US2650573A - Rotary fluid motor or pump - Google Patents

Description

P 1953 A. F. HICKMAN 2,650,573

, ROTARY FLUID MOTOR OR PUMP Filed Oct. 11. 1947 4 Sheets-Sheet 1 mssiocylh msponsc 1b cnylkc speed 63 l l C BY a m mvrox.

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p 1, 1953 A. F. HICKMAN 2,650,573

' ROTARY FLUID MOTOR 0R PUMP Filed 001:. 11, 1947 4 Sheets-Sheet? a INVENTOR. "I! ma BY LG i S p 1, 1953 A. HICKMAN 2,650,573

ROTARY FLUID MOTOR OR PUMP Filed Oct. 11. 1947 4 Sheets-Sheet 3 INVENTOR.

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Sept. 1, 1953 Filed 001:. 11, 1947 A. F. HIQKMAN ROTARY FLUID MOTOR ORPUMP 4 Sheets-Sheet 4 Patented Sept. 1, 1953 UNITED STATES PATENT OFFICE ROTARY FLUID MOTOR R PUMP Albert F. Hickman, Eden, N. Y.

Application October 11, 1947, Serial No. 779.279 2 Claims. (01.121-86) scribed in connection with the propulsion and braking of automotive vehicles although features of the invention can be employed in a wide variety of other uses.

One of the principal objects of the invention is to provide a rotary fluid motor or pump mechanism which is highly eflicient in the forward and reverse transmission of power and also in the transmission and absorption of energy in brakmg.

Another object is to provide such a mechanism which is rugged and which will stand up under conditions of severe andconstant use without getting out of order or requiring repairs.

Another object is to provide such a mechanism in which the fluid generator and motor units are very compact and in which, in particular, the units can be built into the wheel of a small pleasure automobile.

Another object is to provide such a mechanism in which the fluid motor and generator units can be arranged at a distance from one another and in which the fluid motor or fluid generator can readily be built in tandem to suit the particular power conditions involved.

Another object is to provide such a mechanism which is readily controlled with little manual effort and in which any desired change in ratio between the engine speed and vehicle or wheel speed of an automotive vehicle can be obtained.

Another object is to provide such a mechanism in which a plurality of fluid generators are employed and in which automatic control is provided to cut diilerent numbers of such fluid generators into and out of operation in accordance with the power and speed demands.

Another object is to provide such a mechanism which is applicable to light and heavily loaded vehicles and which is applicable to slow and high speed vehicles.

Another object is to provide such a mechanism which is particularly applicable to tandem axle vehicles.

Another object is to provide such a mechanism which is light in weight, particularly the fluid generator and motor units of the mechanism which are designed to be incorporated as a part of the unsprung weight of the vehicle.

Another object is to provide such a mechanism employing separate fluid motor and generator units for the several wheels of an automotive vehicle and from which each wheel receives pow- 2 er equal to its companion wheel and in proportion to the weight it carries relative to the wheels on the other axles.

Another object is to provide, in such a mechanism, a metering device which prevents any wheel from rotating more than a certain degree faster than the other wheels thereby to prevent the vehicle from being rendered immobile because of the free rotation of any one of its driving wheels.

Another object is to provide such a mechanism which eliminates the necessity for a differential.

Another object is to provide such a mechanism which eliminates the necessity :for a friction braking system.

Another object is to provide such a mechanism in which relatively sliding parts are provided with a protecting film of oil at all times, thereby to avoid wear even when, as in continued braking, a heavy load is imposed on the mechanism for a protracted period of time.

Another object is to provide such a mechanism in which the fluid generator and motor units are instantaneously and automatically reversible.

Another object is to provide such a mechanism which is completely flexible for application to all types of vehicle engines and in particular is adaptable to single and tandem axle pleasure cars, buses, trucks, trailers and railroad cars.

Another object is to provide, in such a mechanism, a fluid motor and generator unit in which all parts can be readily and economically brought to micro-tolerances, this being accomplished by machining the housing and working parts assembled therein in a single operation and thereafter fitting an accurately machined cover plate or the like over the machined assembly.

Another object is to provide in such a mechanism, a radially movable vane type of fluid motor and generator unit, in which each vane is held against the wall of its working chamber by sufficient fluid pressure to prevent leakage and insuflicient to break down the oil film between such vane and wall.

Another object is to provide, in such a mechanism, a radially movable vane type 01: fluid motor and generator unit in which a simple and eifective contact shoe is provided at the outer end of each vane which engages and conforms to the wall of the working chamber and. which cannot become displaced from the vane.

Another object is to provide a radially movable vane type of fluid motor and generator unit stippled represent the low pressure side of the system under these conditions. 7 Fig. 2 is a vertical axial section through one of the front steering wheels of the vehicle and -show 4 ally extending flat face l6, and a shallow cylindrical face I8, the other face of this chamber being formed by the flat, radially extending face 12 of the cover plate 13. The housing is also recessed to provide a central cylindrical chamber l9 extending from the flat, radially extending face [6 of the cylindrical chamber l and of substantially smaller diameter than the cylindrical chamber IS. The cover plate I3 is recessed to provide a'central cylindrical chamber 20 in opposed relation to and-of generally the same diameter as the central cylindrical chamber l9 ing the same equipped with-afiuid motor, and A generator unit embodying the present invention, this section being taken on line 2-2, Fig-. 3:

Fig. 3 is a vertical transverse section taken on line 3-3, Fig.2.

Fig. 4 is a side .elevation; of the:slotted..disk* used in the fluid motor and generator unitillustrated in detail in Figs. 2 and 3.

Fig. 5 is a fragmentary transverse sectional view through the outer'end of.one:of the vanes used in conjunction with theslotted diskshown in Fig. 4.

Fig. 6 is a vertical longitudinalsection through the multiple or tandem motor and generatorunit shown in Fig. 1 as connected with the drive-shaft of the vehicle engine.

Fig. '7 is a fragmentary vertical section taken:

engine or prime mover of the vehicle and others of which are mechanically connected with the wheels of the vehicle, the units being interconnected by fluid transmission lines which include thenecessary valves, meteringdevices, by-passes:

and fluid reservoir. In .additionto the-requirementithat these unitsbe simple, durable, free from adjustment and misadjustment difliculties and efficient in power transmission, it is'essential that these units be completely'automaticin:fourways: Each unit, when used'as afluid generator or pump, must be .capableof instantaneously becoming. a fluid motor if fluid or oil is fed .to

either of its ports under preponderatingpressure. Conversely, each unit, when used as a motor,

must be capable of instantaneously becoming a fluid generator or pump if power is mechanically. applied to its shaft in either direction. Each unit, when used as a fluid generator, or pump must be automatically andinstantaneously reversible. Each unit, when used as a motor must also be automatically" and" instantaneously reversible.

To this end each motor and generator'unit as shown in detail in Figs. 2-5 comprises-a circular housing [G of relativelylarge diameter having a fiat, axially extending-face H against which isfitted the flat, axially extending face 120i 2. cover plate I3 bymeans of an-annular seriesof; bolts I4 or in any .othersuitable manner.. Thehousing 10 is formedto provide arelatively shallow cylindrical chamber. having, an inner radije ofthe housing [0. The circular housing I0 is formed to-provide a hub 2| containing a roller bearing 22 which is in eccentric relation to the cylindrical chamber l5 and the cover plate l3 is.formed to providea hub 23 containing a roller bearing 24 which is concentric with the roller bearirig-22 The hub 23 also contains an annular oil seal 25 in its outer. extremity, this oil seal being interposed between a hollow shaft 26 having an enlarged part 28, journaled inthe roller bearing... and a reduced end' 29 journaled in theroller bearing 22.- The portion: of this hollow shaft Zt-intermediate its bearing- portions 28 and 29 is formed to provide a series of splinesor keys 30 on which the splined hub of a cylindricaldisk 3| is-mounted, this=disk 3| beingtherebycapable' of axial movement on the hollow shaft 26 :but being compelled to rotate therewith. This disk 3| is provided with opposite;flat,radiallyextending. faces closely fitting the fiat, radially extendingi faces l i. and l 6' ofthecover-plate i band housing M3,. respectively, and itsperipheral face-iscoricentric: with the hollow .shaft' 26:and.hence: in eccentric relationto the cylindrical face I 8 a ofthe cylindrical chamber .1 5.

The disk. is provided with; a plurality. of: slots 32. which are rectangular in cross section and which extend radially inwardly from its periphery.- at spaced intervals. In each. of these .slots is slidingly mounted-a vane 33 which is rectangular in cross section, the faces of each'ofthesezvanes beingparallel and flat andone-pair of these faces closely. fitting the flat... radially extending 1 faces l2xand lt of the coverplate 13 anclhousinglll, respectively, andthe other pair closely-fitting: the parallel. sides of theslots 32- in the disk 31. Each ofthese vanes 33 is. .biasedradially outwardly by. ahelical compressionspring;34,.the outer end of each of thesesprings beingrreceivedina bore .35 provided lengthwise in the companion vane 33 from the inner end thereof, and the inner endlof; each of these compression springs .3 4 being seated in. a companionsocketfit provided in thehub of the -slotteddisk 3i which carries thelvanes33.

The outerend of each of the vanes.33 is formed to provide a semi-cylindrical socket38-iwhich extends parallel withthe axes of-the hollow shaft Zdandhousing: Iii.- A semi-cylindrical shoe 39 is fitted in eaoh ofthese sockets the flatends of. these shoes engaging the radially extending. flat. faces i2 and it of the coverpla'teiii andhouse ing lll,- respectively, and-the. outer side faces 45 of-these-shoes being formed with a flattened curve to conform to the peripheral face It of the cylin dricalchamber i5. In order to prevent separation ofatheseshoesiflfitfrom thevanes 33, the sides of thesemi-cylindrical.sockets 38are extendedto: form lips ii'which'extend beyond. a plane. intei v sectin the axisof the shoe and each shoe is-pro-. vided'with an. arcuate'slot 43: which receives a pin Ml projecting into the socket 38 from the vane 33. These pinsprevent theishoes39' from.

vanes 33 are removed from the motor and generator housing.

A pair of generally flat rings 45 and 46 are secured to the disk 3| in concentric relation therewith, these rings being on opposite sides of the disk and secured by two annular series of bolts 48 which extend through holes provided in the rings 45 and 45 anddisk 3| and securely clamp these rings to the opposite side faces of the disk 3|. The ring 45 is provided with an annular channel 49 on the side engaging the disk 3| and the other ring 46 is provided with a similar channel 5B which registers with the channel 49 and is also provided on the side of the ring 46 engaging the disk 3|; These channels 49 and 50 also register and are in communication with the inner ends of the slots 32 so as to place the inner ends of these slots in communication with each other but .to isolate the inner ends of these slots from the cylindrical chamber l5.

At intervals the disk 3| is provided with radial bores 52, the inner ends of which are placed in communication with the annular channels 49, 56 of the rings 45, 46 by cross bores 53. The outer end of each of these radial bores 52 is enlarged and threaded to receive the threaded plug 54 which forms the seat for the ball 55 of a check valve 56, the plug 54 being provided with a through bore and an annular seat against which the ball 55 is biased by a helical compression spring 58 in the enlarged outer end of the bore 52.

It will be seen that the eccentric disk 3| forms with the housing l and cover plate |3a C- shaped working chamber 30 which is divided into segments by the radially movable vanes 3|. Oil or other Working fluid is introduced to or removed from opposite ends of this working chamber through elongated arcuate ports 6|, 6|. These ports communicate with arcuate passages 62, 62' which lead to threaded bosses 63, 63' to which the lines connecting the motor and generator units are attached.

It will also be seen from an inspection of Fig. 2 that the arcuate passages 62, 62 conform with the arcuate ports 6|, 6| and are disposed radially inwardly therefrom to provide outwardly projecting arcuate walls 64 in the housing ||l defined by the arcuatepassages 62, 62', arcuate ports 6|, 6| and cylindrical chamber l5. These arouate walls are comparatively thin and hence defiectible laterally by high fluid pressure in either of the arcuate passages 52, 62. Hence when either of these arcuate passages are on the high pressure side of the system, the corresponding arcuate wall 64 is deflected laterally toward the disk 3| so as to insure pressure tight fit of this disk against the faces l2 and I6 of its cylindrical chamber I on its high pressure side. It will be understood that this deflection of the arcuate walls 64 is microscopic, all tolerances between the disk 3| and its enclosing housing, including the cover plate I3, being slight.

At each wheel the motor and generator unit as above described is incorporated in the wheel and for this purpose each wheel spindle is shown as being in the form of a rod 65 extending through the hollow shaft 26 of the motor and generator unit and as having its inner end welded, as indicated at 66, to an annular supporting plate or disk 68 which is connected through a spring suspension (not shown) with the vehicle chassis. In the case of the front steering wheels this connection is through the usual king pins 69 to the front axle (not shown) and in the case of the rear wheels this connection is directly to the rear axle (not shown). Each supporting plate or disk 68, near its periphery and on the side facing the motor and generator unit, is recessed, as indicated at 10 to receive an axially extending annular. rib provided on the housing In and to which the supporting disk 68 is secured by an annular series of screws 12. An oil tight Joint is thereby provided between the housing I8 and supporting disk 68.

The outer end of the spindle 65 is threaded to receive a wheel retaining thrust nut 13 and lock nut 14. The retaining nut is formed integrally with a thrust ring 75 which in turn bears against the end of the hollow shaft 26 so as to rotatively hold this hollow shaft in the bearings 22, 24 and against the supporting disk 68. The outer end of the hollow shaft 26 is enlarged, as indicated at I6, and formed to provide a cylindrical socket 18. In this socket is arranged an annular oil seal 19 of any suitable form, this oil seal engaging the periphery of the ring 15 to prevent the escape of oil therearound. V

The end enlargement '18 of the hollow shaft 26 is also provided with a radially extending flange 86 carrying an annular series of axially extending stud bolts 8|. To these stud bolts 8| is secured a wheel disk 82 by the usual nuts 83, the wheel disk having a wheel rim 84 secured to its periphery. The usual removable hub cap 86 can be provided to enclose the otherwise exposed nuts and oil seal 79 at the center of the wheel.

It will be apparent that the motor and generator as above described can be built in tandem, this being particularly desirable with the unit connected with the drive shaft 90 of the engine or prime mover 9| of the vehicle, this connection being shown as through a flexible coupling 92.

As best shown in Figs. 1 and 6, this multiple or tandem motor and generator unit is shown as comprising a central cylindrical housing |0a having on each side a flat, axially extending face corresponding to the similar face H in the form of unit shown in detail in Figs. 2-5 and against each of which faces H is fitted the fiat, radially extending face H of a plate or disk I30. corresponding to the cover plate l3 in the form of the invention shown in Figs. 2-5. The housing Wat is recessed on opposite sides to provide a relatively shallow cylindrical chamber hi on each side, each having an inner radially extending flat face I6 and a shallow cylindrical face IS, the other face of each cylindrical chamber being formed by the flat, radially extending face |2 of the corresponding plate or disk |3a. The housing is also recessed to provide a pair of central cylindrical chambers I9 each extending from the corresponding flat, radially extending face lb of each chamber l5. Each plate or disk |3a is provided with a central bore 20 in opposed relation to and of the same diameter as the central cylindrical chambers ll! of the housing Illa. The housing Illa is formed to provide a central hub 2|a containing a roller bearing 22a which is in eccentric relation to the cylindrical chambers l5. In this roller bearing 22a is journaled a shaft 25a corresponding to the hollow shaft 26 in the form of the invention shown in Figs. 2-5. As with the form of the invention shown in Figs. 2-5, this shaft 26a has keyed thereto a pair or disks 3|, each disk being arranged in the corresponding cylindrical chamber l5 and being provided with opposite, flat, radially extending faces closely fitting the flat,

radially extending faces I 2 and-i I 6110f: thelcorree sponding disk; or==plate I3a:and' housing I 021,. re:- spectively, and? its, eripheral facebeing cn:-.-

centric with: the shaft-26a: and hence' iniecoentrice relation to I the cylindrical: face. I8 ofr'itszcyline drioal chamber I I Each disk 3 I in the housing I on: iszidentical' to. the-disk 3| in the formof the invention shown. in Figs. 2-5 and is provided with vanesi33' 01 crating" and constructed'irr thezsame manner as in-theform of the invention shown in: Figs. 2-51 Accordingly, adetailed description of these disks 3I- is-=notrepeated. Also; as with the form ofthe invention shown in Figs. 2'5, the eccentricity of the-disk SI- with reference to the'cylindrlcal ohambers I 5*prcvides a C-shapedworking chain,- ber 69" divided into' segments by the radially movablevanes 33 Oil or other working fluid is: introduced or removed fromopposite ends of this G-shaped working chamber through elon-- These ports-= com-- municate with arcuate passageways 62, 62! in gated arcuate ports 61-, 6i.

the housing Iiia and which lead tothreaded bosses E3. 63 to which the lines connecting the various-motor andgenerator units are at-- tached.

The niultipleor tandem motor and generator unitshown in Figs. 1 and fi also-include end housings Nib each' having; as with the housing Iii" provide a central cylindrical chamber l9 ex tending'from the fiat, radially extending face It'ofthc chamber I5.

Each housing IIlbis formed to provide a hub iiibcontaining a roller bearing 2% which is in eccentric relation to the cylindrical chamber I5: The shaft 26a is journal'ed in these roller bearings 22?} as well as in the central roller bearing 22a.

' hisshaft'has keyed'thereto an additional pair of disks SI, eachdisk being-arranged in the cor-- responding end cylindrical chamber I5 and be--- ingprovided with opposite, flat radiallyextending faces closely fitting the fiat, radially extending faces I2- and It of the corresponding diskor plate we and housing 201), respectively, and its peripheral face-being concentric with the shaft 25a, and-hence in eccentric relation to the cylindrical face It of itscylindrical cham-- ber" I5.

Each end disk 3i inthehousing Iilb is identi-- cal to' the disk 3i in the form of the invention shown inFigs. 2-5, andis provided with vanes 33 operating andconstructed in the'same manner asinthe formof the'invention shown in Figs;

2-5. Accordingly; adetailed description of'these disks is not repeated; Also as with the formof the invention shown-in Figs. 2-5, the eccentricity' of each end disk 34- with reference to the cylindrical chamber" i5 in the housing Hlb' provides a C-shaped working chamber Gil divided; into segments by the radiallymovable vanes 33-;-

Oil or other working fluid is introduced to or removed from opposite ends of this C-shaped working chamberthrough elongated arcuate ports, GI, 611.. Theseaportsw communicate with; arcuate passageways 62, 62' in thegcorresponde ing housing Illb' and which lead". to: threaded bosses 63, 63 'to which the lines connecting thevarious: motor: and generator units are attached.

As with: the form. of the invention shown, in;

Figs. 2-5; the-hub of. each. housing Iflb is formed to provideeacylindrical socket 18. In thiszsocket.

is' arranged'ian annular oilseal 19 ofianysuitable; form; this oil' seal engaging the shaft-26a to;pre.+'

vent the escape. of? oil. The several. housings; I Ila-and I 0b are also secureditogether by'tieabolts. Hat

For convenience in understanding the connections between the various fiuid; motor and; generxator units as-above-dcscribed; each wheelmotor. and generator unit 'as shown inFigs. 1-5ais.desig;-.- hated at G; the: central motor and generator units of themultiple or tandem: unit; shown: in; Figs. 1 and 6 are designated atiD and.E;;respec+ tively; andthe endzmotor: and generator. units of the multiple or tandem-unit shown in Figs; 1- and 6 aredesignated at F and'G, respectively;

The threaded bosses 6 3" of the motor and. generator units C foreach companion pair of: wheels are cross: connected by lines these; lines being cross connected by a. line: IO'I which in tur1ris cOnnectedrto=a common line L03. Thethreaded bosses 63 ofthe motor. and generator units 'C' -f'or: eachcompanion pair of wheels: connected by: a line IM' With the :threadedibosses: I05 oi l flowequalizing devices l 06'. shown in: Figs. 1; 7 and'8. As;there-shbwn, eachaoftheseequalizing devices comprises a central bearingrwailv or partition N18 to opposite: sides of" which: cupz shaped end: heads or casings I 0.9; are; secured; by he bolts: I-IU' or in: any other suitable manner; Each cup -shap.ed' end headi or. casing is provided; with a pair of spaced bores: I IIJ in which 'th'e outer hubs: I12 offatpair of:- intermeshing gears I -I 3 are journal'edz The opposite; on inner hubs; Ild of these gears II3 are journaled'zinx a.pair.: of through bores I Ifi prov-ided'inthe centralswall or'partition- I 08;

At leasttwoalining. gears I I3 of. the-two.- palm are connected by: ahexagonal. shaft: I IE or; thee like so that all four gears II 3 i of each equalizing; device are compelled to rotate: unison. Each; equalizing: device operates inzthe-v manner of a. gear pumpand for this purpose: the opposite; circular end walls I118 of: theworking; chamber: llefor each pair of intermeshing: geara H3; conform to 1 and are: fitted; toathe extremities: of; the gearsteeth, the oil: or working: fluid rntating;

: the-gears in passing through-each working'chamie her; However; the fit'betweenseach gearzl I3 and; the corresponding end wall I1I Bis-purposely somewhat loose so that some oil can escaperpasathesez gears I l3 without-rotating thesame. The pure: pose of leaving suchv substantial. tolerances is; to": permit a differential moyementofz'the wheels; in. rounding curves. Thus, whi1e:the .purpose;zof. these equalizing: devices I06 istou meteniequal amountsof oil to the; motor. and I generatorvunits:

C of the pair of wheels on each axle;.sufiicient;

gears II3, these working chambers II 9 are in communication with each other through an opening I provided through the partition I08. On this side the casing I09 is provided with a pair of threaded bosses I2I, one of which, however, is plugged with a screw plug I22 and into the other of which a line I23 is screwed, this line I23 connecting the equalizing devices for the front and rear pair of wheels. This line I23 connects with a branch line I24 leading to the control system. If, however, it is desirable to equalize the flow of fluid to the front and rear pair of wheels as well as to the wheels of each pair, the lines I23 from each of the equalizing devices I06 as above described can lead separately to a third equalizing device I06 and the other side of this third equalizing device I06 can connect with the line I24. This modification of the invention is illustrated by dotted lines in Fig. 1.

Referring again to the diagrammatic representation of the control system shown in Fig. l, the numeral I represents one side of this control system and the numeral I3I represents the other side thereof, this latter side also containing a reservoir I32 having an air head I I3 which compensates for expansion and contraction of the oil or other working fluid and also serves to cool the working liquid passingtherethrough. For such cooling the reservoir I32 preferably has a central partition I34 which forms a dam or weir to insure circuituous movement of the oil or other working liquid through the reservoir. However, the two pipes constituting the side I3I of the line connect with this reservoir I32 on the same side of the partition I34 so that fluid flowing the full length of the side I3I is not subject to the impedence provided by this partition.

The side I3I of the control system is also directly connected through branch lines I35 with each of the bosses 63' of the motor generator units D, E, F and G.

The side I30 of the control system is connected by a line I36 with the boss 63 of the motor and generator unit F, this line also containing a check valve I38 opening toward the side I30, this check valve being shown in its open position. Intermediate the boss 63 and the check valve I38, the line I36 is connected by a line I39 with the other side I3I of the control system, this line I 39 containing a control valve I40 which is shown as being in its closed position and which is shown as actuated by a rod I4I. This rod MI is' manually actuated; as by a small lever (not shown) on the steering wheel of the vehicle.

The bosses 63 of the units D, E and G are connected in the same manner in the control system. Thus, the side I30 of the control system is connected by a line I43 with the boss 63 of the motor generator unit D, this line also containing a check valve I44 opening toward the line I30, this check valve being shown in its closed position. Intermediate the boss 63 and the check valve I44, the line I43 is connected by a line I45 with the other side I3I of the control system, this line I45 containing a control valve I41 which is shown as being in its closed position and which is shown as actuated by a rod I48. This rod I48 is actuated by mechanism (not shown) responsive to the speed of the motor 9|. Similarly, the side I30 of the control system is connected by a line I49 with the boss 63 or the motor and generator unit E, this line containing a check valve I50 opening toward the side I30, this check valve being shown in its closed position. Intermediate the boss 63 and the check valve I50, the

line I49 is connected by a line I5I with the other side I3I of the control system, this line I5I containing a control valve I52 which is shown as being in its open position and which is shown as actuated by a rod I53. This rod I53 is also actuated in response to the motor speed; Similarly, the side I 30 of the control system is connected by a line I54 with the boss 63 of the motor and generator unit G, this line also containing a check valve I55 opening toward the side I30, this check valve being shown in its closed position. Intermediate the boss 63 and the check valve I38, the line I54 is connected by a line I56 with the other side I 3I of the control system, this line I56 containing a control valve I58, which is shown as being in its open position and which is shown as actuated by a rod I59. The rods I48, I53 and I59 are actuated to successively close the valves I41, I52 and I56 in response to increasing speed of the engine 9| by any suitable mechanism (not shown) so as to progressively cut the motor and generator units D, E and G into operation as the speed of the motor 9I increases.

The side I30 of the control system is connected bya line. I60 with the line I24. This line I60 contains a reversing valve I6I shown in its open position and shown as having an operating arm I62. The side I3I of the control system is also connected by a line I64 with the line I24, this line I64 containing a shut-off valve I65 having an actuating arm I 66, this valve I 65 being shown in its closed position.

The side I30 of the control system is connected by a line I68 with the line I03, this line containing a reversing valve I69 having an actuating arm I10; Similarly, the reservoir I 32 connected with the side I3I of the control system is connected by a line I1I with the line I03, this line I1I containing a shut-off valve I 12 having an .actuating arm I13, this valve I 12 being shown in its open position. The arms I66 and I13 of the shut-off valves I65 and I12, respectively, are interconnected by a link I15 to work in opposition to each other, that is, are interconnected so that when the shut-off valve I65 isclosed, as shown, the shut-off valve I12 is open. Similarly, the arms I62 and I10 of the reversing valves I6I and I69, respectively, are connected by a control rod I16 to work in opposition to each other, that is, are connected so that when the reversing valve I6I is moved to its open position shown, the reversing valve I69 is moved to its closed position shown. This rod I 16 is manually operated, as by a small hand reversing lever (not shown) on the steering wheel of the vehicle, and the operation of which reverses the motion of the vehicle.

In addition, the arm I62 of the reversing valve I6I and the arm I66 or the shut-01f valve I55 are interconnected by a lever I18 pivotedto a stationary part at I19 so as to work in opposition to each other, that is, as the reversing valve I6I is moved to the open position shown, the shutoff valve I65 is moved to its closed position shown. It will therefore be seen that the manual operation of the reversing rod I16 in one direction operates to close the reversing valve I69, open the reversing valve I6I, close the shutoff valve I 65 and open the shut-off valve I12 and that manual movement of the reversing rod I16 in the opposite direction serves to open the reversing valve I69, close the reversingvalve I6I, open the shut-off valve I65 and close the shutoff valve I12.

The line I03 contains a brake valvelllifl-having zogenomzs an-operating lever 48L 'isimllarly, the line t "contains 'a' brake valve i 82 "having an operatln lever F83 The operating'levers 1 8! "and F83 am *interconnected by -a--brake 'rod H34 :*so that the valves 18-0 and [82 open and close 'togethewthat 'is,- when thebrake valve 'l8 0 ls move'd toward its "open position shown, *the "brake valve I 82 "likewise moves toward its ope'n position. A "by-pass =I85 is provided in 'the line 1-03 around the *control'or-'brake valve I80, thls"by 'pass containing a. 'check "valve 186 which opens toward-the iline IGI. Similarly, --a'-by pass T88 "is provi'ded in'the'line [-24 "around "the control or =brake' 'valve +82 ithisby-pass containing "a check waive" I 88" whichopens toward the line I 23.

-Where *a heavy load is "carrled"by"any 'cne *whee1, it is -des'irable to" have wheel motor and generator unit "which is of larger capacity and *such "larger capacity can "readily be obtained "by-pro-vidinga disk 3| "and vanes 3-3 of'greater axial -"slze. With such "a unit it is necessary-to --a'dmit *and relieve the oil in'sufiicient 'VO111mB t0 permit the '-'larger vanes and -disk "to -rotate at high speed. Under such conditionstheform df fluid motor and generator unit "shown in Fig. 9 *is employed, =this having apair of housings -H'Ih which are identical *tothe housings H1 in the form "of -mctor and -generator unit shown in j-Figs. -2- 5, =except*that the face 1'6 of the cylindrical chamber 15 is continued tothe periphery o'f the unit. These=two housings are held in spaced relation by a ring 1'99 which forms the peripheral face (8 of the cylindrical-chamber Is. "This ring is "of substantially thesame axial extent 'as' the "disk 3m withinthe 'chamber 1 5, "this dis'k -being the "same i as the disk 3| of the form-of-theinvention shown in Figsfl2 5, "except that it -is 'of greater axial extent. "I'he ho-uslngs h are secure'd tothesides of the ring l-' 90' by=an annular series 'of' 'bolts l9] or'in any other suitable manner. "Each housing Hlh contains an --arcuate =port 6 I leading "to an *arcuzlte passage 62 'in'the-same -manner "as -in the form of motor *and generator unit sh-own Figs; '2-5 *s'imila-r arcuateports and passages -(not 'shown) -.being provided *at the opposite end of *the C- 'shaped working chamber 60. It will "be seen that "the f01'ms0f =inven'tion shown in Fig. 9 "cp- -'erates in the :same manner *as the flu'id motor and generator unit sh'own in Figs. 2 5 except ithat two 1 passages 62 "and "ports 6 i are "provided so that the oil *or otherworking liquid can he introducedinto and "removed --irom cooperative :relation "with the disk '3 [h and its vanes 3371 with lgreatenfacility.

It will -'-be seen that the fluid-drive 'and brake mechanism 'forming the subject of the present invention is designed to replace the present *ad- =mittedly clumsy, noisy and ineffici-erit shaft 'and gear mechanica1 drives for automotive "veihicles :and :which are particularly so '-when=m'ore Ethan-two wheel-s of the' vehicle are "drive'wheels. When-:more than two wheelsare 'drivenby shaft :and z-gearmechanical connections with "the engine of the veliicle, the greatly increased power Elosses are'only tolerated because of the require- ;ment :for the increased traction obtained --from -a :multiawheel drive with certain :veh-icles. Even then -whentmore than two 'wheels are driven it "is necessary,=with ipresentidrives, to 'cut out an but :a twoewheel :drive at higher .speed because .of.interedifierentialtpower losses, this condition obtaining .zi-n :a11:cases except where three differentials are used in a tandem :axle .drive. -=Where three :differential's :are used rmany .bene- 1 :2 ifltS are lost :nnless at .least :the ziriter-eaxle :ditferential .iszofa locking .type.

.i-soecalledifiuid cdrivesgastncw usedzinzthezauto- :motive vehi'cle :drives zrepresent imerely fluid 5 clutches and automatic gear shifting devices. -liluid "clutches, such as 217118 tlll'biHBSLIlOWMSBd, do :not ioverccme .the :fundamental *Idefects io'f ta ishaftzand rgear driverand appear to r'bea'only stop- -g'ap units :avzaitingethe :fdevelopment "of "compact, 10 positiveihigh wpressure,ilowzheat 'generating -fluid :drive 'Lunits; :Automatio gear-shifting 1 devices .in the "form-totrccstlysandadellcate mechanismsrhave :a-lso'; beenradd ednto the gpresent; heavy and; clumsy --s1rbstantially full ;mechanical zautomo-tive drives 15 hutfsuch eigear :shifting TdfiViCfiS likewise do :not

covercome the fundamental defects of the zpres- Brit automobile vehiclerdrives.

iEresent ?friction zbra'keirmechanisms for automotive vehicles also :sufier from 'iin'herent .defacts. aEvery times-affriction' brake israpplied it wears and :has :thatrmuch :less ilife .ile'ft .in the brake c'drum sand :hrake .zlining. "While :the :in- :dustry has gone a ilong'iwayiin improving brake drums "and :brake linings ;it is :believed :that the 125 ultimate answer to :i-the Zbraking :problem smust :come :through a:form :.o'f zresistance :otherithan fthrough dryzfri'ction.

:In accordance with "the present invention :hraking is saccomplishedrthroughzthe :same; fluid :drive 2 used zto ;rprope1 :zthe r-automotive vehicle and which is :donewithroilga. lubricant. lnithe pres- .ent fluid drive and zihraxking mechanism no two arelatively moving tparts *ever :come :.in contact with each other :because an :;oil.?film .'is always lmaintainedmetweenzthem. The pressuresnever huildrupshigh enoughftotdestroy the oilifilm.

:In ithe operation :of the :invention' each :of the motor :and :generator aunits =LC, .D, EB and G junctions: in ithezsame manner as the" wheel moe401tor sandgenerator runit C, illustrated in detail 1,45 arcuate port 61 :into the tugper .half .of the c- ,shaped'working. chamber 1-.6 0, aas viewed .inFig. f 3, :and' is impressed :against :the sides :of the-vanes .33 "which .divide this gupper inalf of this working cchaniherlintwseganents andzwliichzmove'radially :to:maintain-.1:ontact wvithithe walls cf :the C- :shaped working zchamber i611. The pressure :of the :flnid :causes the segmental :compartments -termed -Joyrthese vanes:33 to :expand .inlsize, ithi's driving the dis-K31 clockwise asviewediinfiigfi. -Whenithe vanes33 pass :beyond the largestipart .nf-the iceshaped working Toll-amber :Efl they .are forced radiallyjnwardlyrand the, segmental comipartments rformed thereby 791B contracted so as to'expelztheqoil fromthe arcuate port Bl ',farcuate passage'fizaand threadediboss 6.3. When the 'oil pressure :is reversed, that .is, apnli'ed .from the :boss 63', arcuate passage .162 band arcuate .port ;Bl",:it"wil1:beseenithat them-otor and generator unit C functions ;.in the :samer'manner :as above :described aexceptithat ;the1disk;-3.l iwill be :rotated in Ta, "reverse :direction, that is, vtcounteaol'ockwise .as viewediin Fig. 3. .whistmotiontcfthe .disk 3'! l of the :motor rand generator .unit Oxwhen so :act- .ing'asra motor isxtransmitted through thecsplines "30 to the 'hollowishaft :26 "whichfrotates in the roller 'bearings 22 and 24 and drives the-wheel disk -82 and :whee1'rim 84fast to the flange-8116f this "hollow shaft.

Wheniused as a :brake each :motor and gen- :eratonunitzC.becomes-asgenerator'or pump. The

torque imposed on the disk 3| from the wheel rim 84, wheel disk 82, hollow shaft 26 and its splines 30 rotates the disk 3| in a corresponding direction relative to the housing I and cover plate I3. Since the vanes 33 carried by the disk 3| are biased outwardly, as these vanes travel through the enlarging half of the C-shaped working chamber 60 they form enlarging segmental compartments which draw oil'from the corresponding arcuate port 6| or GI and as these vanes travel through the contracting half of the C-shaped working chamber 50 they form contracting segmental compartments to expel the oil through the corresponding arcuate port 6| or 6|. Since in braking the flow of oil so pumped in either direction by the wheel motor and generator units C is resisted, a corresponding braking force is imposed on all four wheels of the vehicle. I

It is vital that the disk 3| and the vanes 33 fit the side walls I2 and it of the circular chamber I very accurately. This demand is easily met with the present unit. The open housing I0 can be secured to a machining table. The disk 3| with its vanes can then be placed in the housing, all parts being micro-finished. Before the cover plate I3 is applied a honing plane can be run over the uncovered assembled unit. This operation will plane all members uniformly to zero tolerances in one operation. The cover plate I3, after having been planed oil. and polished, can be then applied. The result will be zero tolerances between the disk 3| and vanes 33 and the chamber walls I2 and I6. For clearance a liquid or other type of micro-inch gasket can be incorporated between the face II of the housing and the face I2 of the cover plate I3.

This leak tight fit of the disk 3| in its cylindrical chamber I5 is further augmented by the lateral deflectibility of the arcuate, radially outwardly projecting walls 64 defined by the arcuate passages 62, 62', the arcuate ports 6|, SI, and the cylindrical chamber. Thus, with a high fluid pressure in either of these passages, the corresponding arcuate wall 64 is deflected laterally to a slight degree to insure a leak tight fit between it and the disk 3|, this fit being provided, of course, on the high pressure side of the cylindrical chamber I5 where leakage is most likely to occur.

An important feature in providing immediate reversibility of any unit C, D, E, F or G when acting either as a motor or as a generator resides in the pressures imposed on the inner ends of the vanes 33. The inner end of each vane 33 is in directcommunication with the annular channels 49 and 50 in the side rings 45 and 46 secured to the sides of the disk 3|. These circular channels in turn communicate with the periphery of the disk 3| through the four radial ducts 52 containing the inwardly opening check valves 56. As a result the pressure at the inner end of each vane 33 is always at least equal to the highest pressure on either side of that vane, because the pressure at the inner ends of the vanes is always equal to the maximum oil pressure in the housing I0. This maximum oil pressure against the inner ends of the vanes 33 insures against the leakage of oil past the outer ends of the vanes at any time. In this connection it will be noted that the face 40 of each shoe 30 is smaller in area than the inner end of its vane 33.

Leakage past the vanes 33 is further prevented by the form of the shoes 39 at the outer ends of the vanes 33. These shoes present broad Iaces 40 fitting the peripheral wall I8 of the chamber so that a low unit area pressure obtains with a resulting minimizing of the danger of breaking down the oil film therebetween. At the same time the shoes 39 are free to oscillate in their semi-cylindrical sockets 38 so that the faces 40 always follow the peripheral wall It truly. At the same time the lips 42 and pins 44 insure retention of the shoes 39 on the vanes 33 at all times.

In the operation of a motor vehicle equipped with the motor and generator units C, D, E, F and G connected in the manner illustrated diagrammatically in Fig. 1, the driver starts the engine 8|, all of the valves I40, I41, I52 and I58 being open. Under this condition the engine is idling and while the shaft 26a and all of the disks 3| with their vanes 33 of the multiple or tandem motor and generator units D-G are rotating the now outlet bosses or outlets 63 of this unit are directly connected to the inlet bosses or inlets 63 of this multiple unit. Thus, the outlet or boss 53 of the unit F is connected through the lines I36, I39, I3I and I35 to boss 63 of this unit F; the outlet boss 63 of the unit D is connected through the lines I43, I45, |3| and I35 to the boss 63' of this unit D; the outlet boss 63 of the unit E is connected through the lines I49, |5|, |3| and I35 to the boss 63 of this unit E; and the outlet boss 63 of the unit G is connected through the lines I54, I56, |3I and I35 to the boss 63 of this unit G. Accordingly, the oil enters each of the units F, D, E and G at substantially the same pressure that it leaves these generators and no power is transmitted to the wheel motor and generator units C. The oil is supplied to the motor and generator units at about 25 pounds pressure from the reservoir I32 and these units are always kept full of oil to prevent vibration, jerking or chatter of any of the motor and generator units.

To start the vehicle moving forwardly the driver merely moves a small lever (not shown) which acts through the rod IM to close the control valve I 40 as gradually as may be desired. When this occurs the bypass I36, I39, I3I, I35 from the outlet 63 of the generator F is out 01f and fluid pressure starts to build up in the lines which are stippled in Fig. 1 to indicate, under this condition of operation, the high pressure side of the system in contrast with the unstippled lines which represent the return or low pressure side of the system. The pressure building up in the outlet line I36 from the generator F opens the check valve I38 so that pressure flows into the now high pressure side I30 of the system, the other units D, E and G being isolated by the check valves I44, I50 and I55, respectively. The oil from the high pressure side I30 of the system is blocked by the now closed reversing valve I69 and passes through the line I60 past the now open reversing valve IBI into the line I24. The oil flows past the now open braking valve I82 in this line I24 into the line I23 and past the equalizing devices I06 into the lines I04 leading to the now inlet bosses 63 of the wheel units C which now serve as motors.

The oil under pressure flowing into the boss 63 of each wheel motor C flows through the arcuate passage 62 and arcuate port 6| thereof into one end of the C-shaped working chamber 60 so as to drive the disk 3| and its vanes 33 in a clockwise direction as viewed in Fig. 3. As each vane encounters the now outlet arcuate port 6| the arcuate compartment in advance "these .lines IGil the returning oil passes through the common lines 1m and I93'past the now open reversing valve IBI'I into the line 'IH and past the now open shut-off valve I12 therein into ltheireservoir I32 and over the weiror baiile I34 therein into the low pressure side I3I of the "sys- :tem. From the line I31 the oil 'flows through the "corresponding branch I35 into the inlet 63' of the generator unit F to complete the cycle. In passing through the reservoir I32 and over its baffle I34 the oil is cooled, the heat being dissipated through the walk of this reservoir.

In passing through each equalizing device I06 "theoil enters from the single inlet line I23 and enters the two working chambers 'I I9 on the corresponding side of the group of four gears -I'I'3, these sides of these working chambers being in -communication with each other through the opening I29 in the partition I08. 'Since'all of the of wheel motors C of each axle regardless-of the degree ofresistance which each of these wheels offers. Hence each wheel receives power substantially equal to its companion wheel and in proportion to the weight it carries in comparison to the wheels on the other axles. Furthenby these equalizing devices I06 power is metered to each wheel in such a way that equal power is applied to both wheelsof'agiven axle when'going around corners. To permit the necessary dif- '-ferential'movement of the wheels of each axle in'goingaround curves, sufficient clearance isleft between the gears II 3 and casing'walls I'IB so as to permit the slightly greater flow of oil to one wheel to permitit to travel faster than its companion wheel. However, this slight clearance is not 'sufiicient to permit a substantial differential in the speeds of the wheels but only that necessary topermit the free rounding of curves. Hence, should one wheel beon, say, ice or mud, and the 'other'on dry pavement when the power is applied, the one on ice cannot spin and take power away from'the other wheels. Instead, the wheel on the ice'will not rotate more than a slight degree faster than the other wheels because the how ofoil to the unrestrained wheel is checked by its equalizing device I06. In efiect the equalizing devices 'I'IlB are superior to a'lo'cking differential because'they permit difierential "action to the required degree but do not allow *all'the power to go to the wheel which has little traction. A locked differential is bad for steering and tire wear.

As'the engine 9I picks up in'speed, an engine speed responsive mechanism (not shown) progressively actuatesthe rods I48, I53 and I59 to successively close the control valves [41,152 and I59. This progressively cuts the generator units 'D, E and G into service in the same manneras the initial manual opening of the control valve I40 cuts the unit F into service as previously described, this description not being repeated for *each of the units D, E and G. As the engine speed reduces the engine speed responsive mechdriver.

:anism .(not shown) progressively actuates the rods I59, I53 :and I48 tosuccessively "open the 'control'valves I59, I52 and I41. 'This'pro'gressively cuts the generator units G, EandD out of operation. Hence beyond the lowest speed the engine to wheel .ratio changes are automatic. The control of'the accelerator pedal, which controls the engine speed and hence the engine 'to wheel ratio, is, of course, under control of the driver but the engine to wheel ratio changes automatically without notice or control on the part of the driver. Therefore it is impossible to race the engine becausethe engine :to wheel'ra'tio automatically changes and keeps the engine in themost efficient range at all times.

While the number of motor and generator units as well as the engine to wheel ratio can be widelyvaried, with a pleasurecar, where the road wheel speed does not exceed approximately 1201] R. P. M. at 100 miles perhour, and with the wheel loading uniform and with an engine-of a top rating of "3600'R. P. M., a practical application of the invention would call .for one motor and generator unit C to driveeach wheel -'-and a 3 to 1 gear reduction between the engine III and the multiple or tandem generator unit D-G. This multiple or tandem generator unit D-G would contain six generators insteadof the four shown to keep within the desirable range of torque and economy without attention from the With such an arrangement the following chart shows a practical range of ratios of engine to wheel speeds and practical engine 'speeds at which each of the generators is cut into and out of operation:

Generator Working agga gg fi 0J0 000 ICFZO 1, 000-2, 000 -30. 1,330 000 30740 1, 500'2060 50 1; 600-2; 000 1, 665%,(10

In commercial applications, the size andnumber of the fluid drivegenerator and motor units would be adapted to the particular conditions encountered. For example, in a three axle vehicle where the two rear axles carry e ualloads, it is practical to use the same size of motor and generator units C on the tworear axles as are used in the tandem or multiple unit D-G connected with the engine. However, in this vehicle the front axle, if designed to carry a lighterload, would be powered by front axle motor andgenerator units C identical to those used on the rear .axles except for the depth of the cylindrical chamber I5 which would be designed to have only a proportional capacity of the rear or heavier axle units C.

'It will be seen that the inventionis completely flexible for application to all types of vehicles and engines and is adaptable to highway pleasure cars, buses, trucks, trailers and railroad cars.

When the driver wishes .to brake the vehicle all that is necessary is to actuate a small manual or foot lever (not shown) to actuate the rod I84 and turn the brake valves I30, I82 toward their closed position. The extent to which these brake valves are closed will determine the degree of braking of the vehicle. When the vehicle is moving forwardly, closing the brake valve I32'is ineffective as the oil is free to bypass throughthe bypass Ifiilpastthe check-valve I89 therein and which openstoward the line 123. However, with such forward movement of the vehicle the brake valve I80 is effective since the check valve I86 in its bypass I85 is closed against oil flow in the corresponding direction. Closing this brake valve I80 restricts the flow of oil from the wheel motor and generator units C (assuming forward movement of the vehicle) and since it is assumed that the driver would release the accelerator in braking, this restriction also restricts the direct return of oil to the wheel units C through the open lines I56, II or I45. With such braking each wheel motor and generator C instantaneously becomes a motor or pump, pumping the oil in the same direction as beforebut reversing the relation between the high and low pressure sides of the system as distinguished by the stippled and unstippled parts of the system in Fig. 1. The flow of oil from the now high pressure to the low pressure side of the system is resisted by the brake valve I80 which is now on the high pressure side of the system and hence the vehicle is decelerated to the degree desired.

When the driver wishes to reverse the vehicle all that is necessary is to actuate a small manual or foot lever (not shown) to actuate the rod I16 and turn the reversing valves I6I, I69 into the opposite relation shown in Fig. 1, that is, to close the valve IBI andopen the valve I69. At the same time, through the centrally pivoted lever I18, this movement of the rod I16 opens the shut-off valve I65 so as to render the line I64 operative and closes the shut-off valve Il2 to render the line I14 inoperative. With this reversing of these four valves the flow of high pressure oil from the side I is through the line I88 and past the now open reversing valve I 59 and thence through the line I 03 with its open brake valve I80 and bypass I 85 to the lines IOI and I00 leading to the bosses 63 of the wheel motor and generator units C, the flow of fluid to the side I3I being blocked off by the now closed shut-off valve I12. It will therefore be seen that the high pressure side of the system is now the unstippled portion thereof as viewed-in Fig. 1, this being the reverse of the condition which obtains during forward driving of the vehicle. After passing in a reverse direction through the several wheel motor and generator units C the oil flows into the lines I04 and through the equalizing devices I 06 to the line I23.

From this line I23 the oil flows through the line I24 and its open brake valve I 82 into the line I64 and past the now open shut-01f valve I 65. From the line I64 the oil flows into the side I3I of the line and into the branches I leading to the inlets 63 of the multiple or tandem generators DG. This completes the circuit of the oil flow in driving the vehicle in a reverse direction. It will be noted that in this reversing of the vehicle the oil, in effect, is by-passed around the reservoir I 32 in that it does not pass over the baffle I34 therein. The cooling effect provided by this reservoir I32 is not required with low reverse speeds of the vehicle and by this expedient of, in effect, by-passing this reservoir in reversing, its impedance is eliminated.

In decelerating the vehicle while traveling in a reverse direction, the operator moves the brake rod I83 to close the brake valves I80, I82 the desired degree in the same manner as when going forwardly. With the reverse flow of oil through the system when the vehicle is traveling in re verse the brake valve I80 is ineffective as the check valve I86 in its bypass line opens in the reverse direction of oil flow as above described. However, the check valve I88 in the bypass I88 associated with the brake valve I82 closes in this reverse direction of oil flow and hence renders the brake valve I82 effective to restrict the flow of oil through the wheel units C. Since in braking the operator would release the accelerator and hence open the line through the multiple or tandem motor and generator unit DG and since in braking each wheel motor and generator unit C becomes a generator or pump, the restriction offered by the brake valve I82, in reverse movement of the vehicle, operates to check the movement of all wheels of the vehicle to any desired degree. Further, since when the wheel motor and generator units C so become generators, the high and low pressure sides of the system reverse, it will be seen that the brake valve I 82 is in the high pressure side of the system when decelerating the vehicle traveling in reverse. Thus, decelerating in forward travel the operative brake valve I is in the then high pressure side of the system and when decelerating in reverse travel the operative brake valve I82 is in the then high pressure side of the system, thereby to obtain uniformity in braking under all conditions. This is accomplished by the check valved bypasses I85 and I88.

In decelerating or braking the vehicle while traveling in either direction by so closing the brake valves I80, I82, the heat generated is dissipated in the reservoir I 32 which serves as a combination reservoir and radiator. The braking effect can be applied for several miles or a. few feet without causing any added wear to the parts. The energy is not absorbed by friction but is resisted by restriction to the oil flow and turned into heat. The radiating effect of the reservoir I32 is ample to take care of continuous brake applications regardless of how. long or severe the application. No wear occurs in the system while braking because all moving parts are surrounded by an oil film and the pressure between the parts are never high enough to break the oil film. For example, the vehicle could be driven for thousands of miles with a continuous brake application and no more wear would show up in the driving or braking portions of the system than if no brakes had been applied. The only bad effect would be found in the enginebecause of the continuous heavy load applied to it.

It will also be seen that the driver can use the engine as a brake. Thus, when the throttle for the engine 9| is closed with the vehicle moving, the movement of the vehicle turns the wheels at a speed in excess of the oil supplied to the wheel motor and generator units C so that these wheel motor and generator units C instantly become generators and pump the oil through the multiple or tandem motor generator DG. This multi-- ple or tandem generator unit therefore becomes a motor and turns the engine 9|. The engine, as in a conventional vehicle, without free wheeling, resists the vehicle movement. This resistance will not create any more heat in the fluid system than the driving effect does.

It will further be seen that at low speeds the oil in the system will travel quite slowly and at its highest pressure, thereby providing the necessary power to provide a heavy pulling effect upon the vehicle. The entire capacity of the engine 9| is applied to the single generator F when so traveling at low speed and where heavy pulling of the vehicle is encountered. As the vehicle speed increases and additional generators D, E and G come into action, the fluid pressur is reduced. However, at higher engine speeds a larger volume ace 0,573

19 oftoildscpumped;andtthemilt travelsaat a :progressiv'elyhighers speedonvelccity butatia lowerprese sure.

iIt-iwill be seen that eachuof"thewheel'motor and generator unitswassshowntindetail: in Figs. is adequately sealed against the: loss of oil;. particnlarly against the loss:,of:-oil undenhigh'pressure. Thiasxthe 'reservoirrpressure of, say"?.5 pounds, will-:iobtaimthroughout: thewentire unit up towthe oil. seals 2-5 and l9ratthe outer endnithe hollow shaft- 26. Whatever =high pressure: fluid passes between the,di'sk-.3 l-andthewalls l2 and: i6 ofits circular: chamber l-aaut0-1natica1j1y passes to the low;pressurezonev ofithe'un-it. Therefore, there williberno fluid lcssrex-cept that which passes the 562115125. andfl'9 under the minimum pressure in the system. Accor.dingly,,the units will lose very little oiliandtthe amount of? fluid required to replenish-.the system throughtlosseof operation-is negligible;

.c-From. the,- foregoing it will beseen that the presentdnvention provides extremely simple, efficient and. com-pact fluid .driVeand brake mechanism;:partic.ularly for.automotive'vehicles; which overcomes vthensiany inherent defects of present mechanical and semi-mechanical drive and braking systems. andsaccomplishes. the-various. obj ects set. forth.

1-. claim:

1. A,..fluid. drive. unit comprising ahousing providing .a.- cylindricalichamber, a one piece cy1in dricaldisk iournaled eccentrically insaid-. chamher. and. having opposite. planar side walls fitting the side .walls; ofsaidcylindrical chamber, said disk being provided ..-wit'h i .a pluralityof spaced slots. extending generally. radially, inwardly from its ,periphery ,partway ,into the disk and have closedbottoms,.avane. fittedin-zeach of said: slots f0r..radial-. movementrelativetocsaid disk and fitting, said .siclewallsof said cylindrical. chamber, a ring. separate. fromsaiddiskv arranged in- .an annular chamber provided insaidhousing. concentric with-the. axis of saiddisk and adjacent the innenends oftsaid slots, means securing said ring to one side wall-ofisaid disk-saidring-belng-provided. on. its .diskside with an. annular channel registering with the .inner end :.of each ofsaid slots. means. for admitting and. relieving. fluid to and from the space in saidcylindr-icalchamber betweentheperiphery of said disk and the opposingwvallof=sai.d. housingin driving relation to said vanes, and a plurality of checkvalveseach arranged. in.-a passag through said disk leading from. said. space .to-said annular channel and openingutowardisaid channel to transmit substan tially. the. highestfluid: pressure developed in said housing. from said space vto said annular channel.

.2 In .a. fluidv drive unit. having a, housing .pro-

viding 5 a *cylindricalxchamber; a: cylindrical disk journaled eccentricallyiinrsaidcasing and having opposite planar sidewalls fitting th a side walls of' said cylindrical chamber, said disk being 'provided witha plurality-of spacedslotsextnding genera-11y radially inwardly from its; periphery a vane fitted in each ofsaidslots for radialmovement" relative to said disk andxfitting said side walls of said cylindrical chamber, means biasing said vanes radially: outwardly; into contact with the peripheral- .wall of: said cylindrical. chamber, the combination therewith-of means tori-admittingand relieving-fluidto and from said cylindrical: chamber indriving relationwith said vanes, comprising an elongated-arcuate .portin said side wall of-said cylindrical chamber-and communicating with one endof the enlarging space between said= eccentric disk and said cylindrical chamber for a substantial distance along the length ofsaid space, saidhousing beingprovidm with a second elongated arcuate port in said side wall of said cylindrical chamber and communicatingWiththe-other end of the-space between said eccentric disk and said cylindrical. chamber for a substantial distance along the-length of said space; andsaid housing being provided with an arcuate passage conforming-andcommunicating with each". of said arcuateflports on the. side thereof remote from. said cylindrical chamberand said arcuate passages being disposed. radially inwardly from saidarcuateports to provide radially outwardly. projecting walls of athickness permittingsaidv walls toloe deflected laterally into-sealed engagement with. said disk byhigh fluid, pressure in. said arcuate passages, andmeansconnecting said arcuate passages to opposite-sidesoithe fluid lines serving theunits.

ALBERT F. I HICKMAN.

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'13g298g1'78' aGhurchill Mar. 25,1919

TI ,78 7;565 Brown fJan.-' 6,1931

.1;'798,738 'Hoern Mar. 31,- l 1931 1,926,692 'Tarbox "Sept. 12,1933

2243;464 'Kucher May 27, 1941 2;357,333 "Kendricketal Sept. 5,1944 :2,474=;348 Gzerner June528, I949

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