage the clutch D.

When the operator is driving the vehicle in direct drive, the fluid pressure is therefore maintaining the sleeve 45 of the clutch D in engaged position, and clutch C is disengaged. If there be a demand for acceleration at a lower speed ratio than 1 to l, the operator will depress pedal II to torque converter position. Valve I45 first cuts off the servo pressure from cylinder I25, as the pedal ifll passes through neutral position; and spring 12 being shifted by spring 133, flexes away from the presser plate 36', and clutch D becomes disengaged.

When the pedal reaches the torque converter position, valve I55 moves to cut off servo pressure from cylinder I30, which vents to atmosphere, and spring 42 of clutch C is shifted so as to load the presser plate 36, and thereby establish drive through the clutch plate 48 and the torque converter T of Figure 2,

The relative biasing shown for the clutches for engagement and disengagement is believed to be novel, providing advantages in smooth operation, safety and the ability to maintain operation regardless of failure.

Further modification ma be made of the relative action of the clutch control members with respect to the inherent characteristics of the disc spring actuating clutch controls, without departing from the scope of my invention.

In order to assure the shifter mechanism moved by the operators control 99 from wrong motion, the shifter mechanism is interlocked, so that the ball etc and. rod 99 must be depressed for each shift among forward, neutral or reverse.

The sectional View of Figure 8 shows lever 99a, movable with the rocking shifter motion of rod 99 as shown by the arrows. On the inner face of lever 99a is welded guide key I'M. Pad 82 of lever 80 moves in an arc to intersect key I10, and notches I'HR, FUN, and lHF respectively, are the positions occupied by the tongue of the key Ill! when the handlever assembl I is placed in the reverse, neutral and forward positions.

The lever assembly I01! cannot be rocked through these positions until gearshift ball 99a and rod 99 are depressed sufiiciently to swing lever 89 and the notches of pad 82 clear of the key Hi].

When the new shift is accomplished, the spring 89 returns the lever 80, pad 82 and notches to locking position. This simple interlock is believed an improvement over the customary poppet locking means,

The preceding description is believed to encompass a number of novel features, among which are the fluid pressure operated direct engine coupling of Figures 2 and 4, the related servo control motions of the shifter mechanism which alternates drive between clutches C and D, the novel arrangement of the friction clutch loading and unloading means in conjunction with the alternating fluid pressure control, and the free release mechanism involving the one-way clutch whereby the turbo-driven element may be brought to rest. The present divisional of my Letters Patent U. S, 2,272,434, noted above, is directed in particular to the features involved in the overall transmission controls of the invention as distinct from the clutch controls claimed in the parent case.

From the foregoing, it is apparent that a number of related novelties embodying invention in combination are herewith disclosed. Changes in the specific arrangements and forms of the structures may be made without departing from the spirit and scope of my invention, said invention being limited only by the scope of the appended claims.

Having thus described my invention, what I claim as new and desire to secure by Letters Patent is:

1. In a power transmission assembly, for motor vehicles in combination, a power shaft, a fluid turbine torque-multiplying transmission mounted to rotate concentrically with said shaft, a clutch device connecting said, transmission with said shaft, operating means for said device, a power receiving shaft concentric with said power shaft, a gearing unit arranged to transmit reverse geared drive between said transmission and said power receiving shaft and to couple them directly, a load shaft arranged at right angles intersecting the centerline of said power shaft and said power receiving shaft, and a drive coupling consisting of a jaw clutch adapted to drive said power receiving shaft directly from said power shaft located adjacent the intersection of said centerline with said load shaft.

2. In power driven vehicles, adapted for transversely arranged power plants, in combination, a vehicle, an engine arranged transversely in said vehicle and connected to one end of a power shaft coaxial therewith, a hollow power receiving shaft surrounding a portion of said power shaft, a variable ratio drive comprising a fluid turbo-torquemultiplying transmission mounted coaxially with said shafts and adapted to transmit drive from said power shaft, a forward and reverse gear unit having an input element driven from the output of said transmission, a coaxial clutch device effective to couple said unit with the other end of said power shaft, whereby the drive of said power shaft is transmitted from the fluid transmission to said power receiving shaft, a load shaft adapted to drive the vehicle arranged in a plane intersecting the common centerline of said power shaft and said power receiving shaft, and a selective drive coupling effective to join said power shaft directly with said power receiving shaft when the drive of said clutch device is disconnected.

3. In a power transmission, in combination, a power shaft, a load shaft, a fluid transmission unit adapted to transmit drive between the shafts, a first clutch arranged to connect said shafts directly, a second' clutch arranged to connect said shafts through said fluid unit, a gear unit adapted to transmit the drive of said fluid unit to said load shaft, a fluid operated piston adapted to actuate said first clutch, a fluid operated piston adapted to actuate said second clutch; a servo valve arranged to control said first-named clutch piston, a second servo valve arranged to control said second-named piston, a mechanism commonly operative upon both said valves embodying a cam. and a pedal connected to said mechanism effective upon said cam to establish sequential drive through one of said clutches, no-drive or drive through the second of said clutches, by opening of both of said valves, closing of one valve or by closing of both of said valves respectively.

4. In an automotive vehicle, in combination, a fluid torque converter, a clutch coupling to said converter, a power operated unit for establishing drive through said fluid torque converter which latter is arranged to connect a power and a load shaft, said unit comprising a piston adapted to disengage said clutch, an opp sin spring adap d to engage said clutch, a gear unit adapted to transmit the drive of said converter and said clutch to said load shaft, a fluid servo valve effective to load or unload'said piston according to positional movement, a pedal pivotally mounted on the floorboard of said vehicle for controlling the action of said valve, intervening mechanism between said pedal and said valve movable at the will of the operator effective to set aside the action of said spring and cause said piston to disengage said clutch, and a ratio shift control for said gear unit operable upon said mechanism to establish a predetermined setting of said valve for given ratio positioning of said ratio shift control.

5. In a controlling mechanism for power plants, wherein a pneumatically operated clutch system affords direct drive, torque converter drive, or no drive, and wherein a forward and reverse drivin gearbox is provided, operating in conjunction with a fluid torque converter device having direct drive means, a valve mechanism arranged to establish any of said drives or to establish nodrive by control of said means, a pedal controlling said mechanism movable into direct, converter or neutral drive positions, a hand lever adapted to shift the gears of said gearbox into forward, neutral or reverse, and interlocking means connecting said pedal and said lever whereby said pedal is moved to no-drive position before a shift of said lever through its neutral gear position from either forward or reverse positions may be made.

6. In vehicle power transmission controls, an engine shaft, an output shaft, gearing connected to said output shaft for selective forward neutral or reverse driving conditions, a clutch device one member of which consists of a flanged drum connected to said engine shaft, a movable presser plate rotating with said drum, and a discoidal spring adapted to exert spring force upon said plate; the other member of said device including a disc rotating with said intermediate shaft and arranged to be gripped between said plate and a portion of said drum; axially shiftable means for the inner circumference of said discoidal spring operative in one position to render said spring ineffective for releasing the drive of said device, a

control pedal connected to said means having two positions in one of which the said means renders said spring ineffective to exert its force upon said plate, control mechanism connected to operate said pedal, a fluid torque converter having an input element connected to said disc and an output member connected to said gearing, and operator-operated means for shifting said gearing effective to control disengagement of said device by said first named means prior to predetermined gear shifting motion by said means in selecting and shifting said gearing through a connection to said mechanism enforcing the said pedal to move to a drive-releasing position upon a predetermined movement of said operatoroperated means.

'7. In vehicle power transmission controls, in combination, a fluid torque converter, a forward and reverse gear driven by said converter, a disconnectable driving clutch for said converter, a speed ratio selecting pedal adapted to control connection or disconnection of the drive through said clutch to said converter, a gearshift lever for said gear positionable to at least two gear drive positions, and having a supplementary clutch control motion, and interconnecting means between the said lever and said pedal operative to inhibit shift of said lever from either of said positions until said supplementary motion is ob tained.

8. In vehicle power transmission controls, in combination, a direct coupling clutch connected to establish drive between input and output shafts, a fluid torque converter, asecond clutch adapted to establish indirect drive between said input shaft and said converter, gearing arranged in the driving path established by said second clutch, control means operative to actuate said clutches alternatively comprising pedal-operated mechanism, and a positionable control for said gearing coacting with said means and operative to disconnect both clutches prior to movement to or from at leasttwo gear-drive-establishing positions.

9. In vehicle power transmission controls, in combination, a transmission drive assembly including a selective ratio gear unit and a clutch arranged to establish reduction drive between input and output shafts and through said unit, a second clutch arranged to establish direct drive between said shafts, a fluid torque converter included in the torque path of said first named clutch, a valve casing, two concentric bores in said casing, valve members mounted to slide in said bores, two fluid, pressure chambers co-extensive with each of said bores, a fluid pressure source, two fluid pressure inlets connected to said source, each arranged to be connected with said chambers, auxiliary valves normally sealing said inlets from said chambers, clutch servo devices connected to said chambers operative to actuate said clutches for alternate engagement, fluid pressure relief porting in said casing intersecting the movement of said first named valve members, and mechanism for said two valve members operative to shift both for fluid pressure admission when in at least one position, and a connection between said gear unit control and said mechanism operative to condition the operation of said mechanism for given settings of said gear unit control.

10. In vehicle power transmission controls, in combination, a fluid torque converter drive including a power shaft adapted to be connected to an engine, a controllable coupling for connecting the shaft to the engine, a driven shaft concentric With said shaft, a one-way clutch having an internal memberaffixed to one of 'said shafts and an external member for connecting to the other of said shafts, a gear serving as the primary element of a reverse gear train connected to said first named shaft, a gear device connected to the other of said shafts adapted to couple to said external member, a reverse gear train engaging with said device and meshing with said first named gear, and positionable control mechanism for said device arranged to establish forward one-way drive between said shafts and through said torque converter to establish nodrive, or to couple the said hafts through the reverse gear train and said torque converter while releasing the said external member, according to the positioning of said mechanism.

11. In vehicle power transmission controls, in combination, an engine, a final drive, a torque converter, coupling mean arranged to establish drive between said engine and said final drive including a gear compartment adjacent said converter housing, a reverse gear train therein comprising a primary gear afiixed to an input shaft driven from said converter, a countershaft in said compartment having a plurality of longitudinally spaced idler gears one of which is caused to rotate by said primary gear, an output shaft extending into said compartment, splines on said output shaft carrying a slider therein having a range of motion limited by the longitudinal spacing of said idler gears, said slider having a rin of teeth meshable with one of said idler gears, and having a second ring of teeth, a one-way clutch the inner member of which rotates with said input shaft, the outer member of which is externally toothed to mesh with said second ring of slider teeth, and control mechanism for said slider operative in successive positions to establish forward drive through said one-way clutch, establish no-drive or neutral, or to establish reverse drive through said primary gear, said countershaft, said first named ring of slider teeth, and said output shaft splines, according to successive positioning movements of said mechanism.

12. In vehicle power transmission controls, in combination, a variable speed fluid transmission providing infinitely variable reduction speed with torque multiplication through input, output and reaction turbine members, including a coupling clutch, for establishing reduction drive by said transmission, a second clutch arranged to provide direct drive, a forward and reverse gearbox connected to transmit drive by one of said clutches, a manually positioned pedal arranged to establish drive by either of said clutches or to disengage both, a gearshift lever adapted to establish forward, neutral or reverse drive in said gearbox, and interconnecting means between said pedal and said lever operative to inhibit shifting of said lever from one position to another without restoration of said pedal to the position in which it enforces disengagement of both clutches.

13. In motor vehicle control devices, power and load shafts adapted to be cou led directly or indirectly at reduction ratio by a fluid turbine transmission unit, for both forward and reversedrive, a forward and reverse drive control means, a plurality of clutches, one of which is actuable to couple said shafts directly and another of which is independently actuable to couple said shafts indirectly through said unit, fluid pressure servo means operative to actuate said clutches alternatively in engagement and disengagement for coupling said shafts directly and in reduction ratio, valving controlling said servo means, mechanism for operating said valving. a pedal controlling said mechanism and having in its range of movement one position of control in which neither of said clutches is engaged, an-

other position in which one of the clutches is en- 1 gaged, and a third position in which the alternate clutch is engaged, and a coacting linkage between said drive control means and said pedal for coordinating their respective motions.

14. In motor vehicle power controls, an engine driving a power shaft, a load shaft, driving means arranged to couple said shafts for both forward and reverse drive embodying a fluid turbine transmission affording infinitely variable speed reduction ratios, alternately actuable clutching means adapted to connect said shafts directly, or indirectly through said transmission; forward and reverse drive gearing coupling said transmission with said load shaft, a control for said gearing, fluid pressure operated servo means effective to cause no-drive, direct or reduction drive of said driving mean by selective actuation of said clutching means, valving controlling the action of said fluid pressure operated servo means for selective actuation of said clutching means, mechanism for operating said valving, a pedal linked to said mechanism effective to establish no-drive or to establish alternate direct or re- 14 duction drive between said shafts through the actuation of said clutching means by said servo means as controlled by operation of said valving, and coacting control means between said gearing control and said mechanism for permitting or preventing action of the mechanism for predetermined control settings.

15. In motor vehicle drives, in combination, an engine, a power shaft driven by said engine, a load shaft, driving means arranged to couple said shafts embodying a fluid turbine transmission affording infinitely variable speed reduction ratios, and embodying forward and reverse gearing, alternately actuable clutching means adapted to connect said shafts directly, or to connect said shafts indi ectly through said transmission, fluid pressure actuation means effective to cause alternate direct or reduction drive by operation of said clutching means, valving controlling said fluid pressure actuation means, mechanism for operating said valving, a manual selection control for said forward and reverse gearing, and connecting means between said control and said mechanism effective to compel predetermined operation of said valving prior to selection by said control.

16. With a combination such as stated in claim 13, the sub-combination of an arrangement of the elements of said linkage effective to cause operation of said valving prior to predetermined forward or reverse shift selection of said gear.

1'7. In the combination of claim 14, the subcombination of an arrangement of elements of said control means and said mechanism of said claim 14 operative for causing said valving to release both clutches for predetermined positioning of said gearing control.

18. In motor vehicle drive controls, a power transmission assembly including a power shaft driven directly by said engine, a load shaft, a first clutch arranged to couple said shafts directly when engaged, a variable ratio fluid transmission unit adapted to couple said shafts, a second clutch arranged to connect said power shaft to the input of said transmission, a gearing unit for coupling said load shaft to said fluid unit for transmitting the drive of said clutches, a control for said gearing unit, fluid pressure actuated means operative to cause alternate engagement and disengagement of said clutches, mechanism moved by said means for causing initial actuation of said first named clutch, while said means is disengaging said second named clutch, means associated with said first named clutch for preventing engagement thereof until said shafts are rotating at synchronous speeds and interlocking linkage controlling the action of said fluid pressure means in accordance with settings of said gear unit control.

19. In motor vehicle drives, an engine, a power shaft directly driven by said engine, a load shaft, a clutch arranged to couple said shafts directly, a variable speed fluid drive adapted to couple said shafts at infinitely variable reduction ratios, a shiftable gear unit, a second clutch arranged to connect said power shaft to said variable speed drive through said unit, a third clutch adapted to connect said load shaft with the output of said variable speed drive and said unit when said second clutch is engaged, blocking means in said first named clutch adapted to prevent its engagement at asynchronous speeds, loading means normally operative to bias said first named clutch for engagement, a member positionable to oppose the action of said loading means, fluid pressure 15 means. including manually operated valving for actuating said first two named clutches and including a device for positioning said member, and a control for said unit combined with said control mechanism for said valving efiective to establish alternate drive by said first and second named clutches or effective to compel both to remain disengaged at the will of the operator, as applied to the positioning of said mechanism.

20. In motor vehicle drives, in combination, concentric power and load shafts, a concentric fluid turbine transmission unit arranged to couple said shafts, a plurality of concentric clutching means adapted to couple said unit with said power shaft, to couple said shafts together directly, one of which couples said unit intermittently with said load shaft when said unit is coupled with said power shaft, a final drive shaft displaced at right angles to and intersecting the centerline of said power and load shafts, fixed ratio gear mechanism constantly coupling said load shaft and final drive shaft at a fixed reduction gear ratio, fixed ratio forward and reverse gearing including said intermittently operating clutching means displaced in the driving train between the output of said unit and the said load shaft, operative to set aside the action of said intermittent clutching means when said gearing is driving in reverse, and a control for said gearing efiective to uncouple the said coupling means prior to shifting same to reverse.

21. In power plant installations for motor vehicles, in combination, an engine, a torque-multiplying torque converter, a load shaft, clutching means arranged to transmit the power of said engine directly to said load shaft while said torque converter is idling or non-rotating, and arranged to transmit the power of said engine to said load shaft at infinitely graduated variable speed ratios while said direct transmission of power therebetween is inhibited, a freewheel clutch adapted to disconnect the drive of said torque converter from said load shaft when said engine is directly coupled thereto, a sliding toothed member to by-pass the drive of said freewheel clutch, a gear assembly surrounding said freewheel clutch, and effective to convert forward into backward rotation between the said torque converter when said member is made eifective to by-pass said freewheel clutch; and arrangement of the said engine, the" said clutching means, the said freewheel clutch, the said member, the said torque converter and the said load shaft wherein these named elements are all displaced concentrically, and a final drive shaft coupled to said load shaft by bevel gearing for driving the latter shaft always at a fixed ratio speed reduction from that of the said engine.

22. In power drive apparatus for motor vehicles, the combination of an engine shaft, a power output shaft, a transmission intermediate shaft, selective gearing for alternate coupling of said power output and said intermediate shafts positively for two-way forward or reverse drive;

a clutch device having a member rotatable with said engine shaft and a mating member rotatable with said intermediate shaft, loading means normally effective to press said members together, an axially shiftable means for removing the effect of said loading means so as to disengage said clutch device, control mechanism for said axially shiftable means; a fluid turbine torque converter having an input element connected to said intermediate shaft and an output element connected to drive said power output shaft, and operatoroperated means for shifting said selective gearing for alternately coupling said power output and said intermediate shafts for said two-way forward or reverse drive, said last named means being connected to said control mechanism for efiecting disengagement of said device during operatoroperated motion of said last named means predetermined for a subsequent alternation of drive by said selective gearing.

HANS O. SCHJOLIN.

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