July 1,1, 1944. o. H. BANKER .

2,353,137
CHANGE SPEED TRANSMISSIN
Filed March 17, 1941 3 Sheets-Sheet l

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July 11, 1944- o. H. BANKER 2,353,137
CHANGE SPEED TRANSMISSION .

Filed March 17, 1941 3 Sheets-Sheet 2

July 11, 1944. o. H. BANKER 2,353,137
CHANGE SPEED TRANSMISSION

Filed March 17, 1941 3 Sheets-Sheet 5

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 Plantea July 11, 1944 l
2,353,137

UNITED STATI-IS PATENT 'OFFICE

2.853.187 .
CHANGE-snap 'raANsmssyloN
Oscar E. Banker, Evanston. lli., assignoeto New
Products Corporation, Chicago. lil., a corpora
tion of Delaware ~
Application March l'l, IMI, Serial No. 888,775
'17 Claims. (Cl. 'll-_472)
' This invention has to do with change-speed meshable mobilizing means, is normally imposi
- apparatus for drivingly connecting rotatable tively- loaded when mobilized though not in op
drive and driven members for rotation in difier eration, of throttle controlled means for con
ent speed ratios, and relates particularly to such straining such loading and for overrunning the
`>an apparatus suitable i'or use between the en drive part of the overrunning clutch with re
gine and running gear of a motor vehicle, though spect to the driven part thereof to relax said
not restricted to this use, and to controls for the power train whereby said mobilizing means may
apparatus. > l be readily meshed or demeshed. In this respect
A_n object of this invention is the- provision the invention particularly contemplates a motor
o! power transmission apparatus in which a cou 10A vehicle installation operable upon closure oi the
pling such as a fluid flywheel is employed with a engine throttle, in stopping the vehicle, to relax
plural power train change-speed transmission the starting power train whereby this train may
wherein a lower ratio train includes toothed be easily disconnected and connected alain.
members >ineshable to mobilize such trainl and when desired.
demeshable to demobilize the same and an over Another obiect is the provision of power
running clutch that adapts this train to remain transmission apparatus wherein an overrunning
mobilized while a higher ratio train is established clutch is common to a forward starting train
in, operation, together with means i'or contra and a reverse starting train in each oi which
vening the loading of- the lower ratio train by there are meshable means for controlling the
torque normally impressed thereon from said mobilization of these trains. and means for ro
coupling, when the higher ratio train isnot in tating the drive part of the overrunning clutch
operation. to relax said lower ratio train and backwardly to relieve the loading of either train
thus 'facilitate the meshing and demeshing of and to retain said drive part in the backwardly
the toothed members. - rotated position against the impositivo urge of a s
>*Another object is the provision of apparatus coupling device whereby the relaxed condition
as the above, wherein the loadcontravening ofthesetrainsisinsuredduringthemeshing
~' means is operable to impart retrograde rotation or demeshing of their respective mobilizing
to the drive part of the overrunning clutch rela
tively to the drivenI part thereof as a step in re Another obiect oi this'invention is the pro
laxing the power train. - 30 vision ot power transmission apparatus in which -
' Another object is the provision in a change power is transmitted from a throttle controlled
speed transmission power train mobilizable by the engine through a coupling device such as a i'iuid
meshingof meshable toothed members and hav coupling to an automatic change-speed trans
ing therein an overrunning clutch unit. of means mission wherein a change from a lower ratio
associated with the meshable-members to cause 35 power train to alternative power trains of pro
- these members to relatively rotate, pursuant to gressively higher ratio is brought about by caus
meshing, and in such direction as is permitted ing deceleration of an engine-driven one of
by the overrun of said overrunning clutch; and complemental meshable parts to synchronism
the invention further contemplates such- rela with another to result in their meshing so the
tive rotating'means associated with the toothed former can drive the latter and wherein selec
members and overrunning clutch of apparatus tion of the higher ratio trains is effected by
according to either of the two foregoing objects. actuation of a selector clutch associated there
_ Still another object is the provision in power with, the apparatus including throttle respon
transmission apparatus4 in which a starting 45 sive synchroniser means operable when the en
power train is provided with an overrunning gine throttle is closed to brake said engine
clutch and toothed members meshable to lmobi driven meshable part and thus shorten its de
` said train, of throttle responsive means oper celeration period. and means operable under
able to place one of the parts of said clutch in control of axthrottie control member to cause
_an overrun condition with respect to the other 50 actuation of said selector clutch.
for relaxing the power train to facilitate mesh The invention further contemplates, upon an
in_g and demeshing of said toothed members.v engine-driven vehicle, apparatus according to
. Another object is the provision in power trans the next preceding` object, wherein a starting
mission apparatus wherein a starting power power train includes an overrunning clutch and
train, including an overrunning clutch and meshable mobilization control means, and
 2 2,358, 187
wherein the synchronizer brake is operable upon crankshaft i2 and the transmission drive shaft
the closing of the vehicle engine throttle to de It, it should be understood that other forms of
celerate the drive part of the overrunning clutch clutch or coupling devices, particularly speed re
and ultimately rotate the same backwardly with sponsive friction or electromagnetic clutches, may
respect to theF driven part thereof wherefore be used in lieu of the fluid coupling although
each time the vehicle is brought to rest said such fluid coupling is preferred because of its
starting train will be releaxed to facilitate mesh simplicity of construction. and its speed respon
ing or demeshing of the mobilization control sive characteristics permitting initial slippage re
means. y Sulting in higher engine speeds and correspond
Additional desirable objects, ancilatory to ing higher torque, facilitating the starting of a
those above recited. and others inherent in and vehicle upon which the apparatus may be in
encompassed by this invention will subsequently stalled through a higher speed ratio power train
become apparent. than the lowest of available power trains, under
In the drawings: normal starting conditions. .
Fig. 1 is a fragmentary view partly in section The drive shaft I9 is connectible through
and taken substantially upon a plane extending change-speedv gearing generally designated T en
axially through' power transmission apparatus closed within a egear -box 2| and for turning a
embodying one form of this invention; driven shaft 22, the shafts I8 and 22 being Jour
Fig. 2 is an elevational view of linkages re nalled in bearings 23 and -24 in the front and back
spcnsive to both manual and speed responsive 20 walls of the gear box 2|, and the front end of
controls for adjusting the connections of the the driven shaft 22 having a bearing section
transmission power trains: 2B of reduced diameter piloted within a bearing
Fig. 3 is a transverse sectional view looking for cavity 2B in the back end of the drive shaft and
wardly substantially upon the line 8-3 of Fig. l Journalled therein upon a set of needle bearings
and illustrating synchronizer brake mechanism 21 according to standard practice.
to expedite shifting ofthe transmission power Said gearing T has one reverse power train-
trains and to insure release of overrunning clutch and four forward drive power trains of which
means in certain of the power trains whereby the speed ratio is suitable for use in combinationv
these power trains will be released when the ap with a "geared-up differential such as that used
paratus is not in use. 30 in association with the rear axle shafts of auto
Fig. 4 is an enlarged fragmentary view, part ' motive vehicles. When this transmission is em
ly in section, of clutch teeth having their ends ployed in combination with such a geared-up
bevelled _for causing relative rotation thereof in differential the first, second and third speeds
a direction determined by the character of such which _are obtained through power trains includ~
bevelling pursuant to meshing of these teeth, the 35 ing speed reduction gearing respectively corre
view on the line 4-4 of Fig. 1; `spond to the first, second and third speeds (of
. 5 is a perspective view, partially'diagram which the third is obtained by a direct connec
matiaillustrating bevelling at the ends of teeth tion of the drive and driven shafts) of a conven
upon axially meshable reverse train gears em tional three-speed transmission with a conven
ployed intransmission of Fig. 1; 40 tionally geared diiferential. whereas the fourth
4speed or direct drive connection of this trans-_
Fig. 6 is a panoramic view taken at the section
A-B-C-D in Fig. 5 and in the direction of the mission corresponds to a fourth or overdrive con.P
arrows 3_4; nection of such a conventional transmission when-
'Figs'. '7. 8 land 9 are views corresponding to Fig. operating with an overdrive device of well-known
6 but illustrating respectively dlerent arrange character. ,
ments of gear tooth bevels for causing relative 'I'he rst speed power train comprises a gear
rotationA of the gears in a direction facilitating 28 integral with the drive shaft i8 and meshed
meshing oi' the teeth; with a countershaft gear 2t which has a sleeve-
Fig. 10 is an elevational view of a governor like hub 30 journalled by means of needle bear
controlled linkage for operation of one of the ing sets 3| and 32 upon a countershaft bearing
cams in Fig. 2: vrod 33 suitably anchored in the ends of the gear
Fig. 11 is an yelevational view of a modified box. Power is transmitted from the gear 2l
form of transmission apparatus embodying a form through an overrunning clutch I4 including a
of thepresent invention, parts being broken away drive ring 35, clutch rollers 3l and a normally
and other parts being shownin section for clar 56 driven actuator member 31 operative to wedge
ity; and ' the rollers against the ring when the latter tends
Fig. 12 is a fragmentary view partly in sec to rotate counter-clockwise (as viewed from the
tion illustrating bevelled ends upon a jaw clutch front) relative to said actuator member. This"
of the apparatus shown in Fig. 10, and taken actuator member 31 is integral with a long sleeve
upon the line |2-I 2 in that figure. . 60 shaft 38 which is journalled upon the rod Il
Both forms of transmission apparatus herein by needle bearing sets 39 and 40. The transfer' v
disclosed are designed especially for use upon of power continues through a jaw clutch 4I com
motor vehicles. The first embodiment, nowv to prising a driving part of clutch teeth 42 ar
be described with reference to Figs. lto 10, in ranged circumferentially about the sleeve Il, a
cludes a uid coupling C.. of which the impeller 65 driven part comprising circumferentially ar
part IU is connectible Iby means such as bolts ranged teeth 43 upon a sleeve 44 and a clutch
|| with an engine crankshaft I2. The hub I3 for ring 45 having internal teeth mutually mesh'-~
the runner or driven element |4 of the coupling able with the teeth 42 and 42 by sliding said ring
C is splined at I5 to a hub portion I6 of a brake forwardly to connect the sleeve 44 for rotation'
drum I1, and a second hub portion I8 of this 70 with the sleeve 38. A groove 46 in the ring 4l,
brake drum is splined to a transmission -drive facilitates axial sliding of this ring by means of
shaft I9 at a splined section 2|) thereof, whereby a shifter fork 41 shown in Fig. 2. When the
the runner I4 is connected with said transmis clutch 4| is disengaged the sleeve 44 is freely
sion drive shaft. While the present embodiment rotatable about the sleeve 3l whereon it is car'
employs a fluid coupling between the engine rled by needle bearing sets 4I and 4l. Said
 2,353,137 3
rst speed power train is mobilized when the in broken lines in Fig. l. When the idler gear
teeth of the clutch 4| are meshed. Thus a gear 1| occupies a forward position, illustrated in Fig.
59 integral with the sleeve 44 is driven through l, upon its shaft 14 the reverse train is discon
said clutch and drives a gear 5| which is jour nected, but is connectible or establishable when
nalled at its hub 52 upon a hub 53 of an actu the gear 1| is slid rearwardly mutually into mesh
ator. member 54 comprising a part of an over with the gears 69a and 12. Sliding of the gear
running clutch unit 55. This overrunning clutch 1| is accomplished by means of a shifter fork
unit includes clutch rollers 56 and a drive ring 15 which rides within the groove 16 circumscrib
51 integral with said gear 5| as well as said ac-/m' ing a hub extension of the gear 1| and having
tuator member 54 which is splined at 58 to the 10- a. hub portion 11 slidable lengthwise of a shifter
driven shaft 22. The actuator member 54 lhas fork rod 18. I
cam faces (not shown) so disposed that the gear Normally in the operation of this apparatus
5| and ring 51 will be effective when rotated the transmission gearing will -be connected for
clocLkfwise as viewed from the front for causing starting the vehicle forwardly by means of the
the iollers to wedge' into driving relation between 15 second speed train and >after the vehicle has at
sai l, ring and actuator member so the shaft 22 tained a selected speed in excess of a predeter
will driven from the gear 5|. mined minimum at which speed-responsive means
The second speed power train includes the presently to be described is operable to enable
drivekhaft gear 28, the countershaft gear 28, establishment of the third or fourth speed power`
overrunning/clutch 34, sleeve 38, a gear 59 in 20 trains, th operator will initiate an automatic
tegral with said sleeve 38,\a gear 69 meshed change into the fourth speed connection. In
with said gear 59 and journalled upon the driven conditioning the apparatus for starting in the
shaft 22, and a jaw clutch 6| including a driv second speed power train as aforesaid, the oper
ing component of teeth 62 upon the gear 69 ator will shift a lever (not shown) opera-bly con
and teeth 63 upon a ring 64 splined at 65 to the 25 nected with a shaft 19 upon which a cam plate
driven shaft 22 and slidable axiallyof said shaft 89 is fixed, to cause rotation of this shaft and
for meshing and demeshing the said teeth. cam plate counter-clockwise one position from
When the clutch 6| is engaged the second speed/ the neutral N to the forward starting position
power' train will be> established and during operi F. Such rotation of the cam plate 89will carry
ation of this second speed power train the driven 30 'one end, 8|, of a short radius section 82 of a slot
shaft will rotate faster than the gear 5| as per S in the cam plate 89 into registry with a stud
mitted by the overrunning clutch 55 while the 83 incident to camming said stud forwardly.
clutch 4| remains engaged for maintaining 'the Said stud 83 is mounted upon the hub of the
first speed power train mobilized. shifter fork 41 so that incident to such forward
Third speed is obtained when the clutch 6| movement of the stud this shifter fork will -be
is disengaged and a clutch 66 is engaged. Clutch slid forwardly upon the rod 18 and thereby en-l
66 comprises clutch teeth 61 and 68 which are gage the clutch 4| for mobilizing the first speed >
respectively upon the back end of a ring 69, power train. Rotation of the cam plate 89 to
splined at 19 to the back end of the drive shaft position F will also displace a long radius profile
I9, and upon the front face or end of the gear section 84 of said cam from engagement with a
69. Hence when the clutch 66 is engaged and stud 85 which is mounted in the lower end of an
the clutch 6| disengaged power may be trans arm 86 and spring-pressed against the edge of
mitted from the drive shaft to the driven shaft said cam plate. A short radius prole section
through the third speed power train comprising 81. of the cam plate will be carried into registry
said clutch 66, gears 69 and 59, clutch 4|, gears 45 with said stud 85 so that a shaft 88 upon which
59 and 5| and the overrunning clutch 55 to the the arm 86 is xed can pivot clockwise under the
driven shaft. Meanwhile the actuator member influence of a spring as that shown in broken
31 of the overrunning clutch 34 will be rotated lines at 89 in Fig. 1. This spring 89 is wrapped
faster than the clutch ring 35 as permitted by the about the shaft 88 and has one end section 99
rollers 36. 50' which reacts against the top of the gear box
Fourth speed is obtained by connecting the while an opposite end section 9| acts upon the
drive and driven shafts |9 and 22 for rotation hub of a shifter fork 92 for rotating such fork
in unison and the power train for accomplish and the shaft 88 clockwise, the arrangement be
ing this is established by concurrent engagement ing as that illustrated more fully in my co-pend
of the clutches 6| and 66, power then being 55. ing application Serial No. 357,388. The legs of
transmitted from the drive shaft through said this shifter fork carry pins 93 projecting into
clutch 66, the hub of gear 69, clutch 6|, and diametrically opposite portions of a groove 94 in
its splined member 64 to the driven shaft 22. the clutch ring 64 whereby the clockwise move
Concurrently the actuator member 31 of overrun ment of said shifter fork will slide the ring 64
ning clutch 34 will be driven at an overspeed with 60 ,forwardly for engaging the clutch 6|. If the
respect to the clutch ring 35 as permitted by teeth 63 happen to be axially aligned with the
the clutch rollers 36 and the actuator member spaces `between the teeth 62 the clutch 6| will
54 of the overrunning clutch 55 will be driven engage immediately upon rotation of the cam
at an overspeed with respect to the gear 5| as plate 89 to position F, but, if the teeth 63 and
permitted by the rollers 56. 62 are axially aligned, the opposed ends of these
The reverse power train includes the gears 28 teeth will be pressed into abutting relation by
and 29, overrunning clutch 34, sleeve 38, gear the spring 89 so the clutch will later engage upon
59a splined to the sleeve 38 at 69h, an idler gear the initial rotation of the drive shaft I9 when
1| shown in full lines in Fig. 2 and in broken operatively connected with the engine. .
lines in Fig. 1, and a gear 12> splined at 13 to the 70 It will be further observed that upon rotation
driven shaft 22. The idler gear 1| is freely rotat of the cam plate from the neutral N to the for
able and axially slidable upon a countershaft 14 ward position F, an arcuate section 95 ofthe slot
which is parallel with the shaft 22 but disposed S will slide idly past a stud 96 mounted in the
to the right of the gears 69a and 12, as viewed lower end of an arm 91 which is pivoted upon
from the front, wherefore the gear 1| is shown 75 the shaft 88. There is a link 88 connecting the
 4~ 2,353,187 -

stud 00 with a pin 00 -in an arm |00 which _is the usual manner, this driving force being tran
pivotally connected with the gear box by means mitted through the runner hub I3, the splinedl
of a pin |0|. The lower end of said arm |00 is connections I5 and 20, the transmission drive
disposed Ibetween bosses |02 and |03 on the hub shaft I0, gears 20 and 20, overrunning clutch I0, z
'11 of the reverse train shifter fork 15, so that if and.. the gears l0 and 00. Should the teeth 00:
the stud 00 were to be cammed backwardly by lol! the Jaw clutch 0| have been axially aligned;
the plate 00 the arm 01 would be caused to ro with the end portions of the teeth 02 at the time
tate counter-clockwise for moving the link 0l the cam plate 00 was m'oved from position N to
rearwardly and pivoting the arm |00 counter position F so that the spring _00 was effective
clockwise for shifting the fork 15 rearwardly and only for bringing the ends of the teeth 00 into
thus establishing the reverse power train. How abutting relation with the ends of the teeth 02,
ever, since the stud 00 remains undisturbed at said spring~ 09 will cause the teeth Il to mesh
this time the reverse power train will remain dis~ with the teeth 02 upon the initial rotation of
connected. - ' , the gear 00 by the-just traced second speed Power
Movement of the cam plate from position N to 15 train. 'This power train will then be mobilized.
position F carries a shortradius profile sectionv As the~ vehicle proceeds while driven through
|04 into registry with a stud |05 upon `an arm the second speed train, a speed will eventually
|06 fixed upon a cross shaft |01, Figs. 1 and 2,_ be reached at which the transmission drive shaft
upon which there is carried a shifter fork |00. . l0 'and thebrake drum I1 connected therewith
Said-shifter fork |00 is acted upon by a spring 2.0 will rotate sufficiently fast for'causing a plural
|00, shown in broken lines in Fig. 1, coiled about ity of centrifugal weights W, of which- oneis
the shaft |01, one end ||0 of the spring reacting v shown in Fig. 1, to pivot counter-clockwise about
against the upper wall of the gear box while the their pivotal> mountings _ |23 against the urge of.
opposite end ||| is hooked about and acts upon y a spring SP, Fig. 10, anchored at one end to the
said shifter fork to urge the same and the shaft 25 gear box by _a pin P.' Such pivotal movement of
|01 to rotate counter-clockwise. 'I'he legs of the the weights W causes their heel portions |20 to
shifter fork |08 carry pins ||2 which project into shift the ball bearing unit |25 backwardly against
a groove ||3 of the clutch ring 69. Therefore, ' the upper ends of the legs of a fork |20 carried-`-
upon release of the stud |05 in Fig. 2 the spring non-_rotatively upon a cross shaft |21 journalled
|09 would be effective for rotating the shaft |01 inthe clutch housing |20. This shaft |21 oper
and the shifter fork |00 counter-clockwise to ates a linkage including an arm A fixed to said
shift the clutch ring 00 rearwardly for engaging shaft, a link L, and an arm B fixed to the sleeve
- the clutch 66 or placing the ends 'of the teeth I|5 (see Figs. 1, 2 and 10), so that upon the
01 and 08 of this clutch in ratcheting relation aforesaid operation of the speed responsive de
should the member 69 be -rotating clockwise -(as
viewed from the front) at a speed in excess of
as
vice in pivoting the Weights W counter-clockwise-
the cam plate Ill will be pivoted clockwise for
the gear 60 as will be explained presently. How removing its long radius profile section III from
ever, when the vehicle is at rest as now assumed, registry with the stud |05- while positioning a.
a cam plate ||4 fixed upon a sleeve || 5 jour short radius section |29 opposite said stud and
nalled upon the manually controlled shaft 19 pre 40 thereby placing the shaft |01 and the shifter
sentsa portion of its long radius profile section fork |00 under control of the spring |09 so that
||0 in registry with the stud |05 to preclude re this spring is then effective for shifting the
leaseof said stud at this time. ' _ clutch ring 69 backwardly to place the teeth of,
With the manually operated cam plate 80 now the clutch 60 in ratcheting relation since the .
set as described in the forward position F the 46 drive shaft I9 and the clutch ring 00 non-rota
studs |05 and 9B will therefore be maintained tively attached thereto rotate faster than the
inthe positions shown whereas the stud 85 will gear 60 during operation of the second speed
have been moved forwardly for engaging the first power train. The ends of the clutch teeth 01 and
speed mobilization clutch 4| and the long radius 00 are bevelled in the manner shown to facilitate
profile section 8l will have been removed from 50 such ratcheting.
the stud 85 to place the clutch 6| under control So long as the accelerator pedal ||1 remains
of the spring 89. The vehicle is started for-l depressed at its toe portion the vehicle will pro
wardly by depressing the toe portion of an acl-_ ceed Aforwardly while driven in the second speedv
celerator ||1 for accelerating the vehicle engine- train and the clutch teeth 61 will continue ratch
in the customary manner. The engine throttle',l 55
i i
eting _over the teeth 60. When the operator de-v
(not shown) is operatively connected with th slres to _shift from the second speed train inte.
accelerator pedal ||1 by a linkage including .a- the fourth or direct drive train he Will simply'.
link ||8, a ieg ||9 of a be11 crank lever |20, a release the toe portion of the pedal ||1 which'4
shaft |2| pivotally; mounted in a bracket |22 and'v will then return to the position shown under the-4
fixed to the lever |20 for pivotal movement there inuence of conventional spring means as Ys...
with, a lever |22a fixed to the shaft |2|, and a spring; |30, Aand in doing so will pivot the lever.-
link |22b connected with ~the lever |22a by a |22a.-for enabling the spring |22e to close the'-
lest-motion arrangement consisting of a pin |22c engine throttle. Thereupon the engine and the-
on the link |22b and an'elongated hole I22d in clutch driving part |0 will decelerate as will the
the lever |22a. Means as the contraction springl clutch driven part u, the drive shaft lysl and the.
|22e fixed at its lower end and connected with clutch ring 60, while the driven shaft 22 and the
the link |22b at the opposite end tends to hold- gear 60`connected therewith through the clutch,
this link in the endwise position for closing the 6| willcontinue rotation at substantially con
throttle. When the toe portion of the pedal I|1 stant speed due to the vehicle inertia. During`
is depressed for opening the throttle and caus 70 this ldeceleration of the engine,. the gears 20 and
ing the engine to accelerate above idling speed 29 will correspondingly decelerate while the gearl
the crankshaft I2 and the impeller |0 of the 50,;meshed with the gear 00 and the normally
fluid coupling C will be caused to rotate sutil driven member 31 of the overrunning clutch lNL
ciently fast for the latter to transmit effective. overrun the clutch ring 35 as permitted by the>
driving forceto the coupling driven part I4 in 70 clutch rollers i0. When the engine slows dOWli>
 `2,353,187'
sumciently for the clutch ring 53 to synchronize
with the gear 50 the spring |03 will slide the
teeth 51 into mesh with the teeth 33 for estab
lishing the fourth speed power train, the drive '
then being from the drive shaft I3 through the
clutch 53, the _hub of the gear 50 and the clutch
5| to the driven shaft 22. The normally driven
member 31 of the overrunning clutch 34 will con
tinue to overrun the normally driving ring 35 of y
this clutch.
I provide under control of the accelerator
Pedal I|1 means for> expediting deceleration of
the drive shaft I3 for more quickly synchronizing
the parts of the clutch 53 so that less time is
required in shifting from the second to the fourth
speed in the manner :lust described. This syn
chronizer means comprises a synchronizer brake
_ band |3I, Figs.. 1 and 2, frictionall'y engageabl'e
with the circumferential periphery of the brake
drum |1 for resisting rotation thereof. ~
Referring now to Fig. 3, the brake band |3| is
shown as having upon one end a bracket |32 on
which there is an apertured ear |33 wherein there
is disposed a bolt |34 which projects through an
apertured boss |35 upon the inner side of the
clutch casing |28. 'I'he ear |33 is normally held
firmly against the face of the boss |35 adjaoently
thereto by means of a helical spring |33 about
the bolt |34 and exerting expansive force against
the opposite face of the boss |35 and a spring '30_ the solenoid |50 will be energized for causing
seat |31 held in selected position axially ofthe _f -application of the synchronizer brake band |3l
bolt by means of'a nut |33. A collar |33 limits
the distance the bolt |34 can move endwise in
the boss |35 while compressing the spring |35.
Upon the opposite end of the brake band |3| 35 so the clutch 55 will engage for immediate es
there is formed a loop |40 in which there is
disposed a pintle member |4|. Abell crank |42
pivotally mounted upon a pin |43 anchored in
the clutch casing |23 is connected with the pintle
|4| at one of itslegs while the other leg of the 40 will failto energize the solenoid | 50 and the syn
bell crank is connected by a link |44 with an
end of a reciprocal rod |45 which is connected -
with a motor diaphragm (not shown) within a
fluid motor |45. This motor is energizable by a
vacuum line connected with a low pressure source
as the intake manifold of the vehicleengine, said l
line including conduits I 41- and |48 respectively
connected with the motor |45 and said low pres
sure source and through which intercommunica
tion is controlled by a valve '|43. The valve |48
is in turn controlled by the armature of a sole
noid |50. the latter being eifective when ener
gized by the passage of an electric current there
through for moving its armature in a manner to
cause communication of said low pressure'source .
with the motor |45 through the valve |43 and
said conduits |41 and |43. 'I'he valve |43 _may be
of the character shown in detail in my U. S.
Patent No. 2,171,534, issued September 5,1939.'
When the motor is thus connected with _the low
pressure source, the said diaphragm therein will
be caused to move upwardly whereby the bell
crank lever |42 will be rotated counter-clockwise
with sufiicient force to cause the band |3| to ap
ply substantial frictional drag'or braking action _
upon the drum I1 which normally rotates in the
direction of the arrow. " '
The electric circuit for controlling energiza
tion ofthe solenoid |50 includes a conductor |5|
for connecting one side of a battery|52 or other
source of electrical energy with ground, a con
ductor |53. a switch |54 under the control of the
accelerator pedal ||1, a conductor |55, circuit
connecting means associated with the vehicle ig
nition switch |55 and effective to connect the
conductor |55 with a conductor |51 when said
switch |55 is closed, a normally closed switch |53,
a conductor |53 between said switch |53 and
the solenoid |50, a conductor |50 and a normally
closed switch |34 operable when closed to con
nect the opposite side of the circuit with ground
for completing the same. The switch |54 includes
contact members |5| and |52 betweenlwhich cir
cuit is closed by a conductor bridging member
|53 when the bell crank |20 is rotated counter
clockwise to the position shownpursuant to re
lease of the accelerator pedal ||1. The switch
|58 comprises a casing |54 mounted upon the
gear box 2| and lnsulatively supported terminal
members |55~and |55 which are normally mu
tually engaged by a circuit closing bridge |61
held in the position shown by a spring |53 which
is insulated from the casing |54 by an insulator
_ seat |53. A pin |10 is connected with the con.-v
ductor bridge |51 by means of an insulator mem
ber |1I. A boss |12 abuts against the lower end
of the stem |10 to lift the conductor bridge |51
from engagement with the contacts |55 and |55
when the shifter fork |03 is rotated counter
25 clockwise for engaging the clutch 55.
It will be seen therefore that upon release of
the accelerator pedal ||1 for initiating the auto
matic change from second to fourth speeds each
of the switches |54, |55, |53 and |34 is closed so
upon brake drum I1 to quickly decrease, the speed
of the clutch ring 53 to the speed of the gear 60
tablishment o! the fourth speed train. When
this train is established, however, the boss |12 _
will cause the switch |53 to open wherefore sub
sequent depression and release oi the pedal I|1
chronizer brake |3| _will not be applied._
While operating in fourth speed the operator
may shift to the third speed instantaneously
at will by simply depressing the heel portion of
the accelerator pedal ||1 whereby a member |13
upon which the pedal ||1 is pivotally mounted,
together with a stem |14 connected with-said
base member |13, is shifted _axially downwardly
against-the force of a spring |15 of which the '
ends bear oppositely against the member |13 and
a bracket |15 suitably connected to the under
side of a floor board |11- in the driver's com
partment of the vehicle. Downward movement
of the stem |14 causes pivotal movement vof a
lever-|13 for closing a switch generally desig
nated |13 whereby a circuit is closed from. the
_ungrounded side of the battery |52 through a
conductor |30, said switch |13, a conductor |3|,
a solenoidl |32, Fig. 2, and a conductor |33 back
_no to ground for completing the circuit. This sole
i noid |32 is contained within a casing |34 which
is- supported by a mounting plate |85 upon the
back end of the gearbox 2|. Anarmature- (not
shown) under control of the solenoid |32, when
thelatter is energized, Ais operable to move a link
|35 axially rearwardly'or to the right as viewed
in Fig. 2. and in this manner to pivot thearm
35, to which the left end of the link |85>is con- '
unected by a pivot pin |31, counter-clockwisesuf
ficiently to carry the stud 35 into the position
shown in Fig.l _2 from the position said stud 35
occupies when engagingl the short radius sec
tion 31 of the cam plate 30 while the `latter is
in the position F. Such counter-clockwise ro,
tation of the arm 35 causes like rotation of the
 assale? _ ~ l '

shaft 8l and of the shifter fork l2 against the solenoid> |02,v ~and without causing .f establish
torce of the spring 00 to disengage the clutch ment~ of the second speed train so long as power
0|.` Upon this disengagement of the clutch Il is transmitted' through the y`fst Speed train, be
while the clutchv l0 is engaged the fourth speed cause at this time the gear 00-will be rotating
train will be, interrupted and the' third speed fasterthan the driven shaftA 22 and the teeth
.train will be established, power' then being trans l02 will'simply ratchet over'tlie`- teeth Il when
liitted from the drive shaft I9 through the -the spring" is permitted to shift the clutch
clutch 0B, gears 00 and l0, jaw clutch 4|. gears ring 04 forwardly. However, a shift can be
0I and 0| and the overrunning clutch Il to the made from the first speed train to the second
driven shaft. As soon as this power train is .speed train at will by momentarily releasing the
established -the gear 'l0 will be rotating faster accelerator pedal to permit the engine and the
than the driven shaft to which the clutch ring drive shaft i9 to decelerate suillciently for the
M is splined wherefore the heel portion of the gear 00 to synchronize with the driven shaft at
pedal ||1 may be released to deenergize- the sole which time the spring 00 will slide the teeth 02
noid |02 and permit the spring 00 to press the forwardly into mesh with the teeth l2 to estab
ends of the teeth 02 and` 02 in ratcheting rela lish the vsecond speed train. the syn
tion,'the ends of these 'teeth being bevelled as chronization period the switch |02 will be closed
shown to facilitate this ratoheting. ` as will the switches |50, |50 and |04 so the sole
.While the apparatus is connected for opera , noid |00 will be energized for causing applica
tion through the fourth speed train, should the 20 tion ofthe synchronizer brake band III to ex
'vehicle be slowed down to a speed at which the pedite synchronization of the driving and driven
drive shaft I! rotates at a predetermined mini components of the clutch 0| in the manner abo've
mum, the spring SP,' Fig. 10, will cause the described with respectto the corresponding
weights W to return to the position shown in Fig.. components of the clutch 00. However, when
1 and ,also cause the cam lil to rotate counter 25 the accelerator is later depressed at its toe por
clookwiseincident to camming the arm |00, the tion for taking up the drive through the second
shaft |01 and the shifter fork |00 clockwise for speed train it will be noted that the lost-motion
disengaging the clutch 00 whereupon establish 'connection consisting of the pin |22cand the
ment of the -second speed power train occurs. elongated opening |22d will provide -for the
Likewise, while _the apparatus is operating 30 switch |03 being opened to release the brake
through the thirdgspeed power train, when the band |3| before the engine throttle is opened
vehicle slows downto a speed `at which the shaft so thel action of this brake band will not ?rst
|l` reaches the aforesaid predetermined minimum , oppose the engine driving force and then quick
the centrifugal force of the lweights W will no ly release, resulting in a surge o`f power from
longer predominate over the force of the spring 35 Ythe engine.
SP,-_so the latter will rotate the cam for disen Subsequent to this establishment of the second
gagingthe clutch I0. At this time both of the ' speed train, the operator may shift automatically
clutches Il and 0| will be disengaged so that into fourth speed in the above described manner
establishment of thevilrst speed train will occur. and backwardly into the third speed at will, or.
' Should the operator. While the vehicle is be 40 the shift may be directed from second to third by
ing driven throughthe second speed train, wish ' -pressing the heel/of the pedal |I1 during the
4to change to theilrst speed train to obtain more synchronizing period.
driving powerffrom" the engine orto enable him Should it be desired to establish the first speed
to maneuver the vehicle under closer supervision, power train so that no automatic shift can be
he may do so' instantaneously by momentarily 45 made to a higher ratio train upon release of the
depressing the heel portion of the accelerator accelerator pedal, the operator in starting the
` pedal ||1 for closing the switch |10 and ener vehicle will rotate the manually controlled plate
giz'ing the solenoid- |02 to` rotate the arm 0l, 00 from position N beyond position F to a position
the shaft ll and lthe shifter fork 92 counter E. Upon completion of this movement a long
clockwise for disengaging the clutch 8|. Since 60 radius profile portion |90 will be in registry with
the clutch Ii will already be disengaged at this the stud |05 to hold the clutch 60 disengaged
' time, bothv the clutches 0| and 02 will then be sufficiently to permit the ratcheting of the teeth
disengaged so that. establishment of the first 01 over the`teeth 80 but not suillciently to let the
speed train is immediately obtained. Upon the teeth 68 rotate clockwise with the gear I0 (as
establishment of this power train the-gear 50 will 55 viewed from the front) past the teeth I1 to vinsure
drive the gear 60 faster than the gear 50 drives no accidental closing movement of the clutch 'l0
the driven shaft 22 through the overrunning while >the teeth 68 are moving clockwise faster
clutch Bl wherefore the clutch teeth I2 will ro than the teeth 61 with a resulting clash and pos
.tate lfaster than the teeth so these teeth will sible injury to the apparatus. The stud 06 will
>simply ratchet harmlesslyf'upon release of the remain in the position shown since the slot sec
,-heel of the pedal ||1,and deenergization of the =tion 95 will have slid idly past it wherefore thel
solenoid |02 whereby the spring 00 is again ef reverse idler gear 1| will remain in the unmeshed
.fective for sliding ,the teeth Il Aaxially against position. 'I'he stud 83 at the end of this rotation
the teeth 02. ' '
of the cam plate 80 will be at the clockwise end of
If it- should be-desired to start the vehicle from the `arcuate slot section 02 so the shifter fork 41
rest4 under conditions -requiring an unusual will be in its forward position and will have closed
amount of driving force vthe heel portion of the first speed jaw clutch 4|. The counter-clock
the pedal ||1 can be depressed immediately after wise end portion of a long radius profile section
movingthe cam plate >00 -to the forward position |9| of said cam plate 00 will be in registry with
F wherebythe solenoid |l2-will be energized for
declutching the clutch .0| and causing establish 70 the stud 85 for holding the clutch 0| disengaged.
Therefore. with the clutch 4| engaged andthe
.ment of the first speed train to obtain. After
clutches 8| and 66 held out of engagement the
the vehicle has thus been started forwardly in rst'speed train will be established and it will _be
the first speed train, the heel portion of the
impossible to establish any of the higher ratio
pedal ||1 may be released for .deenergizing the 75 trains. >A lobe |92 will at this time be in position
 2,358,187 7
to press against a stem I of the switch |84 to tion, but when the drum cornes to rest the tend
open said switch and thus preclude application of ency of the motor |46- in acting through the bell
the synchronizer brake band vIII upon release'of crank |42 to rotate the bandISI clockwise willv
the accelerator pedal._ While operating in the no longer be opposed by the inertia of the drum
emergency position E of the plate I0 and through and its frictional engagement with said band
the ilrst speed train, the operator can at any time whereupon the force of the motor will predomi
shift the plate to position F to cause the switch nate over that of the spring |36 and therefore
|24 to close and to otherwise condition the control rotate the band |3| clockwise incident to drawing
apparatus for automatically effecting shifts into the bolt |34 endwise through the apertured boss
a the higher ratio powerI trains pursuant upon 'III while compressing the spring |36. The fric
release of the'accelerator pedal in the manner tional engagement between the band |3| and the
hereinabove described. l drum I1 will be sufllcient for this backward rota
The reverse power train is established by rotat tion of said band to effect back rotation of the
ing the cam plate 80 clockwise from position N to drum I1 and hence of the shaft I9 and the gears
position R.. At the end of this rotative move 15 28> and 2! and the clutch drive ring 35 whereby
ment the stud Ill! will remain upon a section of this ring 35 will overrun the actuator member 31
the long radius profile IBI for maintaining the which is then connected with the road wheels and
clutch lO disengaged, while the stud Il will re ~ prevented from backward rotation. Consequently
main upon a section of the long radiusproflle I4 the clutch rollers 3B will be declutched and the
to maintain the clutch II disengaged. The stud 20 loaded power train relaxed, that is. backlash will
l2 will then occupy the position shown in Fig'. 2 be created with respect to the teeth of the meshed
for maintaining the clutch 4| disengaged while a toothed members therein as of the clutch 4I so
more counter-clockwise portion of the arcuate slot _they lmaybe easily disengaged and reengaged. '
section Ol registers therewith. However, the stud In Fig. 4, the back ends of the clutch teeth
Il will have been actuated by an outwardly curved 25 ' n and the front ends or the teeth m upon the
portion l lof the slot S to rotate'the arm' 91, internal periphery ring 45 will--be seen to be
which is pivoted upon the shaft Il, counterclock bevelled. Such bevelling of these teeth in the
wise while moving the link 98 rearwardly endwise clutch 4| is in the direction that the teeth |80 '
for pivoting the~ arm |00 counter-clockwise and when moved forwardly for engagement of the
thus shifting the fork 15 and reverse idler gear 1I clutch, if not aligned between the' spaces betweenV
rearwardly whereby this idler gear is meshed with 4the teeth 4,2, will cam said teeth 42 in the direc
the reverse train gears a and 12. Since the _ tion to rotate the sleeve I8 and hence the actu
clutches 68, 6I and 4| are now disengaged, the ator member 31 counter-'clockwise as viewed
tall shaft 22 will be caused to rotate reversely vor from the front and as permitted by the clutch
in the counterclockwise direction as viewed from rollers I6 from which the load V_will have been
the front when the pedal ||1 is pressed for accel removed by the backward rotation of- the brake
erating the engine and the impeller element It of drum I1 at the time the -vehicle was brought _to
the clutch C to impart rotative force Ix the driven rest. _Each time the accelerator pedal is rc
element I4 and thence to the drive shaft I9. leased, while the cam It is in position F and
The power train is continued through the gears while the first or second train is established,
2l and '29, overrunning clutch I4, sleeve shaft 2Q the brake band III 'will be actuated >to rotate
and the gears 48a. 1| and 12 to the tail o_r driven the 4clutch ring- Il' reversely when the clutch C
shaft 22. isoperated at idling speed or ata -speed insum
When, for'example, an'engine-driven vehicle ' cient to transmit to the impeller I4 a force couple
upon which this transmission apparatus is in-A exceedingthat applied to the I1 by said
stalled is brought to rest in the normal manner _ band4 Ill. Thus. the, action of the synchronizer
with the first, second or reverse trains mobilized, f brake means in imparting reverse rotation to
there is a tendency for the impositively driven the drive shaft I! and to the drive ring 25 of
impeller I4 to transmit torque through the mobil .-the clutch $4, incident to the stopping of the
ized of these trains to the load or road wheels and vehicle subsequent to its operationl through .the
thus maintain such train loaded whereby the first or second speed trains, will so condition.` the
meshable mobilizing means therefor, as the clutch first speed` train that the manually operated
`4i for the first speed train and the gears 59a, 1| vclutch 4| for controlling the mobilization there
and 12 for the reverse train. offers considerable . of can be freely engaged or disengaged at will,
frictional resistance to the manual demeshing and in this function the overrunning lclutch 24
operation which is necessary at times. This additionalLv cooperates with the bevelled ends
diillculty is overcome and the remeshing .0f these - yof' teeth in the clutch 4| by permitting counter
mobilizing means is made easy by the combined clockwise rotation of the actuator member I1
functions of the overrunning clutch 24 and of the while the ring '35 'is held by the synchroniser
synchronizer brake mechanism shownl in Figs.,1 brake band III against the normal loading
and 3. This brake mechanism, as explained torque of the coupling runner I4. `
above, is operable toapply the brake band ISI When stopping with the second speed power
against the drum I1 for decelerating the coupling train established, which power train in the nor
runner I4, the drive shaft I9l and the drive ring mal operation of this apparatus will be that left
'2l of the clutch I4, and. this brake means is fur- - established at the- time the vehicle is stopped, the
ther operable when the drive shaft I9 eventually drum I1 will be rotated backwardly for rotating
_comes to rest, in the stopping of the vehicle,- to the clutch Aring 35 backwardly while -the clutch
exert a force couple upon the drum I1 suflicient actuator 31. is positively held against rotation by
to rotate it in the direction opposite to its rotation its vehicle running lgear connection including the
prior to being stopped. While the drum I1 is 70 gears I8 and 60, the engaged clutch II and' thel
rotating forwardly in the direction indicated by driven shaft 22. _ C _ -,
the arrow- in Fig. 3 the frictional drag `thereof The teeth upon the reverse train gears 09a,
upon the brake band IlI together with the force 1I and=~12 are bevelled upon certain of their ends
of the spring III is sufficient to prevent rotation as illustrated in Figs. 5 and 6 so that these will
of the band ISI in the reverse or clockwise direc 75 cooperate with the unloaded overrunning clutch

u in the establishment of the reverse power
train similarly to the manner in which the bev
elled teeth of the clutch ll cooperate in the
establishment of the ilrst speed train. Here 'it
will be seen that the forward ends of the teeth
upon the reverse gear 12 are slightly backward
ly of the forward ends of the teeth uponthe
gear "a so that when the idler gear 1| is slid
backwardly for mutual mesh with the gears 69a
and 12 the teeth of gear 1| will rst mesh with
those of the gear 69a and then with those of the
gear 12. Since the idler gear 1| is freely ro
tatable upon its shaft 14 it can rotate in either
direction for meshing with the gear 69a. In the
meshing operation illustrated in Fig. 6 the de
meshed teeth of gear 1| are shown in such axial
alignment with the teeth upon gear 69a that
upon movement of the gear 1| rearwardly it
will be caused to rotate clockwise by the camming
of the bevel faces at the rear ends of its teeth
upon the bevel faces at the front ends of the teeth
on gear 88a whereby the teeth of gear 1| will be
moved into the dotted line positions preparatory
to sliding into mesh with the teeth of gear 12.
Following rearward movement of the teeth on the
A gear 1| as far as indicated by the dotted lines,
these teeth will of course be aligned with spaces
between the teeth on the gear 69a and- addition
rearward movement of this gear 1|, in the ex
ample shown in Fig. 6, will cause the bevel ends
of the teeth thereon to engage similar ends upon
the forward ends of the teeth of gear 12 where
by the gear 1| will be caused to rotate clockwise
and impart counter-clockwise rotation to the
gear a with which the- teeth on gear 1| are
partially meshed. This clockwise rotation of the
gear 1| and counter-clockwise rotation of the
gear 89a is permitted by the clutch rollers 28
which at this time will be held released from the
driving relation betweenthe drive and driven-
members SI and 31 as above described. It will 40 initially aligned with these spaces or because of
be noted that following the initial meshing rela
tion of the teeth upon gears 1| and 88a the bev
elling upon the teeth of gears 1| and 12 is such
that if the relative rotative position of said gears ward movement of the gear 1I its teeth will
1| and 12 is any other than exists when the teeth . either be aligned with the spaces between the
on these fgears are respectively aligned with> the
spaces between the teeth on the other, the bevel
ends of these teeth will coact for causing the
aforesaid clockwise rotation of the gear 1| and
counter-clockwise rotation of the gear 69a as 50 the front ends of the teeth on gear 12 prepara
permitted by the overrunning clutch 34. But in
Athe special case when the teeth of gear 1| are
aligned with the spaces between the teeth upon
rthe gear 12 at the time that said gear 1| is moved
rearwardly to the dotted line position. the teeth
of the gears 1| and 12 will readily mesh without
incurring gear rotation.
Counter-clockwise rotation of the countershaft
reverse gear 68a in the manner aforesaid during
meshing movement of the reverse idler 1| can 60 position. If, however, the bevels on the teeth
be obtained by arranging the reverse gears as of gear 89a were arranged as shown in Fig. 6,
illustrated in Fig. 'I which corresponds to Fig. 6.
In this arrangement the tail shaft gear is placed
forwardly of the gear 69a so it will be engaged
ilrst by the rearwardly moved gear 1|. In mov-
ing the gear 1| rearwardly it will either move
to the position shown by dotted lines without in
curring rotation, in the event its teeth align with
the spaces between the teeth on gear 12, or it
will be rotated counter-clockwise to such dotted
line position by the camming of its bevelled tooth
end facesagainst the bevelled end faces of the
teeth on the gear- 12. In either case the teeth
of gear 1| will be partially meshed with the teeth
$3,853,187
of gear 12 when the dotted line position is reached
so that upon further rearward movement the
teeth of said gear.1| will either slide into aligned
spaces between the teeth of gear 89a or will cam ,
said gear 69a counter-clockwise by the action
of the opposed bevelled ends of the teeth on these
gears, as permitted by the overrunningv clutch ll.
In Fig. 8 there is still a diiferent arrangement '
of the bevelling of the teeth upon the reverse
gears 69a, 1| and 12. As in Fig. 6 the counter
shaft gear 89a is disposed forwardly of the tail
shaft gear 12, but the bevel upon the teeth of the
gear 89a is opposite to that shown in Fig. 0,
and this makes it possible to diminish the dis
tance the gear 89a projects forwardly of the gear
12 as presently explained. Upon an initial back
ward movement of the idler gear 1| its bevelled
tooth ends will cam along the points at the front.
ends of the teeth on the gear a to a transitory
20 position shown by the dotted lines. Had the
gear 1| occupied _'a rotative position slightly
counter-clockwise (as viewed from the front) to
that illustrated in Fig. 8 the points on the
back ends of its teeth would have been in axial
25 registry with the bevelled ends of the teeth on
gear 69d so that in this initial backwardly move
ment of said gear 1| these points of its teeth
would have been cammed counter-clockwise
along the ends of the teeth on gear 89a, bring
30 ing the gear 1| into the same relation with lre~__
spect to the gears 89a and 12 as is illustrated
,by the teeth shown in dotted outline but, of
course, with the teeth on the gear 1| aligned with
respectively different spaces between the teeth
at on the gear 89a without significance. There
fore, upon the attainment of this transitory posi
tion shown by dotted lines.'the teeth of gear 1|
will be aligned with the spaces between the teeth
on the gear 69a, either because of having been
having been cammed clockwise or counter-clock
wise bythe action of their bevelled faces and
points as above explained. Upon further back
teeth of gear 12 and simply slide into mesh there- -
with or said teeth will be aligned with the teeth
of gear 12 to cause clockwise rotation of said
gear 1| as the back ends of its teeth cam along
tory to the meshing of these gears. This clock
wise rotation of the 8ear'1l effects the aforesaid
counter-clockwise'rotation of gear a as permit
ted by the overrunning clutch 34. .
It will be obvious that with the bevels at the
front ends of the teeth upon gear 89a arranged
as in Fig. 8 that no camming action can take
place between these teeth and the teeth of the
gear 1| after the latter reaches the dotted line
it wouldbe possible for the bevelled ends upon
the teeth of gears 69a. and 1| to be in opposed
contiguous axially alignedv relation when the
gear 1| occupies the transitory dotted line posi`-v
,tion and under these conditions if the teeth
of gear 1| were aligned with spaces between the
teeth of gear 12 so that upon
continuedl backward4
movement of the gear 1| this gear would be held
by the gear 12 from rotating, the coaction of
the opposed axially aligned bevelled faces of the
teeth on the gears 69a and 1| would be such
that the gear 89a would be urged clockwise. But
since the overrunning clutch 3l would prevent
75 such clockwise rotation the meshing of the gear
 2,353,137 9
lldwith the gear 12 would be precluded. This in a rear section of the short- hollow shaft 20|-
diilflculty may be overcome 4by moving the gear upon a set of needle bearings 205. .
`12 rearwardly sufficiently far as illustrateddin said hollow shaft 20| has a radial aange :ne `
Fig. _6 for the teeth on the ygear 1| to become ' upon its back end, and to this flange there is con
completely aligned with the spaces between the ' nected by means of a plurality of circumferen
teeth gi/the gear >69a. prior to theoccurrenc tially spaced bolts 201 the hub portion of a brake
of any meshing of the gears 1| and 12. r drum I1', an outwardly projecting radial flange
I'he arrangement of they reverse gears shown |99 of an overrunning clutch drive ring 200 and -
in Fig. 9 is like that of Fig. 8 with.- the excep- a circular flange portion 209 of a jaw clut'ch
tion that the direction of the bevel of the teeth 10 member 2|0 having circumferentially spacedljaw
on> the gear 1.| is reversed and the gear 12 is teeth 2||.' _An overrunning clutch -unit 2|2 of
placed forwardly of the gear 09a. Thus when which the ring 208 is the drive component com
the gear 1| is moved backwardly its teeth rst 'prlses an annular actuator member 2|3 and`4
mesh _with or engage 'and mesh with the teeth clutch rollers 2| 4* of.- the usual character. ~The
of the gear 12 whereby they are caused to occupy is actuator. member 2|3 is splined at 2|5 to the
a transitory position shown by the dotted lines. transmission drive shaft |9' whereby power for
Upon further backward movement of the gear driving said drive shaft clockwise as viewed from
1| its teeth will slide into mesh with the'teeth the front is transmittable from the coupling run
of the gear 69a either from a position in which ner |4' through the splined connection 200, shaft
the teeth of gear 1| are aligned` with the spaces 20 20|, flange 206 of said shaft and theoverrunning
between the teeth of the gear 09a, pursuant to clutch unit 2 | 2. . \ .

which said gear 69a is not rotated, or, from a ' Planetary change-speed gearing generally
position in which the teeth of the gears'1l and designated 2|6 is contained in a gear box 2| 1.
09a are axially aligned so that opposed bevelled This gearing as well as control shafting, clutch
ends of the teeth of theseI gearsv will cause the means and _speed-responsive control means there
gear 69a to rotate counter-clockwise. fore contained in the clutch housing |28 rear
This cooperation of the bevel teeth in the' first l wardly of the brake drum I1' is like that shown
speed train of the mobilizing clutch 4| and vin in Fig. 1 of my United States Patent No. 2,171,534,
the reverse train of meshable members 69a, 1| with the exception of certain details hereinafter
and 12 with the overrunning clutch 34 of which- 30 specifically pointed out. In view of the'com
the unloading is automatically controlled by the y plete >disclosure of this change-speed gearing in
reversing synchronizer brake mechanism, _in said patent, only the Vgeneral structure and oper
cluding the throttle responsive switch |54, en ation thereof will be herein described, the pres
ables the operator to quickly manually alter ent'invention relating to the combination with
nately establish the first speed 'power'train and 35 this change-speed gearing of the reversing syn
the reverse power train as is sometimes neces-` chronizer brake mechanism disclosed above with
sary in the manipulation of a vehicle as, for respect to the first embodiment and cooperable
example, when advancing and reversing to ma with the brake drum |1' and the over-running
neuver it from close quarters or in obtaining a clutch 2|2 and an improved manually operable
rocking motion of the vehicle to get it out of 40 jaw clutch means presently to be described for
slippery ruts' or the like where there is little connecting the transmission for forward or re
traction for the road wheels. _ ver'se drive.
Thus I have combined in power transmission This planetary gearing is disposed in a rotat
apparatus. suitable for use upon a motor vehicle, able carrier 2|8 having a, front spider 2|9 and
an impositivo coupling in driving relation with a back spider 220 in which there are a plurality
a multi-speed transmission in which overrun of paired axially aligned bearing units 22| and
ning clutch means is employed to enable auto 222 in each pair of which there is journalled a
matic shifting between power trains, and syn shaft 223 on which there is fixed a set of gears
chronizing brake means automatically operable 224, 225 and 226. A sun gear 221 fixed to the
un'der control of throttle responsive means for drive shaftv i9 meshes with the planet gears 225,~ '
quickly synchronizing the driving and driven whereas a second sun gear 228 meshes with the
parts to-be-connected power trains in the trans planet gears 226, the sun gear 228 being fixed
/mission, and the synchronizer brake means be to the driven shaft 229. A third sun gear 230 is
ing of a character to reversely rotatethe afore journalled upon the shaft I9' and meshes with
said overrunning clutch means to free the same 55 the planet gears 224. l y
of torque from said coupling and thus expedite In mobilizing the first speed power train, a
the meshing and demeshing of means for mobi clutch ring 23| having internal teeth 232 is shift
lizing starting trains of said transmission. ed rearwardly by means of a manually operable
shifter fork 233, to engage ,the teeth 232 with
Second embodiment 60 complemental clutch teeth 234 upon the outer
ring 235 of an overrunning clutch unit 230 where
A second embodiment 'of the invention is in in there are clutchrollers 231 which prevent
corporated into the power transmission apparatus counter-clockwise rotation (as viewed from the
shown in Figs. 11 and l2. This apparatus in front) of an actuator member 238 of said clutch
cludes 4a fluid coupling C' corresponding to the 6.5 relatively to the ring 235 but permit clockwise
coupling C and having its impeller element |0' rotation of the actuator relative thereto. Said
operably connected with a source of power as a actuator member is fixed upon a forwardly ex
crankshaft |2' of an internal combustion engine tending hub portion 239 of the planet carrier 2|8.
which in this instance is assumed to be that of The clutch ring 23| is slidable axially upon and
a motor vehicle. The driven or runner element 70 carried by a circular flange 240 projecting for
|4' has its hub |3 splined at 200 to a short wardly from a wall 24| of the gear box, and said
hollow shaft 20| journalled inopposite ends ofv flange has a circumferentially arranged series
the impeller member |0 upon bearing units 202 of -teeth 242 which mesh with the teeth 232 of the
and 203. A transmission drive shaft I9' has a ring 23|. A plurality of openings as 243 in the
bearing section 204 of reduced diameter piloted wall member 24| and in the base 244 of the flange
 10 2,353,137
248 receive circumferentially spaced rearwardly 256 of a jaw clutch member 251 splined to the
projecting portions of the ring 23| upon which driven shaft 229. This sleeve 255 isvconnected
the teeth 232 are disposed, when the ring 23| is 4 by an intermediate sleeve 258 with a rearwardly '
slid rearwardly as aforesaid for meshing the extending hub portion 259 of the carrier 2|! so
teeth 232 and 234. When thus meshed these that when the engine is decelerated sufficiently
teeth will connect the clutch ring 235 non-ro for the carrier'2l8 to accelerate clockwiseinto
tatively with the gear box wall 24| through the synchronsm with the driven shaft 229, the spring
connection including the ring 23|, the teeth 232 253 will cause the teeth 254 to mesh with the `
and 242 and the flange 248 which is vconnected teeth l256, thus non-rotatively connecting the
with said wall. 10 carrier '2|8 with the driven shaft, and lsince the
After effecting this connection, when the oper planet gears 226 are meshed with the sun gear
ator accelerates his engine sufficiently above 228 the planet carrier and the gearing carried
idling speed the clutch impeller I8' will transmit thereby will be locked as a unitary mass coupling
force to the runner I4' to cause the vehicle to the drive sleeve 245 directly with the driven
be driven forwardly through the first speed power 15 shaft 229 so that there will be a direct driving
train, this train including said runner |4', the connection between the clutch runner I4 and the
hollow shaft 28|, overrunning clutch 2|2, drive driven shaft 229. - A . -
shaft I9', sun gear 221,l planet gears 225. planet There is associated with the brake drum` |'1'
gears 226 and the sun gear 228 to the driven a brake band |3| corresponding to the brake
`shaft 229. During operation of this power train 20 band |3| described with respect to the flrst em
the planet carrier 2|8 will tend to rotate back bodiment. Operating and control mechanism for
wardly or counter-clockwise as viewed from the this brake band |3|' :similar to that shown in
front, but this is prevented by the over running the circuit diagram in Fig. 1 may be provided,
/' clutch 236 of which the ring'235 is then clutched there being the exception that the conductor |68,
tothe gear box. Speed reduction is obtained 25 Fig. 1, would not be connected with ground
because of the ratio in diameter of the gears 225 through a switch |94, inasmuch as there is no
and 221 and in the gears 226 and 228. During emergency low speed control mechanism in as
operation of the first speed train, the gears 224 sociation with the transmission shown in Fig. 1l
and 238 will cause clockwise rotation of a sleeve that would necessitate a, switch as |94. There
shaft 245 at reduced speed with respect to the 30 fore, when the accelerator pedal is released in
drive shaft I9' and- hence with respect to the Jaw establishing the second speed power train the
clutch drive counterpart 2|8, but when apre brake band |3| will be applied, to the drum |1'
determined minimum speed is reached the shaft for expediting synchronization of the clutch mun
245 and inertia weight carrier 246 nxed thereto terparts 2|8 and 249, and, likewise, in the shift
will rotate suillciently fast to cause weights W from the second to the third speed power trains,
in said carrier to pivot clockwise as viewed in said brake band |3|' will incur braking action
Fig. 11 and whereby their heel portions 241 will upon the drum |1 to cause faster deceleration of
act through a. coil spring 248 for yieldingly urg-- the gear 238 relatively to the gear 228 to expedite
ing a jaw clutch counterpart 249 forwardly with increase in speed of the planet carrier to the
its teeth 258 in ratcheting relation with the teeth 40 speed of the driven shaft 229 and hence the en
2|| of the counterpart 2|8. The end faces of the gagement of the clutch teeth 254 and 256 for es
teeth 258 and 2|| are bevelled to facilitate such tablishing the third speed train.
ratcheting. -
When the third speed train is established by
Second speed is obtained by releasing the ac the rearward movement of the sleeve 255, a pres
celerator pedal to permit the vehicle engine, to 45 sure ring 260 will be forced rearwardly while act
gether with the clutch C' and the clutch coun ing against the lower ends of the legs on a shifter
terpart 2|8, to decelerate until said counterpart fork 26| to cause counter-clockwise rotation of
synchronizes with the counterpart 249 which con this shifter fork as viewed in Fig. 11 and of a
tinues rotation-with the vehicle running gear cross shaft 262 on which it is mounted, against
and the planetary gearing 2| 6 at substantially the force of a spring 265. A lug 263 connected
constant speed as permitted by the overrunning with the hub portion of the shifter fork 26| will
clutch 2|2. Y When the clutch counterparts syn be moved forwardly to manipulate an actuator
chronize the teeth 258 and 2|| will mesh for link 264 for opening a switch |58 corresponding
establishing the second speed power train which to the switch |58 shown in Fig. 1. Therefore
includes the sleeve shaft 245, gears 230 and 224 55 upon the establishment of the third speed train
and the gears 226 and 228. Meanwhile the sun the throttle-controlled circuit normally causing
gear 221 will be driven from the gears 225 at an application of the synchronizer brake band |3|
overspeed with respect to the clutch runner I4' upon release of the accelerator pedal will be
whereby the clutch 2|2 is caused to overrun. opened to disable said circuit and prevent syn
In establishing the third speed power train 60 chronizing actionof the brake band when such
the accelerator pedal will again be momentarily action is not needed or desired.
released to cause a second deceleration of the It will be understood that the third speed train~
engine, and hence of the sun gear 238 while the can ebe disconnected instantaneously by demesh
sun gear 228 operates at substantially constant ing the third speed clutch teeth 254 and 256 to
speed because of its connection with the vehicle 65 cause the second speed power train to come into
running gear, and when thisfoccurs the gears operation, and this may be done by effecting
226 will be caused to advance orbitally about the clockwise rotation of the control shaft 262 and
sun gear 226 in the clockwise direction to cause of the shifter fork 26| to cause forward movement
clockwise rotation of the _carrier 2|6 and of of the ring 268 and the clutch sleeve 255. Said
speed-responsive means (not shown) disposed 70 shaft 262 may be controlled manually and/or
within a casing 252 that is fixed to said planet by means of a solenoid as |82 in Fig. 2 and a
carrier. This speed-responsive means is thus throttle pedal controlled switch as |19 in Fig. l.
actuated for pressing rearwardly upon a spring To connect the reverse train the clutch ring
253 to yieldingly urge the internal teeth 254 of 23| will be moved forwardly from a neutral po
a sleeve 255 rearwardly into mesh with the teeth 76 sition wherein none of the power trains are
 2,858,132 -1'1
mobilized to a position in which the forward ends vehicle running gear, said clockwise rotation of
of the teeth232 mesh with -teeth 263. In this the gear 236 will act through the planet gears
manner the sleeve shaft 24|, to which a ring 224, 22| and. 226 for causing the sun gear 221-
261 carrying the clutch teeth 266 is splined. will and the clutch actuator' member 2| 3 to rotate
be connected in fixed relation with the gear box clockwise. It will be seen therefore that the
wall 24| wherefore the sun gear 233 will be con bevalling upon the opposed ends of the teeth
strained against rotation. Following this connec m' and m 1s such that the reverse tram can
tion and acceleration of the vehicle engine, driv always be easily meshed either from the position
ing -power will be transmitted from the runner in which the teeth 232 are aligned with theI
' I4' through the overrunning clutch 2|2, the drive .spaces between the teeth 266 or from a position
shaft _|3', and the gear 221 to the planets/ears in which they are aligned with said teeth 266.
226. Since the gear 236 is now held against Vro Thus the brake band |3|', in'rotating back
tation and the ring 236 of the overrunning clutch -wardly tov relax the overrunning clutch 2|2 com
236 is disconnected from the gear box, the planet mon to the reverse and rst speed trains and thus
gears 224 will be advanced orbitally about said 16 holding the same relaxed against the impositive
gear 236 `while rotating the planet carrier 2|6 force of the runner I4', cooperates with the
reversely. or counter-clockwise .as viewed'. from 'bevelling upon the teethv 234, 232 and 266 to en
the front. Meanwhile-the planet gears '226 will > ' able either of theseto -be easily mobilized'or
be orbitally advanced about the sun gear 226 demobilized. ~ . s

but at less> speed than that at which they are 20 There isy no intention of limiting the invention
orbitally moved with the reversely rotating car tothe specific embodiments herein shown and
rier 2|6 wherefore said gear 223 will be rotated described for numerous modiilcations employ
reversely at a slow speed of desired ratio. , ing the same principlesof operation will be ap
Assuming that the clutch ring23i is in the parent to those skilled in the art, wherefore it
rearward position with its teeth- 232 meshedbwith 26 should be clearly understood that the invention
the teeth 234 for mobilizing the first speed train, v extends to other arrangements, details andstruc
that the coupling C- has been rotated suillciently tures falling within the spirit thereof.
fast by-an acceleration of the vehicle engine to I claim: \ .
have caused power to have been transmitted 1.- In apparatus for drivingly connecting a mo
through this power train and that the accelerator 30 tor 'with a load, the combination of a change
pedal has been released in bringing the vehicle speed transmission comprising a plurality of dif
. to rest, upon this release of the accelerator pedal ferent speed ratio power trains individually es
the synchronizer brake band |3I' causes rapid tablishable in driving relation between said mo
deceleration of the drum I1' and ultimate re tor and said load, a lower ratio of said trains
verse rotation of said drum and of the clutch 35 including an overrunning clutch wherein there
ring 203 to relieve the load from this power train are partsrelatively rotatable in one direction to
and maintain said power train unloaded by con enable saidtrain to remain mobilized while a
straining the impositively` urged runner I4 higher ratio of said trains is established and in
, against rotation. 'I'he thus released or unloaded operation and wherein'during the transmission
power train will incur no pressure Abetween the .40 of power through said lower ratio train one of
teeth 234, 232 and 242 whereby manual disen . said parts transmits force-to the other pursuant
gagement of these teeth for disruptingA the first ,to tending to rotate relatively thereto in the
speed train is easily accomplished. Once the first ` direction opposite to that in which such relative
speed train has been demobilized while the brake rotation 'can occur, said lower ratio train also
band I3I' holds the overrunning clutch ring 208 45 including complemental relatively rotatable
against rotation, said train will remain relaxed toothed members meshable to mobilize said train,
and can again be mobilizedv by shifting the ring means connecting one of said toothed members
23| rearwardly. Re-meshhg of the -teeth 232 for rotation 'with one of said clutch parts, cam
and 234 is facilitated by bevelling the back ends of means associated with said toothed members and
the teeth 232 and the front ends of the teeth 234 50 operable incident to the meshing of said mem
as illustrated in Fig. 12 'whereby if these teeth bers for causing the one connected with said
should be axially aligned at the time of meshing, clutch part to rotate in the direction to cause
the ring 235 will be cammed counter-clockwise said part to rotate in the one direction relatively
as viewed from the front and as permitted by the to the other part, brake means for said other
cltch rollers 231. , 55 clutch part and operable to decelerate such part
Each time the vehicle engine is accelerated and and to rotate the same in the direction' opposite
decelerated by release of the Vaccelerator pedal the to-normal to release lthe loading of said clutch
drum I1' will be caused to rotate countercloclr-v and of said power train tol facilitate demeshing
wise for relaxing the power train in which the ap and remeshing of said toothed members, and
paratus had been operating. Therefore the over 60 means operable to control such operation of the
running clutch 2|2, when the clutch ring 23| is
in the neutral position, will always -be relaxed 2. AIn apparatus for drivingly connecting a
and held by the band |3|' from being loaded by throttle-controlled engine to an advanceable
the impositively driven ` runner |4'. Conse load, the combination of a coupling comprising
quently in shifting the ring 23| and the teeth 65 a drive Ipart drivable from said engine and a
232 forwardly for engaging the reverse train, the driven part to which predominatable driving
bevelling upon the front ends of the teeth 232 force is transmitted from the drive part at slow
and upon the back ends of the teeth 266 as illus speeds of the latter, a change-speed transmis
trated in Fig. l2 will result in the ring 261, the sion comprising relatively lower and higher
sleeve shaft 245 and the sun gear 230 being ro speed ratio power trains alternatively establish
tated clockwise as viewed from the front and able in driving relation between said coupling
as permitted by the overrunning clutch 2|2 driven part and the load, said lower ratio train
when the teeth 232 and 266 are axially aligned >including an overrunning clutch wherein the
at the time ofthis meshing operation. Since driven _member is adapted to overrun the drive
the sun gear 226 is held against rotation by the 75 member to enable said train _to remain mobilized
 12 2,353,137'
during establishment and operation of the higher lish the lower ratio train through which the
yratio train, said lower ratio train also includ aforesaid predominatable force is then trans- v
ing complemental relatively rotatable toothed mittable to the load while the pedal toe portion
members meshable to mobilize said trainI and i3 released for bringing the load to a stop and,
causing demobilization thereof when demeshed, whereby a tendency obtains to load the first of
means connecting one of said toothed members said overrunning clutches, brake means con
for rotation with the overrunning clutch driven nected with the drive member of the first over
part, cam means associated with said toothed running clutch and operable to rotate said mem
members and operable incident to the meshing ber in the direction opposite to normal against
of said members, when said overrunning clutch said 4predominatable force transmitted through
is relaxed, to cause the toothed member con the coupling, and means operable coordinately
nected with the overrunning clutch driven part with such substantial closing of the engine throt
to rotate in the direction permitted by such .~ tle to cause said operation of the brake meansi~ K
driven part as it overruns the drive part of said whereby upon bringing the load to rest the first
overrunning clutch, i speed-responsive means overrunning clutch will be relaxed to facilitate
drivable from said engine and for disconnect demeshing and remeshing of the toothed mem
ing the higher ratio train when subjected to bers controlling mobilization of the lower ratio
speeds below a certain minimum to establish the train-
lower ratio train through which the aforesaid 4. In apparatus for drivingly connecting a
predominatable force is then transmittable to 20 throttle-controlled engine to an advanceable
the load as when the load is brought to a stop load, the combination of a coupling comprising
whereby a tendency obtains to maintain the a drive part drivable from said engine and a
overrunning clutch loadedand thus oier resist driven part to which predominatable driving
ance to the demeshing of said toothed members, _force is transmitted from the drive part at slow
brake means connected with the overrunning 25 speeds of the latter, a change-speed transmis
clutch drive member and operable to rotate said f sion comprising forward and reverse drive power
member in the direction opposite to normal trains individually establishable in driving rela.
against said. predominatable force transmitted tion between the coupling driven part and said
through the coupling, and means operable co load, an overrunning clutch common to said
ordinately with the closing of the engine throt 30 trains and including drive and driven members
tle to cause such operation of the brake means of which force is transmitted from the drive to
whereby upon bringing the load to rest there is the driven member pursuant to the operation of
assurance of relaxation of said overrunning either train, the forward train including force
clutch to facilitate demeshing and remeshing of transmitting toothed members complementally
said toothed members. ` ` 35 meshable to mobilize said train and demeshable
3. In apparatus for drivingly connecting a ' to demobilize the same, the reverse train also 1n
throttle-controlled engine to an advanceable cluding force transmitting toothed members
load, the combination of a coupling comprising a complementally meshable to mobilize such re
drive part drivable from said engine and a driven verse tra-in and demeshable to demobilize the
part -to which predominatable driving force is 40 same, means connecting said overrunning clutch
transmitted from the drive part at slow speeds driven member for rotation with one of the
of the latter, a change-speed transmission com toothed members in each of said trains, cam"
prising relatively lower and higher speed ratio means respectively associated with each comple
power trains alternatively establishable in driv mental organization of said toothed members and>
ing relation between said coupling driven part 45 each cam means being operable incident to the
and the load, a first overrunning clutch common meshing of its associated toothed members, when
to said trains, clutch means necessarily closed said overrunning clutch is relaxed, to cause the
for the establishment of the higher ratio train one thereof connected with the overrunning
and operable to demobilize the same, said lower clutch driven member to rotate in the direction
ratio train including a second overrunning clutch 50 permitted by such driven member as it overruns
wherein the driven member is adapted to overrun its associated drive member, brake means asso
the drive member to enable said train to remain ciated with the overrunning clutch drive mem
mobilized during establishment and operation of ber and operable to rotate said member in the
the higher ratio train, said lower ratio train direction opposite to normal against such force
also including complemental relatively rotatable 55 transmitted through the coupling, and means
`toothed members meshable to mobilize such train operable coordinately with the closing of the
and demeshable to demobilize the same, means engine throttle to cause such operation of the
connecting one of said toothed members for rota brake means whereby upon bringing the load to
tion with the driven part of the first overrunning rest said overrunning clutch will be relaxed to
clutch, cam means associated with said toothed 60 facilitate demeshing and meshing of either or
members and operable incident to the meshing ganization of said toothed members.
thereof, when said 4first overrunning clutch is 5. In apparatus for drivingly connecting a
relaxed, to cause the toothed member connected throttle-controlled engine to an advanceable
with said overrunning clutch driven part to ro load, the combination of a coupling comprising
tate in the direction permitted by said driven 65 a drive part drivable from said engine and a
part as it overruns its complemental drive part, driven _part to which fpredominatable driving
control means for the engine throttle and in force is transmitted from the drive part at slow
cluding a pedal pivotally mounted at its heel speeds of the latter, a change-speed transmission
portion and operable upon release of its toe por comprising a power train wherein there is an
tion to substantially close said throttle, a pivot 70 overrunning clutch including drive and driven
mount for the heel portion of said pedal and de parts and gears complementally meshable to
pressible by a manual force applied to such pedal mobilize said train, one of said gears being driv
heel portion, means operable by the depression of
ingly connected with the driven part of said over
said pedal mount to open said clutch means and running clutch, a second of the gears being ro
thus demobilize the higher ratio train and estab 75 tatable independently of the one gear and also
 y 2,353,137 13
being rotatable independently oi' a third of bers of which the driven member is adapted to
said gears when unmeshed therewith but being overrun the drive member to enable such train
axially movable into mutual mesh with the iirst . to remain -mobilized while the higher ratio train
and third gears, said third gear being for con is established and in operation, brake means for
nection with the load and to be normally held, said higher ratio power train drive part and for
thereby against rotation when the load is at rest, the overrunning clutch .drive member and op
the iirst and third gears each having teeth end erable to expedite deceleration of said part to
portions in opposed relation with teeth end por synchronism with the driven part and also op
tions of the second gear, said first and third erable to decelerate said overrunning clutch drive
gears occupying different axial positions whereby 10 member and operable to rotate said member in
the second gear is meshed with one of said first the direction opposite to normal to insure re
or third gears before the other, said teeth end lease of said clutch members and consequent re
portions on said other of the iirst or third gears laxation of said lower ratio train following de
having transverse bevelled end faces covering celeration oi said drive member to zero speed.
their entire ends and turned inA such direction and means in control of saidbrakes means and
that they cam coactively against said end por operable coordinately with the closing of said
tions of the second gear to impart rotation to the throttle to cause such operation of the brake
iirst gear in the direction 'permitted by said over means.
running clutch driven member >as it overruns its , 9. The combination set forth in claim 8 and
associated drive member, following meshing of 20 wherein there is also means responsive to the
the second gear and said one gear and incident to ` condition of a higher ratio of said power trains
the initial meshing of the second gear andsaid and operable to preclude operation of said brake
other gear, brake means associated with the means while such higher ratio train is estab
overrunning clutch drive member and operable lished.
to rotate said member inthe direction opposite n 10. The combination set forth in claim 8, where
to normal against the predominatable ,force in there is a pedal for controlling the engine
transmitted through the coupling, and means throttle and wherein the means for causing the ~
operable coordinately with the closing of the operation of said brake means is also under con
engine throttle to cause such operation of the trol of said pedal.
brake means whereby upon bringing the .load to 30 11. In apparatus for drivingly connecting a
rest said overrunning clutch will be relaxed to throttle-controlled engine as to an advanceable
facilitate demeshing and meshing of said gears. load, the combination of a coupling comprising
6. In apparatus for drivingly connectingv a mo a drive part drivable from said engine and a
tor with a load, the combination of a change~ driven part to which predominatable driving
speed transmission comprising a pluralityof dif- force is transmitted from the drive part at slow
ferent speed ratio power trains individually es speeds of the latter, a change-speed transmission
tablishable in driving relation between said mo >comprising a plurality of diierent speed ratio
tor and said load, a lower ratio of said trains power trains individually establishable in driving
including meshable means effective to demobilize relation between said coupling driven part and
such train when demeshed and also including an said load, a lower ratio train of said trains in
overrunning clutch in which there are drive and cluding a jaw clutch disenga/geable to demobilize
driven members of which the driven member is such train and also including an overrunning
adapted to overrun the drive member to enable clutch in which there are drive and driven mem
such train to remain mobilized while a higher bers of which the driven member is adapted to
ratio train is established and in operation, brake overrun the drive member to enable such train
means for said overrunning clutch drive member to remain mobilized while a higher ratio train is
and operable to ydecelerate said member and to established and Vin operation, brake means con
rotate said member in the direction opposite to nected with the overrunning clutch drive mem
normal to insure the non-existence of load pres ber and operable to decelerate said member when
sure between _said clutch members and conse but a relatively small amount of torque is trans
quent relaxation of said lower ratio train fol mitted thereto through said coupling and to ro
lowing deceleration of said drive member to zero ' tate said member in the direction opposite to nor
speed, and means operable to cause su h opera mal to insure release of said clutch members and
tion of the brake means. consequent relaxation of said lower ratio train
7. The combination set forth in claim 6 and following deceleration of said drive member to
wherein there is means responsive to the con zero speed, and means operable substantially con
dition of a higher ratio of saidpower trains and currently with the closing of the engine throttle,
operable to preclude operation of said brake while said lower ratio power train is established, ^
means while such higher ratio train is estab to cause the aforesaidv operation of said brake
lished. ,
00 means and thus facilitate disengagement of said
8. In apparatus for drivingly connecting a jaw clutch for demobilizing said train.
throttle-controlled engine with a load, the com 12. In apparatus for drivingly connecting a
bination of a -change-speed transmission com throttle-controlled engine as to an advanceable
prising a plurality of different speed ratio power s load'brakable for bringing it to a stop, the com
trains individually establishable in driving rela 65 bination of a coupling comprising a drive part
tion between'said engine and the load, a higher y drivable from said engine and adriven part t0.
ratio of said power trains including drive and which predominatable driving force is transmit
driven parts for respective connection with the ted from the drive part at slow speeds of the lat
engine and the load and meshable to establish ter, a change-speed transmission comprising rel
such power train when said drive part is de 70 atively lower and higher speed ratio power trains
celerated to synchronism with said driven part, alternatively establishable in driving relation be
a lower ratio of said trains including meshable tween said coupling driven part and said load,
means effective to delnobilize such train when the lower ratio train including a jaw clutch dis
demeshed and also including an overrunningl ` engageable to demobilize such train and also in
clutch in which there are drive and driven mem 75 cluding an overrunning clutch in which there'
 l14 assale?
are drive and driven members of which the driven part at slow speeds of the latter, a change-speed
member is adapted to overrun the drive member, transmission comprising a plurality of different
to enable such train to remain mobilized while speed ratio power trains individually establishf
the higher ratio train is established and in op able in driving relation between said driven part
eration, speed-responsive means drivable from and said load, a low ratio of said trains includ
said engine and for disconnecting the higher ra ing an overrunning clutch wherein there _are
tio train when operating at speeds below a cer members relatively rotatable in one direction to
tain minimum to establish the lower ratio train enable said train to remain mobilized while a
through which power is then transmittable to higher ratio of said trains is established and in
the load while the latter advances at a speed less 10 operation and wherein during the transmission
than that at which the engine tends to drive of power through said lower ratio train one of
the same through such lower ratio train as when said members transmits force to the other pur
lthe load is being braked for stopping, brake suant to tending to rotate relatively thereto in
means connected with the overrunning clutch the direction opposite to that in which such rela
drive member and operable to decelerate said tive rotation can occur, said lower ratio train
member when said predominatable force is trans also including force transmitting means having
mitted thereto through the said coupling and to complemental relatively rotatable toothed mem
rotate said member in the direction opposite to bers meshable to mobilize said train, means con
normal following deceleration thereof to zero necting one of said toothed members with one of
speed, and means operable coordinately with the 20 said overrunning clutch members to transmit
engine throttle and substantially' at the -time of force between said overrunning clutch and said
closure thereof in the normal stopping of the force transmitting means during operation oi' the
load to cause the aforesaid operation of said brake low ratio train, brake means for the other of
means to insure relaxation of the lower ratio said overrunning clutch members and operable
train and thus facilitate disengagement of said 25 to decelerate such member and to rotate the
jaw clutch for demobilizing said train. same in the direction opposite to that in which
13. In apparatus for drivingly connecting a it is urged to rotate by the aforesaid predomi
throttle-controlled engine of an engine-driven natable force applied to said driven part. to re
vehicle with the running gear wheels of such lease the loading of said overrunning clutch and
vehicle, the combination of a change-speed 30 thus facilitate demeshing of said toothed mem~
transmission wherein there are a plurality of bers, and means operable to control such oper-v
power trains of diierent speed transmitting ation of the brake means.
ratio individually establishable in driving rela 15. In apparatus for drivingly connecting a
tion between said engine and said wheels and of
which at least one train is a cruising train hav 35 throttle-controlled engine to an advanceable
load, the combination of a coupling comprising
ing a ratio suitable for driving the vehicle at a drive part drivable from said engine and a
cruising speeds and of which at least another driven part to which predominatable driving
train of lower ratio than said cruising train is a force is transmitted from the drive part at slow
starting train, said cruising train including speeds of the latter, a change-speed transmission
drive and driven clutch parts respectively con 40 comprising relatively lower and higher speed
nected with said engine and said wheels and ratio power trains alternatively establishable in
meshable, incident to a shift from the starting driving relation between said coupling driven
train into said cruising train, upon deceleration part and the load, said lower ratio train includ
of the drive part to synchronism with the driven ing an overrunning clutch wherein the driven
_part -to establish the cruising train, synchro member is adapted to overrun the,drive member
nizer brake means associated with said clutch to enable said train to remainmobilized during
`drive part and operable to brake said part for establishment and operation of the higher ratio
decelerating the same as aforesaid, said start train, said lower ratio train also including com@
ing train including meshable means effective to plemental relatively rotatable toothed members
demobilize such train when demeshed and also 50 meshable to mobilize said train and causing de
including an overrunning clutch in which there mobilization thereof when demeshed, means con
are drive and driven members of which the necting _one of said toothed members for rota
driven member is adapted to overrun the drive tion with the overrunning clutch driven part.
member to enable said starting train to remain means for disconnecting the higher ratio train to
mobilized during establishment and operation of establish the lower ratio train through which
the cruising train, said synchronizer brake means the aforesaid predominatable force is then
being also associated with the drive member of transmittable to the load as when the load is be
said overrunning clutch and operable to de ing brought to rest whereby a tendency obtains
celerate said member and to rotate the same in
to maintain the overrunning clutch loaded and
the direction opposite to normal, following de 60 thus
celeration of said drive member to zero speed,
ofler resistance to the demeshing of said
to insure the non-existence of load pressure be toothed members, brake means connected with
tween said overrunning clutch members and con
the overrunning clutch drive member and oper
sequent relaxation of said starting train to able to rotate said member in the direction oppo
facilitate demeshing and remeshing of said site to normal against said predominatable force
meshable means, and means operable substan
transmitted through said coupling, and means
tially concurrently with the closing of the engineoperable coordinately with the closing of the
engine throttle to cause such operation of the
throttle to effect operation of said synchronizer brake means whereby upon bringing the load to
brake means.
14. In apparatus for drivingly connecting an 70 rest there is assurance of relaxation of said over
running clutch t facilitate demeshing of said
engine with a load, the combination of a cou toothed members.
pling comprising a drive part drivable from said 16. In apparatus for drivingly connecting a
engine and a driven part to which a predominat throttle-controlled engine to an advanceable
able driving force is transmitted from the drive 75 load, the combination of a coupling comprising a
 9,358,187
drive part drivable from said engine and a driven
part to which predominatable driving force is
transmitted from the drive part at slow speeds of
the latter, a change-speed transmission com
prising forward and reverse drive power trains
individually establishabie in driving relation be-y
tween the coupling driven part and said load, an
overrunning clutch common to said trains and
including drive and driven members of which
force is transmitted from the drive to the driven 10 meshing of the toothed members in the force
member pursuant to the operation of either
train. the forward train comprising force trans
mitting means including toothed members com
.pIementally meshable to mobilize said train and
demeshable to demobilize the same, the reverse
train also comprising force. transmitting means
including toothed members complementaliy
meshable to mobilize such reverse train and de
meshable to demobilize the same, means con
15
necting the .overrunnins clutch driven member
with one of the toothed membersin each of said
trains to transmit force from said -overrunniniz
clutch thereto, brake means for the overrunning
clutch drive member and operable to decelerate
said member and rotate the same in opposition to .
said predominatable force. to release the load-`
ing . of said overrunning clutch and of the
mobilized of said trains and thus facilitate de
transmitting means thereof, and means operable
to control- such operation of the brake means.
17. The combination set forth in claim 16. and
wherein said control means for the operation of
the brake means is operable coordinately with
the closing of the engine throttle and to cause
operation of the brake means.
oscan Hl Bama.