July 6, 1943. L.. s.

HOBBS 2,323,601
TWO-SPEED SUPERCHARGER DRIVE

Filed Jan. 10, 1940 5 Sheets-Sheet 1

.8k

IHII INVENTOR .

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LMv Ano R N E Y.
 July 6, 1943. L. s. HOBBS ~ . 2,323,501 '
TWO-SPEED SUPERCHARGER DRIVE
Filed Jan. 10, 1940 5 Sheets-Sheet 2

#2 //4

Lg

INVENTOR
. vLEONARD S.HOBBS

8Y4? . % kg
ATI'ORINEY
July 6, 1943- L. s. HOBBS 2,323,601
' TWO-SPEED SUPERCHARGER DRIVE

Filed Jan. 10, 1940 5 Sheets-Sheet 4

ATTORNEY '
July , 1943. L. s. HOBBS 2,323,601
TWO-SPEED SUPERCHARGER DRIVE
Filed Jan. 10, 1940 5 Sheets-Sheet 5

ab

LEONARD s. HOBBS

ET 5W 4%
ATTORNEY
 Patented July 6, 1943 2,323,601

UNH'ED STATES BATEN'H" OFE'EQ

2,323,601
TWO-SPEED SUPER 5-. I ' 'i GER DRIVE
Leonard S. Hobbs, West Hartford, Conn., assignor
to United Aircraft Corporation, East Hartford,
Court, a corporation of Delaware
Application January 10, 1944), Serial No. 313,231
_ 6 Claims. (oi. id-189.5)

This invention relates to improvements in ous. operative positionsof the valve shown in
vchange speed gear drives or power transmis Fig. 6. .
sions and has particular reference to a change Referring to the drawings in detail and par
speed gear drive or transmission for a rotating ticularly to Fig. l the numeral l0 generally in
body such as a fan or supercharger impeller dicates the crankcase of an internal combustion
although the principles of the invention are in engine, such as a radial type supercharged en
no way limited to this particular application. gine conventionally employed for the propulsion
An object of the invention is in the provision of aircraft; It is to be understood, however, that
in a change speed drive gear of means for syn the invention is'in no way limited to any par
chronizing the gears of the various speed ratio 10 ticular type of engine or to the illustrated ap
gear trains when the drive is changed from one plication to an engine supercharger drive.
train to another. . In the engine illustrated the crankcase It
A still further object resides in the provision may carry a plurality of cylinders, one of which
of an improved change speed gear drive in which is indicated at l2, connected to the supercharger
a single hydraulic synchronizing unit is utilized 15 blower section It by respective intake ducts, as
to synchronize the speeds of the driving and Y indicated at i6, and may drive an aeronautical
driven elements of the various speed ratio gear propeller fragmentarily illustrated and generally
trains as the drive is transferred to any one of indicated at H8.
said gear trains. The supercharger may include a casing 20
Other objects and advantages will be more 20 within which is, mounted a rotatable impeller
particularly pointed out hereinafter or will be 22 which receives air from the air intake 24
come apparent as the description proceeds. v.and directs it at increased pressure to the
In the accompanying drawings, in which like ' diffuser 26. The impeller22 may be mounted on
reference numerals are used to indicate similar an impeller drive sleeve 28 rotatably supported
parts throughout, there is illustrated in two 25 in the casing 20 by suitable means such as the '
slightly di?erent forms a suitable mechanical bearing 30 and the shaft 36 which is supported
embodiment for the purpose of disclosing the in by the bearing 32 and crankshaft 36. The im
vention. The drawings, however, are for the peller may be driven from the engine crankshaft
purpose of illustration only and are not to be 34! by means of a tail shaft 36 and a change speed
taken as limiting the invention since it will be 30 gear drive including a plurality of gear trains,
apparent to those skilled in the art that various as indicated at 38, 40 and 42. The gear train 38
changes in the illustrated constructions may be may constitute a permanent, driving connection
resorted to without in any way exceeding the between the tail shaft 36 and the lay shafttt
scope of the invention. and the gear trains 40 and 632 may constitute
In the drawings, \ 35 different speed ratio drives between the lay shaft
Fig. 1 is a schematic view of a change speed and the impeller drive sleeve 28. '
gear of the character indicated applied to the The various units of the change speed gear
supercharger impeller drive of an internal com drive such as the various gear trains and their
bustion engine. connecting clutches and the synchronizing de
Fig. 2 is a rear elevation of a modi?ed form 40 vice may all be mounted on the same shaft, as
of supercharger drive. schematically indicated in Fig. 1 and shown in
Fig. 3 is a. sectional view of an enlarged scale detail in Fig. 5, .or these various units may be
_' on the line 3-3 of Fig. 2. mounted on separate shafts, as shown in Figs. 2,
Fig. 4 is a sectional view on an enlarged scale 3 and 4. As an example of_ the latter arrange
on the line 13-4! of Fig. 2. 45 ment the tail shaft 36 and gear train 38 may
, Fig. 5' is a sectional view on an enlarged scale occupy the central position in the arrangement
of the change speed gear drive of Fig. 1. shown in Fig, 2 and the drive gear on the tail
Fig. 6 is a longitudinal sectional view of a shaft may mesh with separate drive gears on
control valve for the change speed gear unit three different lay shafts, as indicated at 46.
shown in Figs. 2 to 5, inclusive. 50 48 and 50. As shown in Figs. 3 and 4, the low
Fig. 7 is a sectional view of a fragmentary speed gear train 42 may be disposed between the
portion of the valve unit shown in Fig. 6 taken centrally disposed lay shaft 48 and the impeller
on the line I--l of Fig. 6. drive sleeve surrounding the tail shaft 38, the
Figs. 8, 9, 10, and 11 are diagrammatic sketches high speed gear train 40 may be disposed be
showing the hydraulic connections for the vari 55 tween the lay shaft, and the impeller drive
 2 2,323,601
sleeve while the synchronizing device, generally
indicated at 5|, may be disposed between the
lay shaft 50 and the impeller drive sleeve.
Referring now particularly to Figs. 3 and 4, the
tail shaft 36 carries a drive gear, generally indi
cated at 52 which meshes with driven gears 54,
56 and 58 carried by the lay shafts '46, 48 and 50,
respectively, so that all three of the lay shafts ro
tate with the tail shaft when the engine is oper
ating. The gear 52 may be formed in two parts
one of which, as indicated at 60, carries the gear
teeth and the other, as indicated at 62, is secured
to the shaft 36iby suitable means such as the
spline 64. The two parts 60 and 62 are drivingly
connected by means of a plurality of spring packs
66 to provide a spring cushioned drive between
the tail shaft 36 and the lay shaft gears 54, 56
and 58 in a manner well known to the art.
A spur gear 68 is carried by the lay shaft 48-for
free rotation relative thereto and has peripheral
teeth which mesh with the peripheral teeth of a
low speed drive gear 10 formed integrally with or
rigidly secured on the impeller drive sleeve 28.
The gear 68 is provided with an annular ?ange
12 which may carry internally thereof a clutch
facing 14 to constitute one element of a clutch
by means of which the gear 68 may be associated
with the shaft 48 against rotation relative there
to. The other portion of this clutch is constie
tuted by a member 16 having a slidable splined ,
connection with the shaft 48 and a tapered ?ange
underlying the clutch facing 14 and operative to
frictionally engage the clutch facing upon move
ment of the member 1.6 axially of the shaft 48 in
a direction away from the associated gear 68, the
gear element 68 being restrained from axial
movement along the shaft by suitable means such
as the bearing bushing 18 cooperating with an tween the member I40 and the associated portion 1
annular shoulder 80 formed on the shaft 48. A of the core I54 and a plurality of similar vanes
compression spring 82 bearing at one end against 40 I58 are disposed in the space between the ele
the clutch element 16 and at its other end against ment, I46 and the associated portion of the core
the annular abutment 84 resiliently urges the I54. When there is no ?uid in the toroidal cham
member 16 towards the gear 68 to disengage the
clutch and permit the gear to rotate freely on
the shaft 48. Within the space between the gear
68 and the clutch element 16 a ?uid seal 86, car
ried by a ?ange member 88 rigidly secured to the
gear 68, cooperates with a cylindrical surface 90
provided within the ?ange of the member 16 to
provide an annular ?uid chamber 92 surrounding
the shaft 48 within the members 68 and 16 to
which "?uid under pressure is directed, forcing
the members 16 and 68 apart to engage the
clutch and provide a drive between the shaft 48
and the impeller drive sleeve 28. The chamber
92 may be supplied with ?uid under pressure
through the channels 94 and 96, theannular
groove 98 leading around the impeller drive sleeve
28, and the channels I00 and I02 in the drilled
plug I04 inserted in the end portion of the hollow
shaft 48. and the port I06 leading from the chan
nel I02 through the hollow shaft to the annular
chamber 92. The remaining channels and ports
shown in the plug I04 and the shaft 48 are for the
purpose of supplying lubricating oil to the end
bearings of the shaft.
The lay shaft 46 carries a clutch and gear ar
rangement similar to that carried by the shaft
48 and described above. As shown in Fig. 4, a
gear I08, freely rotatable on the shaft 46 but
restrained from axial movement thereon, has
peripheral teeth which mesh with the teeth of
the high speed drive gear IIO integral with the
impeller drive sleeve 28. This gear has an in
tegral ?ange II2 which carries a clutch facing
II4 engageable with the tapered ?ange II6 of
a clutch'element II8 rotatable with the shaft 46 '
by reason of the spline connection I20, and slid
able along the shaft in one direction by the spring
I22 and in the other direction by fluid pressure
in the annular chamber I24 sealed by the packing
I26 carried'by the annular ?ange member I28.
Fluid under pressure is supplied to the chamber
I24 through a channel I30 in the casing 20 and
channels I 32 and I34 in the plug I36 and ports
I38 in the hollow shaft 46 leading from the chan
nels I32 and I34 to the annular space I24,
The hydraulic coupling unit'or synchronizing
accelerator, generally indicated at 5|, is carried
by the lay- shaft 50 and has one portion I 40 driv
ingly connected with this shaft through the
spline connection I42 and a second portion in
cluding the elements I44 and I46 rotatably _
mounted upon the shaft by the bearing bushings
I48 and I50, the portion I44 being provided with
peripheral gear teeth which mesh with the teeth
of a gear I52 formed on the impeller drive sleeve
28 and having a diameter less than the diameter
of either of the gears 10 or H0. The coupling
5| may be of a general character well known to
the prior art, and commonly known as the Hit
tinger type of hydraulic coupling. In general.
the elements I40 and I46 when associated in the
relation illustrated constitute a toroidal chamber
one-half of which is connected to the shaft 60
and the other half. of which is drivingly associ
ated with the gear I52. Within the toroidal
chamber there is an annular core I54 of substan
tially circular section split into two annular parts
one of which is carried by the member I 40 and
the other by the member I46. A plurality of
radial vanes I56 are disposed in the space be~
ber, element I40 may rotate freely relative to the
associated elements I44 and I46, in which case
there will be no drive between the shaft 50 and
the gear I52. However, as ?uid is admitted to
the toroidal chamber the element I40 rotating .
with the shaft 50 will exert centrifugal force on
the ?uid causing it to circulate about the core
I54. This movement of the ?uid exerts a force
on the portion of the coupling including the
members I44 and I46 and causes this portion to
rotate .with the element I40, the ?uid connection
between the two portions of the coupling being
uniform and ?exible so that no sudden impulses
are imparted to the driven portion but its speed
is gradually increased to near the speed of the
driving, portion. For the purposes of this dis
closure it may be said that such a coupling tends
60 to operate with an extremely small slip, that is,
small speed difference between the driving and '
driven elements, after the initial starting effort
on the driven portion has been accomplished.
Fluid is supplied to the toroidal chamber through
65 the conduit I60, the drilled passages I62 and I64
in the plug I66 inserted in the end of the hollow
shaft 50 and the ports I68 leading through the
hollow shaft to the passages I10 extending
through the inner portion of the coupling ele
70 ment I40 to the annular chamber.
The ends of the shafts 46 and 60 may be pro
vided with driving gears I12 and I14 splined
thereto if desired, to which other engine acces
soriessuch as magnetos or generators may be
75 operatively connected.
 2,323,601 3
The ?ow of ?uid to the gear clutches and the .manually actuated to the low speed drive posi- ,
accelerator 5| is controlled by a manually oper tion. Actuation of the lever 208 will rotate the
able valve I16 and particularly illustrated in Fig. shaft 206 and swing the arm 2I0 to move the
6. This valve has a two part casing one part . link 2I2 in a direction to force the abutment
of which comprises the double cylinder I18 and 2I4 to the right compressing the spring 2 I 6. The
the other part the detachable cylinder head I80 piston I84, however, will not immediately follow
The portion In includesv a hydraulic cylinder the movements of the abutment 2 because of
I82, in which the piston I84 is reciprocable, and the ?uid caught between the piston and the right
an integral cylindrical ported valve casing I88, hand end of the cylinder I82. However, the force
concentric with the cylinder I82, in which the 10 of the spring 2 I 6 will urge the piston to the right,
valve plunger, generally indicated at I88, is re as viewed in Fig. 6, and the ?uid in the space
ciprocable. When the valve I16 is operatively to the right of the piston will flow slowly through
associated with an engine the valve casing I86 the bleed opening 238 in the piston, permitting
is inserted in a suitable aperture provided in some the piston and the valve member I88 to move
' portion of the engine crankcase I0. The ?uid 15 slowly to the right. As the valve plunger moves
conduit 94 for the low speed clutch leads through to'the right the pressure port 224 will ?rst come
the engine crankcase to a port I90 in the valve ' into alignment with the port I94, leading to the
. cylinder I86. Similarly the conduit I30, con hydraulic synchronizer or accelerator through
nected with the high speed clutch, leads to a port the conduit I60. Fluid under pressure will then
I92 in the valve cylinder, and the conduit I60, 20 ?ow from the valve to the accelerator and, by
connected with the hydraulic accelerator or syn proper adjustment of the time interval of ?uid
chronizer 5|, is provided with two branches lead application, render the accelerator operative only
ing to ports I84 and I96 in the valve cylinder, I86. long enough or e?iciently enough to absorb the
The valveacylinder also includes a drain chan work required to gently start the impeller and
nel I98, connected with a drain conduit 200, and 25 without sudden impulse bring its speed up sub
connected with the interior of the valve cylinder stantially equal to or slightly above the speed
by the elongated slot 202. at which it is driven by the low speed drive, this
The cylinder head I80 carries a rotatable shaft position of the valve being diagrammatically
286 the ends of which project beyond the ex shown in Fig. 8. As the movement of the piston
terior of the cylinder head and to one projecting 30 and valve member to the right continues the
- end of which is secured the manually actuatable ' port 224. will move out of register with'the port
valve operating lever 208. Within the cylinder I94, thus cutting o? the supply of ?uid to the
head the shaft 200 is provided with a radial arm accelerator, and will move into alignment with
2I0 connected by suitable means, such as the link the port I90 leading to the low speed clutch con
2I2, with a movable abutment 2I4 slidable in 35 duit 94 to engage this clutch and put the low
the hollow valve plunger I88 and resiliently speed drive into operation. At the same time the
urged towards the end of the adjacent end of the annular groove 240 will move over the port I94
plunger I88 by the coiled compression spring 2 I6. and connect this port with the drain channel, as
The hollow valve plunger I88 is formed integrally is particularly shown in Fig. 9, the high speed
with or rigidly secured to the piston I84 and may 40 drive conduit I30 being connected with the drain
be divided into a number'of separable parts if channel 200 through the annular groove 236.
desired, for convenience in manufacture and as The movement of the piston and valve member to
sembly. Fluid under pressure is fed into the the right will be limited by the position of the
valve chamber through the conduit 2 I 8, and ?ows abutment 2I4 as controlled by the position to
through the hollow valve member I88 and out 45 which the shaft 206 is brought by the manual
through the ports 220 in the member 2 I4 into the control and this limiting position will be such
cylinder I82 where it may ?ow through the ?ap that the pressure port 224 will remain in registry
valves 222 to ?ll up the cylinder on both sides with the port I90 to continue the supply of ?uid
of the piston I80- Some of the ?uidin the cyl under pressure to the low speed clutch as long
inder- I82 may ?ow through the aperture 226 as operation of the low speed drive is desired.
into the chamber 228 and through the conduit When it is desired to shift from the low speed
230 and valve 234 controlled by the thermostat to the high speed drive the manual control 208
232 to the drain channel I98, the purpose of this is again actuated to bring the abutment 2I4 to
lead being to permit replacement of low tem the high speed drive position, again compressing
perature ?uid in the cylinder I82 by warm ?uid the spring 2I8 to exert a resilient force on the
from the engine lubricating system. The ther valve member I08 and piston I84. As the ?uid to
mostat 232 will close the valve 234 and cut oil the right of the piston again ?ows out through
the ?ow of oil from the cylinder I82 to drain the bleed opening 238, movement of the valve
when the ?uid in the cylinder is at the proper member to the right will be resumed to ?rst bring
temperature. 2 ' ' '
60
the groove 240 into register with the port I90 to
The operation of the device is substantially drain the low speed clutch and release the low
as follows: speed drive. Immediately after the low speed
Assuming the valve member I88 and piston I84 drive has been connected with drain the pres
to be in the left-hand position, as shown in Fig. sure port comes into registry withthe ?xed port
6, the valve will be in its neutral position with the I96 to again apply ?uid to the hydraulic vsyn
pressure port 224 cut off and the lines 94-, I30 chronizer or accelerator, the position of full reg
and I60 connected with the drain channel I98 istry being diagrammatically shown in Fig. 10.
and drain line 200, through the slot 202 and This application of ?uid to the accelerator 5|
groove 236 in the plunger I88, as is particularly . will be of su?icient duration to absorb the work
illustratedin Fig. 6. Under these conditions both 70 required to increase the speed of the impeller
clutches and the hydraulic synchronizer will be without sudden impulse, this time to a speed
free of ?uid and there will be no driving con equal to or somewhat above the speed at which
' nection between the tail shaft36 and the vsuper the impeller will be driven- by thehigh speed
charger impeller. If it is now desired to place drive. As shown in Fig. 4, the gear I52 is some
the impeller in operation the lever 208 will be 75 what smaller than the high speed drive gear IIO I
 4 2,323,601
in order to provide a gear ratio between the im vided with respective integral ?anges 260 and 282
peller and the accelerator somewhat greater than carrying clutch faces 264 and 266 with which the
the ratio of the high speed drive to compensate clutch faces of two ?ange members 268 and 210
for the slip of the hydraulic coupling 5| and ren may engage to provide driving connections be
der this coupling capable of bringing the impeller tween the shaft 250 and the sleeve 28, the mem
up to the full speed of the high speed drive. Con bers 268 and 210 being splined to the shaft 250
tinued movement of the valve member I88 to the in such a manner that they are restrained from
right under the influence of the compressed rotation relative to the shaft but are axially slid
spring 2I6 will then move the pressure port 224 able along the shaft. The two clutch members
out of register with the port I96 and into registry 10 268 and 210 are disposed face to face and are
with the port I92 leading to the conduit I30 to urged apart by a compression spring 212 the re
apply ?uid pressure to the high speed drive silient force of which tends to disengage both
clutch. As the port 224 moves into registry with of the clutches and acts, whenever one of the
the port I92 the groove 240 moves into position clutches is engaged, to automatically disengage
to cover the port I96 to connect the conduit I60 the alternative clutch. An annular fluid chamber
with the drain line, in addition to the conduit 214 is provided between the gear elements 252
84 which has already been connected with drain, and the clutch element 268, and a similar cham
as explained above, to free the low speed drive ' her 216 is provided between the gear element 254
and the accelerator and limit-the drive to the and the clutch element 210, the chambers being
high ratio gear train, the position of the valve for 20 so constructed that when ?uid under pressure is
the high speed drive being particularly illustrated admitted to either chamber the respective clutch
in Fig. 11. The valve may be left in the position will be engaged to provide a drive at the indi
shown in Fig. 11 as long as the high speed drive cated gear ratio between the shaft 250 and the
is desired. sleeve 28. The hydraulic coupling, generally in
The drive may be shifted from the high speed 25 dicated at 218, has a freely rotatable?portion 280
to the low speed drive by a reverse movement of rigidly secured to the gear element 254 and a
the manual control moving the valve member I 88 portion 282 splined to the shaft 250. The shaft
to the left. When such a movement is imparted 250 is provided with an internal ?uid passage in
to the valve member the flap valves 222 will per the form of a tube 284 connected with the inte
mit rapid ?ow of fluid from the left hand to the 30 'rior of the hydraulic coupling 218 and with the
right hand side of the piston I84 so that the drive. conduit I60 leading from the control valve, with
is transferred almost immediately from the high . a second internal passage 286 connected with the
speed to the low speed gear train, thaction of chamber 216 and with the conduit I30, and with
the synchronizer being substantially omitted an external passage 288 disposed between a re
since the air resistance on the impeller will quick duced end portion of the shaft and a bushing
ly bring the impeller down to the low gear ratio 290 and connected with the chamber 214 and the
speed and the action of the synchronizer is not conduit 94. With this arrangement it is appar
needed. In the same manner the valve may be ent that ?uid under pressure from the control
returned to the neutral position illustrated in valve may be separately supplied to each of the
Fig. 6. 40 clutch operating chambers 214 and 216 and to
It is thus apparent that a change speed trans the hydraulic synchronizing coupling 218.
mission has been provided which is operative The operation of the mechanism shown in
under manual control to automatically shift the Fig. 5 under the actuation of the control valve
drive from one gear ratio to another and to is the same as that described above except that
match the speeds of the driving and driven ele the coupling 218 drives the same gear 258 which
ments as the drive is shifted from a lower to a is driven by the high speed drive gear 254. thus
higher ratio connection. ' providing no compensation for slip of the hydrau
The automatic operation of the control valve lic coupling. Thus, it is obvious that, while the
and the timing of the synchronizing action by coupling will be capable of bringing the speed
the piston I84 and the bleed port 238 and the of the drive sleeve 28 up to or above the speed
resilient connection between the control valve at which it is driven by the low speed drive in-
I88 and the manual control lever 208 are all cluding the gears 252 and 256, it may not be able
claimed in the co-pending application of Gun to bring the speed of the drive sleeve quite up
berg, Serial No.. 320,710, ?led February 24, 1940. to the speed at which the sleeve would be driven
The cylinder head I80 may be secured to the by the high speed drive gear 254. However, since
cylinder I18 and the member I18 may be secured the slip of a coupling of the type illustrated is
in place on the crankcase I0 by suitable means, relatively negligible being in the neighborhood
such as the through bolts 242, and the piston of three to five percent, it is apparent that this
I84 and valve member I88 may be restrained speed difference will impose no excessive strain
against rotation inthe member I18 by suitable 60 on the clutch including the element 210 and
means, such as the'guide rods. one of which is clutch facing 266 when the drive is shifted to
indicated at 244. the high speed gear ratio.
Fig. 5 shows an arrangement in which the two While two slightly different mechanical em
gear drives and the synchronizing clutch are all bodiments have been hereinabove described and
mounted on the same shaft. In this arrangement illustrated in the accompanying drawings for the
a gear 246 on the tail shaft 36 drives a gear 248
splined on the lay shaft 250 so that the lay shaft purpose of disclosing the invention, it is to be
is driven at all times at which the engine is in understood that the invention is not limited to
operation. Gear members 252 and 254, mounted the particular constructions so illustrated and
on the shaft 250 for free rotation relative there 70 described, but that such changes in the size,
to, mesh with gear elements 256 and 258 respec shape and arrangement of the various parts may
tively on the impeller drive sleeve 28, the ele be resorted to as come within the scope of the
ments 252 and 256 constituting a low speed drive sub-joined claims.
while the elements 254-and 258 constitute a high Having now described the invention so that
speed drive. The elements 252 and 254 are pro 75 others skilled in the art may clearly understand
 2,323,601 5
the same, what it is desired to secure by Letters a clutch associated with each gear drive to ren
der the respective gear drives operative or in
Patent is as follows: operative, a hydraulic coupling between said
1. In a change speed gear drive having a driv
ing member and a driven member, and a plu driving and driven'elements in parallel with said
rality of gear drives of different ratios between gear drives operative to accelerate the speed of
said members, a clutch associated with each gear said driven element before the low speed gear
drive to render the respective gear drive opera drive is rendered operative, or when the drive
tive or inoperative, a single hydraulic coupling is being changed from a lower to a higher speed
between said driving and driven members oper .ratio gear drive to relieve said clutches of the
ative to accelerate said driven member from a 10 duty of accelerating said driven element, and
lower to a higher speed, and a selector valve a common shaft on which allof said gear drives
associated with said clutches and said coupling and said hydraulic coupling are mounted;
to render said clutches and said coupling oper 5. A change speed transmission, including a
ative in an order such that the driving connec ' driving element, a driven element, a plurality of
tion maybe made through the hydraulic clutch 15 gear drives of different speed ratios between said
before each coupling is engaged in a speed in driving element and said driven element, a
clutch associated with each gear drive to render
creasing direction. the- respective gear drives operative or inopera
2. The arrangement as set forth in claim 1 in
which said clutches and said coupling are ?uid
tive, a hydraulic coupling between said driving
and driven elements in parallel with said gear
actuated and individual ?uid lines connect said 20 drives operative to accelerate the speed of said
friction clutches with respective ports in said driven element before the low speed gear drive
selector valve. is rendered operative, or when the drive is being
3. A change speed transmission, including a changed from a lower to a higher speed-ratio
driving element, a driven element, a plurality gear drive to relievesaid clutches of the duty of
of gear drives of di?erent speed ratios between 25 accelerating said driven element, said hydraulic
said driving element and said drivenuelement, coupling and at least one of said gear drives
a clutch associated with each gear drive to ren
being mounted on different shafts. ,
der the respective gear drives operative or in 6. In combination, a change speed transmis
operative, a' hydraulic coupling between said sion including a driven member, a driving mem
driving and driven elements in parallel with 30 ber, a plurality of gear trains of diiferent ratios
said gear drives operative to accelerate the speed between said driving member and said driven
of said driven element before the low speed gear member, a fluid actuated friction clutch in each '
drive is rendered operative, or when the drive is gear train, at least one hydraulic drive between
being changed from a lower to a higher speed
said driving and driven members, and a hollow
ratio gear drive to relieve said clutches of the 35 shaft for said clutches and said hydraulic drive,
duty of accelerating said driven element, said (a source of hydraulic ?uid under pressure and .
friction clutches being hydraulically actuated, ' a drain, a selector valve connected with said
and a speed ratio selecting valve for connecting
said clutches and said ?uid drive to a source of
source and said drain, and ?uid channels con
fluid under pressure. 40 necting said valve with said clutches and said
4. A change speed transmission, including a, hydraulic drive and including a ?uid distribu
driving element, a driven element, a plurality tion plug in said hollow shaft.
of gear drives of di?erent speed ratios between
said driving element and said driven element, LEONARD s. HOBBS.