USRE20846E

USRE20846E - Variable speed transmission

Info

Publication number: USRE20846E
Authority: US
Publication date: 1938-09-06

Description

Sept. 6, 1938. A. Y. DODGE VARIABLE SPEED TRANSMISSION Original Filed Sept. 19, 1950 4 Sheets-Sheet 1 A. Y. DODGE J VARIABLE SPEEDERANSMISSIdN ori inal Filed Sept. 19, 1950 4 ets-sheet 2 Jai Sept. 6, 1938. A. Y. DODGE VARIABLE SPEED TRANSMISSION 4 Sheets-Shet 5 Original Filed Sept. 19', 1950 Way @255.-

Sept. 6, 1938. A. Y. DODGE 5 VARIABLE SPEED TRANSMISSION Original Filed Sept, 19, 1930 4 Sheets-Sheet 4 "am 1 h Reissued Sept. 6, 1938 UNITED STATES PATENT, OFFICE VARIABLE SPEED TRANSMISSION Adiei Y. Dodge, South Bend, Ind.

Claims.

My invention relates to variable speed transmission.

One of the objects of my invention is to provide,an improved variable speed transmission suitable for automobiles, and the like, in which an improved automatic pickup is provided between the engine and the propeller shaft.

A further object is to provide such a construction in which improved means are provided for effecting reverse movement.

Still another object is to provide a variable speed transmission in which the variable speed elements are called on to handle less power than the input power.

5 Further objects will appear from the description and claims.

.In the drawings, in which an embodiment of my invention is shown:

Figure 1 is an axial section; Figure 2 is a section'substantially on the line -,22 of Figure 1.;

Figure 3 is a section substantially on the line 3-3 of Figure 1; I

' Figure 4 is a section substantially on the line 4-4 of Figure 1;

Figure 51; a section on the line 5-5 of Figure 1;

Figure 6 is an axial sectional view showing another form of my invention;

Figure 'l is a section on the line 1-1 of Figure 6;

Figure 8 is a sectionon the line 4-9 of Figure 6;

Figure 9 is a section on' the line 9-9 of Figure 6; and

Figure 10 is an axial sectional view showing still another form of my invention.

Referring to the drawings in generaL'the constructionshown comprises a drive shaft l which may be an extension of the crankshaft for an internal combustion engine for automobiles, a flywheel 2 rotatable with the drive shaft, .a double-throw crankshaft 3 rotatable with the drive shaft, a driven rotor 4 which may also serve as a flywheel, mass inertia transmission between the crankshaft and driven rotor, a sun gear 5 also rotatable as a unit with the drive shaft i, a'gear carrier 6, planetary gearing I mounted on said gear carrier, a driven ring gear 9 meshing with said planetary gear, a dog clutch 9 shiftable axially to four. difierent positions, means for alternatively connecting the driven rotor either with the ring gear-or with the gear carrier, a reversible impulse rectifying clutch ID for holding the driven rotor 4 against reverse rotation to eilect l w speed p s t e forwa d and latermediate variable forward speeds under one set of conditions, and to effect reverse rotation of the driven rotor 4 under another set'of condi- 0B8.

The mass inertia transmission between the 5 crankshaft and the rotor 4 may comprise a pair of pistons or plunger members II for reciprocaf tion in a pair of guide members l2 on the rotor 4, and a pair of connecting rods l3 connecting the double-throw crankshaft 3 with the plungers Ii. 10

The gear carrier 8 may comprise a pair of plates l4 and I5 between which the sun gear 5 and planetary gearing l are located, the planetary gearing I being mounted on shortpins or shafts l8 extending from one plate to the other.

The dog clutch 9 may be shiftable axially by means of a shifting collar ll secured to the driven shaft llon which the dog clutch 9 is mounted to any one of four different positions. When the dog clutch 9 is in the extreme righthand position, the laterally extending teeth l9 on the dog clutch engage correspondingly shaped notches in the clutch member 20 on the hub on the ring gear 8 so that in this position the driven shaft rotates with the ring gear. 5

In the next position of the dog clutch 9, that is the position next to the extreme right-hand position, the'clutch is in neutral, that is to say, none of the teeth on the dog clutch are in engagement with any part of the planetary gearing so that all parts of the planetary gearing may rotate without causing any rotation of the driven shaft It.

In the next position of the dog clutch, that is, the position next to the extreme left-hand position, the radially extending teeth 2| of the clutch 9 are in engagement with correspondingly shaped radial notches-on the flange 22 of the plate member ll of the gear carrier. In this position, therefore, the driven shaft I8 is connected to rotate with the gear carrier 9. In the extreme left-hand position, the laterally extending teeth 23 of the dog clutch 9 are in engagement with correspondingly shaped notches on the hub portion of the sun gear 9. In this position, therefore, the drive is'direct from the drive shaftl to thedriven shaft l8.

The means for alternatively connecting either the ring gear or the gear carrier with the driven rotor 4 comprises an axially shiftable clutchso member 24- for alternative engagement either with theringgearorthe gear carrier andan axially shiftable clutch shifting ring 25 having a yielding connection with the shiftable clutch member 24. This clutch shifting ring 25 is cous5 nected with the driven rotor 4 so as to be rotatable therewith, but is shiftable axially with respect thereto by means of a pair of drive pins 26 secured to the rotor l and extending through openings in the clutch shifting plate or ring 25. The clutch shifting plate may be provided with an annular channel 21 for engagement with any suitable shifting pin.

When the clutch shifting ring and clutch are shifted to the right-hand position in Fig. 1 the laterally extending teeth 28 on the clutch member engage correspondingly shaped recesses on the hub of the plate of the gear carrier so that in this position the gear carrier is connected with the clutch member 24, When the axially shiftable clutch member is moved to its left-hand position the laterally extending teeth 29 on the clutch member engage correspondingly shaped recesses on the flange SI of the ring gear carrier so that in this position the clutch, member is of the clutch member 24, a pin or bolt 34 is provided extending between the laterally extending cars 32 on the clutch shifting plate and through the laterally extending ear 8! on the clutch plate. This pin it also serves to center and position the cushioning springs II through which it extends. The reversible impulse rectifying clutch construction comprises a worm gear 3| formed as an integral part of the driven rotor 4. a worm meshing with this worm gear and mounted in suitable spaced bearings 81 in the housing 88, and capable of slight endwise movement in said spaced bearings. a pair of conical friction discs a mounted on the shaft 4. of the worm, a pair of conical friction surfaces ll cooperating with the friction discs I, respectively, a pair of slidably mounted thrust-bearing members 42 cooperating with the ends of the worm shaft, a pair of coil compression springs II for holding the thrust-bearing members in cooperative relation withrespecttotheendsofthewormshaft,and means for selectively placing either one of the frlctiondiscsilincondltiontobeforcedbyendwise movement of the worm'shaft into engagement with the cooperating conical friction .surface ll. The latter means comprises a pair of screws ll engageable with the thrust bearings.

respectively. a pair of rock arms I! mounted on 7 the screws 44, respectively, a rock shaft 40 and a pair of forked rock arms II mounted ou-this rock shaftandengageablewlth thepins 48-01: the rock arms.

In operation the impulse rectifying construction'maybesetsoastopermitfreerotaticn of the worm gear in one direction, but-soasto-preventrotationofthewormgearintheopposite direction. Ifitisdesiredtopermitclockwlserotationofthewormgearasseeninl'lg.5,the

rockshaftliismovedtoapositionwhichwill shift the right-hand slidably mounted thrust bearingtothemtoanextentsumcienttopreventanycontactbetweentherlght-hand friction disc as and its corresponding friction surface 4| (but not, however, far enough to actually bring the left-hand friction disc 39 into contact with its corresponding friction surface 4| with this setting, if an impulse is exerted on the worm gear, tending to move it in a clockwise direction, there will be practically no resistance offered to this rotation by the worm as it can rotate freely, both oi the friction discs being out of engagement with their respective friction surfaces. However, if an impulse is exerted on the worm gear, which gives it a very slight counterclockwise rotatlon, the left-hand friction disc 39 will immediately be moved into engagement with its friction surface 4|, and due to the mechanical advantage offered by the friction disc and worm, counterclockwise rotation of the worm gear will be prevented. The disengagement of the lefthand friction disc with its friction surface is permitted because of the fact that the screw 44 which controls the thrust bearing 42 has been moved to a position in which it is a slight distance away from the adjacent end of the thrust bearing.

In order to cause reverse or coun rciockwiserotation of the worm gear the rock shaft 46 is moved to a position which will cause the lefthand thrust bearing 42 to slide to a' position which will prevent the left-hand friction disc I! from 8118881118 its friction surface ll and which will withdraw the screw 4 which controls the right-hand thrust bearing 42 from engagement with this thrust bearing sufficiently to permit the right-hand friction disc 39 to engage its friction surface ll upon clockwise rotation of the worm gear. Under this set of conditions the worm gear can rotate freely in a counterclockwise direction because of the fact that the left-hand friction disc cannot engage its friction surface; However, if an impulse is exerted on the worm gear, which moves it slightly in a clockwise direction, the right-hand friction disc will immediately engage its friction surface and prevent clockwise rotation of the worm gear.

For low speed positive forward and intermittent varlable forward speeds the rectifying clutch llisset soasto permiti'orwardrotation and prevent reverse rotation. This gives effect to theforward impulses of-the mass inertia transmission, but kills of! the eflect of the impulses tending to give reverse rotation to the driven rotor 4. Under these conditions the clutch member 2| being connected with the l 'orlowspeedforwardfliedogclutchiis In this, position of the parts the input power is divided into two parallel paths which are recombined at the driven member. One of these paths includes the extension of the shaft l terminating in the sun gear 5 and the other includes thevariable speed mass-inertia transmission and the ring gear 8. Both the sun and ring gears tend to drive the carrier 8 in the same direction and reaction on the carrier produced by the load on the shaft I 8 tends to turnboth of these gears in a direction'opposite to their normal direction of rotation. Thus regeneration where the torque on the driving shaft is cumulative is avoided and the power transmitted by each of the parallel paths in the present struc-: ture is less than the input power on shaft I.

For reverse, the dog clutch it would be connected with the ring gear 8, the clutch member 24 would be connected with the gear carrier 5 and the impulse rectifying clutch in would be put in condition to prevent forward rotation of the gear carrier 5. Under these conditions forward rotation of the sun gear 5 would cause reverse rotation of the ring gear 8, as the gear carrier 5 would be held against forward rotation. As the dog clutch 9 is connected with the both the gearing and impulse transmission are ineflective regardless of the position of clutch member 24. If the clutch member 24 is in its central position and out of engagement with both the ring gear 8 andgear carrier 6 the transmission is in neutral with no connection be-' tween the driving and driven shafts for any position ofthe clutch 9 except the extreme left position thereof described above.

If desired the impulse transmission may be connected directly to the driven shaft and the gearing rendered ineffective either by shifting clutch 24 to the left and clutch 9 to the right to connect both.wlth ring gear 8 or by shifting clutch 24 to the right and clutch Ito the central position to connect both to the gear carrier 5. In either of these positions impulse drive is transmitted directly to the driven shaftat ratios varying from to l to 1 and the gearing rotates idly without affecting the transmission.

' The construction shown in Figs.6,- 7 and 8 comprises a transmission between the fly wheel 49 and sun gear 50, including an impulse transmission a one-way reactance clutch 52,- and an impulse transformer or equalizer 53; planetary gearing 54 meshing with the sun gear 50, a reversible ring gear 55 meshing with the planetary gearing, means 55 for properly controlling the rotation of the planetary gearing and the reversible gear, and means for connecting the propeller shaft 51 either with the ring gear or with the planetary gearing, or for placing it in neutral position. 7

Before describing further the details of construction I will briefly outline the operation. For forward driving, the rotation-controlling lever 55 is flrst placed in position to hold the ring gear 55 against rotation and the propeller shaft 51 is connected with the planetary gear carrier 59. The engine is put in operation, and as it speeds up it exerts rotational impulses on the worm gear Bl, first in one'direction and then in another through the centrifugal impulse transmission 51. The worm, 5|, however, renders the reverselyacting impulses ineflective, permitting only the forward impulses to be effective. This results in a forward rotation of the worm gear 60 and consequently of the sun gear 50 which is connected with the worm gear through the impulse regulator or equalizer 53. This rotation of the sun gear causes a positive slower rotation of the planetary gearing 54 and hence of the propeller shaft 51. It will be noted that there are two stages of torque multiplication when the transmission is used as above described, one being because of the impulse transmission 5| and one-way reactance clutch 52,'and the other being in consequence of the slower speed of the planetary gearing 54 with respect to the sun gear 50.

As the speed of the planetary gear carrier 59 increases, the eccentrically-weighted planet gearslever 58 may be placed in neutral, whereupon the ring gear 55 will rotate faster and faster until it finally rotates at the same speed as the planetary gearing 54, thus eifecting a one to one transmission from the flywheel 49 to the propeller shaft 51.

For reverse drive, the rotation-controlling lever 58 is placed in position to release the ring gear 55 for rotation and to hold the planet'gear carrier 59 against rotation. The propeller shaft 51 is connected with the ring gear 55. Under these conditions when the engine is in operation the sun gear 50 will rotate as above described and this rotation of the sun gear will cause-reverse rotation of the ring gear 55 in the well-known manner of planetary gearing.

The impulse transmission between the flywheel and worm gear may be substantially the same as that disclosed in my eopending application Serial No. 439,285, comprising a plurality of arms 62 pivotally mounted on a' collar 53 secured to the flywheel shaft 64 and carrying at their free ends rollers 65 for engagement with tracks 55 on the worm gear 50.

The one-way reactance clutch may be the same as that just described in connection with Fig. 1 comprising the worm gear ill and worm iii. The impulse regulator or equalizer may be the same as that disclosed in my copending application; Serial No. 439,285, comprising cushioning members 61 disposed between inwardly extending vanes 68 on the worm gear 50 and outwardly extending vanes on a collar 10 secured to the sun gear shaft 1|.

The planetary gear 54 may be mounted on shafts 12 secured in oppositely disposed plates 13 forming the planetary gear carrier. The rotation of the planet gear carrier may be controlled by means of a brake-band 14 engaging a brake drum 15 secured to the hub of the gear carrier plate 13.

The rotation of the ring gear maybe con trolled by meansof a brake-band 15 engaging the periphery of the ring gear 55. The two brakebands may be controlled by a cam slide 11 connected to the rotation-controlling lever 58. When the rotation-controlling lever 58 is moved rearwardly the cam slide 11 is moved forwardly,

brake drum 1! against rotation. When theretation-controiling lever is in vertical neutral position both cam members 18 and I9 are out of cooperative relation with their respective brakebands. when the rotation-controlling lever is in forward position the cam slide is in its rear position and the cam member 19 engages the brakeband It to hold the ring gear 55 against rotation.

The propeller shaft may be shifted longitudinally in any suitable manner to bring the dog clutch 80 to any one of three different positions.

In its rearmost position the dog clutch an engages the corresponding clutch formation of the ring gear 55 for reverse rotation.- In its extreme forward position the dog clutch engages the clutch formation on the sun gear 55 for direct drive. In an intermediate forward position the dog clutch engages the planet gear carrier for low speed forward and all intermediate speeds. In an intermediate rear position the dog clutch is neutral and not in engagement with any driving member.

'Ihe planet gears may be eccentrically weighted, thus making of them an impulse transmission acting between the sun gear and ring gear.

In Figs. 9 and 10, I have shown a construction in which the transmission is provided between the engine flywheel l9 and an ordinary sliding gear transmission II, such as is not commonly used in automobile transmissions, this intermediate tron comprising an impulse transmission ii, a one-way reactance clutch 52, and an impulse equalizer or regulator 53 similar in every respect to the impulse transmission, one-way reactance clutch and impulse regulator described in connection with Fig. 6. This provides a centrifugal pick-up with an increase of torque ahead of the sliding gear transmission, dispensing with the necessity of the usual foot-controlled clutch and enabling a smooth graduated pick-up to be obtained.

The sliding gear ton may be of anysuitable type usually comprising a gear shift lever 82 shiftable to any one of the four usual speed positions, in one of which the drive is direct from the shaft I! through the usual clutch 84 to the propeller shaft 85. The shift to the various speeds is accomplished in the usual manner through the counter-shaft 86 having the low and second speed pinions 81 and 88 respectively, the reverse pinion ll and the reverse idler (not shown), the shift being accomplished through the propeller shaft gears it and 9|.

While several embodiments of the invention have been shown and described in detail, it will be understood that many changes might be made therein and it is not intended to limit the scope of the invention to the forms shown not otherwise than by the terms of the appended claims.

I claim: I

1. A variable speed transmission comprising a driving rotor, a' driven rotor, mass inertia transmission between said driving rotor and driven rotor, means for exerting alternating impulses on said driven rotor, and one-way reactance clutch means preventing rotation of the driven rotor in one direction but permitting it in the other, a sun gear rotatable substantially with driving rotor, a driven rotor, mass inertia transmission between said driving rotor and driven rotor, comprising means for exerting alternating impulses on said driven rotor, and one-way reactance clutch means preventing rotation of the driven rotor in one direction but permitting it in the other, a sun gear rotatable substantially with said driving rotor, a gearv carrier, planetary gearing mounted on said gear carrier and meshing with said sun gear, a driven gear meshing with said planetary gearing, driving connections between said drlven rotor and driven gear, means for holding said gear carrier against rotation to effect -reverse rotation of the driven gear, and means whereby the driven gear may be disconnected from the driven rotor for reverse.

3. A variable speed on comprising a driving rotor, a driven rotor, mass inertia transmission between said driving rotor and driven rotor, comprising means for exerting alternating impulses on said driven rotor, and one-way reactance clutch means preventing rotation of the driven rotor in one direction but permitting it in the other, a sun gear rotatable substantially with said driving rotor, a gear carrier, planetary driven rotor in one direction but permitting it in the other, a sun gear rotatable substantially with said driving rotor, a gear carrier, planetary gearing mounted on said gear carrier and meshing with said sun gear, a driven gear meshing with said planetary gearing, connections whereby either said gear carrier or said driven gear may be connected alternatively with said driven rotor, and means for holding said gear carrier against rotation whereby said driven gear when disconnected from saiddriven rotor may be given reverse rotation.

5. A n comprising a rotatable driving member, a planetary on comprising a sun gear rotatable with said driving member. agearcarriercoaxialwlththesim gear,gearing on said 888.1 carrier meshing with said sun gear and a driven gear coaxial with the'sun gear and meshing with the gearing, and mass inertia transmission driven by said driving member and connectible alternatively either with said driven gear or with said gear carrier.

6. A variable speed tr on comprising a driving rotor, a driven rotor coaxial therewith, a mass inertia on between said rotors, comprising means for exerting alternating impulses on said driven rotor, 7 and one-way reactance clutch means preventing rotation of the driven rotor in one direction but permitting it in the other, a sun gear rotatable substantially as a unitwith said first rotor, a gear carrier coaxial with said sun gear, a planetary gearing on said gear-carrier meshing with said sun gear,

and a driven gear meshing with said planetary gearing and rotatable substantially as a unit with said second-rotor.

7. A variable speed n comprising a first rotor, a second rotor coaxial tlm-ewith, a

mass inertia on between said rotors. a sun gear rotatable substantially as a unit with said first rotor, a gear carrier coaxial with said sun gear, a planetary gearing on said gear carrier meshing with said sun gear, a driven gear meshing with-said planetary gearing and rotatable substantially as a unit with said second rotor, and a cushioning impulse transmission between said second rotor and said driven gear.

8. An automobile on between the engine crankshaft and the propeller shaft compris ing a variable speed centrifugal clutch having a centrifugally acting weight, and variabie'transmission between the centrifugal clutch and the propeller-shaft comprising means whereby the propeller shaft may be driven in a direction reverse to that of the crankshaft or may be driven at different forward speeds in the same direction as the crankshaft, said variable ton comprising a sun gear, a planet gear, a reversible gear driven by said planetary gearing, and means whereby either said reversible gear or said planetary gearing may be made to rotate with and at the same speed as the driven side of the centrifugal clutch.

9. A variable speed transmission comprising a driving rotor member, a driven rotor member, transmission means between said driving member and driven member comprising means whereby said driving member exerts alternating impulses Y on said driven rotor, one-way reactance clutch means preventing any substantial rotation of the driven rotor in one direction but permitting'it in the-other, a triple-rotor planetary transmission comprising a first rotatable gear, a second rotatable'gear, a rotatable gear carrier, and planetary gearing on said gear carrier meshing with said first gear and said second gear, transmission .be-

tween said driving rotor member and one of three rotors of the planetary transmission, and transmission between said driven rotor member and another of the three rotors of the planetary transmission.

10. A variable speed transmission comprising a a driving rotor member, a driven rotor member, transmission means between said driving member and driven member comprising means whereby said driving member exerts alternating imsaid driven rotor and said second gear.

. 11. A transmission for connecting a driving shaft and a driven shaft or the like, comprising a planetary transmission including a driven element connected to said driven shaft and which driven element is acted on by two driving elements, one of which is operated directly by the driving shaft and the other of which is-operated indirectly by'the driving shaft and an alternating-impulse mass inertia device forming a driving connection between the driving shaftand said indirectly driven element and having oneway clutch means preventing the negative impulses from acting on the driven element.

12. A transmission for connecting a driving shaft and a driven shaft or the like, comprising a planetary transmission including a driven eleway clutch means preventing the negative impulses from acting on the driven element and also having a yielding drive through which the.

positive'lmpulses are transmitted.

- 13. A transmission comprising, in combination with an engine-driven driving shaft and a driven shaft axially alined therewith, a planetary transmission comprising a driven gear connected to said driven shaft, asun gear'driven directly by I the driving shaft and acting on said driven gear, and a third gear also acting on the driven gear and which is driven by the driving shaft through an alternating impulse device having a one-way clutch which holds it during negative lmpulse'sr 14. A transmission comprising, in combination with an engine-driven driving shaft and a driven shaft axially alined therewith, a planetary transmission comprising a driven gear connected to said driven shaft, a first driving gear driven directly by the driving shaft and actingon said driven gear, and a second driving gear also act ing on the driven gear and which is driven by the driving shaft through a'torque-amplifying infinitely variable transmission device driving said second gear in the same direction as and at speeds approaching the speed of the driving shaft having means holding it against reversesaid second gear in the same direction as and at speeds approaching the speed of the driving shaft having means holding it against reverse rotation while the first driving gear drives the driven shaft positively at low speed, said transmission device including centrifugalmeans looking the: driving shaft and the planetary transmission and the driven shaft all together for rotation in. unison to give direct drive at high speed.

16. A transmission comprising, in combination with an engine-driven driving shaft and a driven shaft axially alined therewith, a planetary trans.- rnission comprising a driven gear connected to said driven shaft, a sun gear driven" directly by the driving shaft and acting on said driven gear, and a third gear also acting on the driven gear and which is. driven by the driving shaft through an alternating impulse device having a one-way clutch which holds it during negative impulses,

there being a yielding driving connection between the alternating impulse device and the third gear.

17. A transmission comprising, in combination the driven shaft and the other two of which are driving elements connected to the driving shaft,

said elements comprising respectively a sun gear and a ring gear coaxial therewith and a set of planetary gears meshing with both the sun gear and the ring gear and mounted on a gear carrier rotatable coaxially oi the sun and ring gears,

one of the two driving elements being directly driven by the driving shaft and the other being connected thereto by alternating-impulse means the driven shaft and the other two of which are driving elements connected to the driving shaft, said elements comprising respectively a sun gear and a ring gear coaxial therewith and a set of planetary gears meshing with both the sun gear and the ring gear and mounted on a gear carrier rotatable coaxially of the sun and ring gears, one of the two driving elements being directly driven by the driving shaft and the other being con nected thereto by alternating-impulse means having a one-way clutch permitting ton to said other driving element of the positive impulses only, said driven shaft being selectively connectible to either of two of said elements, which thereby becomes the driven element, thereby permitting driving of the driven shaft in either direction.

19. Drive mechanism for an automobile or the like comprising, in combination with an engine flywheel and a standard selective change-speed transmission, means between and connecting the flywheel and the transmission and which comprises an alternating-impulse mass inertia device and a one-way clutch connected thereto for absorbing reversely acting impulses fortransmitting tosaid transmission only the positive impulses of said device.

20. Drive mechanism for an automobile or the i like comprising, in combination with an engine flywheel anda standard selective change-speed ton, means between and connecting the flywheel and the transmission and which comprises an infinitely variable torque-multiplying ton means responsive to torque and speed, said infinitely variable on means including a reaction member to provide a fulcrum for torque multiplication.

21. A transmimion comprising a drivingand a driven shaft connected by change-speed gearing having a plurality of elements providing two paths of power flow, one of which paths includes one of said elements connected to the driving shaft to provide a geared connection giving a positive low-gear for the tron and the other of which paths comprises an infinitelyvariable impulse'type speed-varying device connected to another of said elements and cooperating with the geared connection to give a vari-. able torque-amplifying intermediate speed, and cooperating clutch means on the gearingelements and the driven shaft whereby the driven shaftmaybeseieetivelyeonnectedtosaldele- 'mentasaidtransmissionoperatingthroughboth paths of poweriiowto give a directone-to-one drlveinhigh.

nAonconnectingidfl lm' ber to a driven member comprising a gear train including a plurality of elements, means for connecting one of said elements to the driven member, and means for separately connecting two other elements of the gear train to the driving member, one of said last named connections including an infinitely-variable torque-multiplying mechanism having driving and driven parts to.- tatable in the same direction and at speeds approaching one to one and means automatically variable in response to both speed and torque for driving the driven member from the driving member.

28. A transmission comprising a driving memher and a driven member, an infinitely-variable torque multiplying transmission drivably connected to the driving member, a gear train including a plurality of elements one of which is connected to the driving member, a clutch member driven by said infinitely-variable transmission and adapted to selectively engage one or another of the elements of said gear train, and

a clutch member connected to said driven memher and adapted to selectively engage one or another of the elements of the gear train. Y

' 24. A tron for .connecting a driving member to a driven member comprising a planetary gear train, one element of which is connected to the driving member and another elementof which is connected to the driven member and variable-speed torque-multiplying means separate from and connected to be driven at the same speed as one of the elements of the gear train and to drive another element of the gear train at variable speeds approaching the speed of said one element and inthe same di-' rection as said one element independently of said gearing whereby the driving ratio of said transmission will be varied, said gear set being so constructed and connected that reaction of the driven member tends to turn said other element in the direction opposite to that in which it is normally turned by the transmission.

25. A transmission connecting a driving member to a driven member comprising a gear train including a plurality of elements, means for connecting one of said elements to the driven member, and means for separately connecting two other elements of the gear train to the driving member, one of said last named connections including an infinitely-variable torque-multiplying mechanism having concentrically rotatable driving and driven parts rotatable in the same direction, and at speeds approaching the same speed as the transmission ratio approaches one to one.

26. A transmission connecting a driving shaft to a driven shaft comprising a gear trainQincluding a plurality of elements, means connecting one of said elements to the driven shaft. means connecting another of said elements to the driving shaft, and variable'speed torquemultiplying means including a' driving member coaxial with and connected to the driving shaft. a driven member coaxial with the driving shaft and connected to a third of said elements and means driving the driven member from and. in the same direction as the driving member, at

speeds and torques automatically varying in accordance with the speed and the transmitted torque.

ADIEL Y. DODGE.