March 25, 1952 R, CHM-ON .

9,590,232
MULTISPEED TRANSMISSION AND AUTOMATIC
TRANSMISSION CONTROL '
Original Filed June 25, 1943 3 Sheets-Sheet 1

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March 25, 1952 . R. CHILTON
MULTISPEED TRANSMISSION AND AUTOMATIC -
2,590,232
TRANSMISSION CONTROL
Original Filed June 23, 1943 3 Sheets-Sheet 2

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INVENTOR
RoLA ND CHILTON.
BY
1

ATTO R N EY
March 25, 1952 I R. CHILTON 2,590,232
MULTISPEED TRANSMISSION AND AUTOMATIC
TRANSMISSION CO NTROL >
Original Filed June 25, 1943 3 Sheets-Sheet 3

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l INVENTOR
ROLAN DCH ILTON.
Patented Mar. 25, 1952 2,590,232

UNITE STATS PATENT ()FFECE

2,590,232
MULTESPEED TRANSMISSION AND AUTO
MATIC TRANSMISSION CONTROL
Roland Chilton, itidgewood, N. 3., assignor to
Curtiss-Wright Corporation, a corporation of
Delaware
(iriginal application June 23, 1943, Serial No.
492,165, new Patent No. 2,416,154, dated Feb
ruary 18, 1947. Divided and this application
October 26, 1946, Serial No. 705,955
26 Claims. (Cl. 74-336)
1 2
This invention is a division of my co-pending Figure 10 is a developed fragmentary section
application Serial No. 492,165 ?led June 23, 1943 on the pitch line of the synchronizer clutch teeth;
now Patent No. 2,416,154. and
The invention includes a series of side-by-side Figure 11 is a fragmentary section on the line
gears having similar internal clutch teeth |lll of Figure 8.
through which a pair of toothed clutch members Referring ?rst to Figure 1, l0 designates a
shift successively from one gear to the next, i. e., clutch housing member, which may be the ?y
the toothclutches are organized to engage and wheel of an associated engine, mounted on the
disengage a speci?c gear from and to either side crankshaft thereof (not shown) by the hub 12.
thereof. To permit this through-shifting action, The ?ywheel or clutch housing In has a cover
special synchronizing devices are provided which if: and these members comprise similar opposed
permit any gear to be engaged from either side annular cylinders in which is fitted a stepped
of its clutch teeth and which allow the engaging annular piston i5 including a clutch pressure
member to travel on through and beyond the gear plate IS. Said piston-pressure plate member is
last engaged. Although the special synchroniz provided with sealing rings l8 and 20, as shown,
ing devices are herein described in connection and an axially slidable spline drive H is pro
with a transmission having two toothed clutch vided between the piston l 5 and the clutch hous
members, this feature of the invention may be ing. Passages 22 and 24 communicate respec
embodied in a transmission in which a single tively with the right and lefthand sides of the
toothed clutch member is selectively engageable 20 piston and with collecting grooves 26 and 28 in
the hub [2. This hub operates in a bearing (not
with a series of gears. -
Another object of this invention comprises a shown) to which oil lines, indicated by the dotted
novel form of automatic shift control for the lines so and 32, supply oil pressure under control
transmission in which means are provided for of the. combined shifting-cam and oil pressure
automatically shifting the transmission speed control valve assembly 34, later to be described in
ratio in response to changes in engine torque detail. '1 ,
Assuming this system to be full of oil (but with
and/or engine or valve speed. out external pressure) it will be seen that the
Other objects of the invention will be obvious
from, or will be pointed out in, the following centrifugal force generated in the rotating oil
description with reference to the drawings in ducts 22 and 24, which deliver to opposite sides
which Figures 1 and 2 are diagrammatic, omit of the piston IE, will be equal and opposite so that
this centrifugal pressure is balanced and pro
ting certain constructional details so as to sim duces no tendency to move the piston pressure
plify the drawings for clearer illustration of
essential elements and mode of operation, ac plate members [5, [6. However, the cam-valve
assembly 34 is arranged to supply oil pressure to
cordingly: '
Figure 1 is a diagrammatic cross-section on the either the oil line 30 or the oil line 32 while vent
ing the other to atmosphere, as later to be de
axis of the transmission; scribed. It will be obvious that whenever such
Figure 2 is a diagrammatic representation of
a control cam and associated hydraulic system oil pressure is applied through ducts 32 and 24,
for automatic shift; 40 such pressure will devolve on the lefthand side of
Figure 3 is a developed view of the control cam; the piston 15, moving it over to the position
Figures 4 and 5 are cross-sections through the shown. The pressure-plate I6 cooperates recip
cam on the lines ll--4 and 3-5 of Figures 2 and 3 rocally with separate driven clutch plates 36 and
38 arranged on either side. In the position
respectively; shown in Figure 1, the cam-valve assembly 34 has
Figure 6 is a plan view of the hydraulic valving 45
applied pressure to the lefthand side of the piston
member on which the cam rotates; l5 through the ducts 24 and 32 thereby engaging
Figure '7 is a transverse section on the line 1-? *
clutch plate 36 and freeing the clutch plate 38.
of Figure 1; These clutch plates are respectively splined to
Figure 8 is a fragmentary enlarged axial sec~
driving discs 40 and 42 rigid respectively with an
'tion showing the synchronizers; outer hollow shaft 44 and an inner shaft 46.
Figure 9 is a section on the line 9-9 of Fig~
splined to and shiftable along the outer shaft M
ure 8;
 2,590,232
3 4
is a toothed clutch shift member 48 and similarly with a plurality of layshafts 86 mounted in suit
shiftable along splines on the inner shaft 46 is a able bearings (not shown). The ?nal drive (ex
second toothed clutch shift member 50. Left cept for direct drive gear #6) is always through
ward extensions of these shift members engage the end layshaft gear El-E which meshes with a
control collars 56 and 58 having cam follower gear 88 which is connected, for forward drive, to
stubs 52 and 54 engaged in shifting cam grooves a ?nal drive shaft 98 through a shiftable spline
60 and 62 formed on the exterior of the cam clutch 92. Reverse drive ratios are obtained
valve assembly 34 as shown. In the case of the through radial pinions 94 mounted in ?xed bear
shift member 50, actuated by the control collar ings (not shown) and engaging a gear 93 which,
56, the connecting elements have to pass through accordingly, rotates in reverse direction to the
and beneath the shift member 43 which is, ac gear 83. This gear 88 may be disengaged and
cordingly, slotted to pass connecting bars 59 the gear 95 engaged by moving the spline mem
(best seen in the end views of Figures 7 and 9). ber 82 to the right whereby this particular em
These bars must rotate with the outer shaft 44 bodirrrent comprises six forward and six reverse
and shift member 48 and, accordingly, they have speeds. It will be noted that the gears of ?rst,
a rotatable connection indicated at BI with the second, third, etc., ratios are not arranged axially
member 50 to permit different speeds of rotation. in simple ordinal series but that the gears of the
The shifting cam grooves 60 and 62 are shown in odd numbered ratios are adjacent at the left
developed view in Figure 3 and will be seen to hand end of the series while the even num
comprise helical shifting elements 64 and 66 in 20 bered gears are adjacent each other at the right
terspaced with parallel or dwell elements 68 hand end of the series. These two gear clusters
and 16. In Figures 2 and 3, the cam 34 has been are conveniently referred to as the odd and
rotated from its ?rst speed position to a neutral even series and are engageable respectively by
position in Which both sides of the piston [5 are the member 48 and the member 50 which, as pre
vented to the atmosphere. The pro?les and re viously described, are independently connected to
lationships of the two cam tracks is such that the the clutch plates 36 and 38 respectively. These
two toothed clutch members 48 and 50 do not elements may be conveniently distinguished as
move simultaneously but in predetermined se belonging to the odd and even gear shift
quence, and this sequence is further correlated systems and the symbols 0 and E have,
with the valving functions for the actuation of 30 accordingly, been used on the drawing to quickly
the friction clutches, as follows: distinguish the elements belonging to these re
The cam-valve assembly 34 is mounted on a spective systems.
stationary valve member 72, Figure 6, having In the neutral position of the cam as illus
three alined holes E, P and O of which the hole trated in Figure 3, the cam has the lower end of
P is a pressure inlet connected to an engine driven 35 its pro?le engaged with the respective cam follow
pump 14 (Figure 2) by a line l3 while the holes er stubs 52 and 54. In this position of the cam,
E and 0 connect to the lines 36 and 32 feeding port holes E and O and their associated ducts 3G
respective sides of the clutch piston [5, as pre and 32, respectively, are connected to respective
viously described. The holes E, P and O are indi vent ports 82 and 86 whereby both sides of the
cated by crosses in Figure 3 which also indicates 40 piston F5 are vented to the atmosphere and the
(in dotted lines) valve ports 76 and 118 out in the piston rotates freely between the clutch plates
interior of the cam and seen also in Figures 4 and 35 and 38. Also, in this position of the cam the
5. These ports serve to connect, at the proper toothed clutch member 50 is out of engagement
time, the hole P to either the hole E or O and with and immediately to the left of gear 2 (the
thus supply pressure to the respective sides of ?rst even gear) and the toothed clutch member
the clutch piston l5. At the same time, the other 48 is in engagement with gear I (the ?rst odd
side of the piston I5 is vented to the atmosphere gear) although obviously no drive is being trans
by narrower venting ports 86 and 82 which com mitted therethrough because of the disengage
municate with radial holes 84 drilled through the ment of clutch plate 36. If desired, the lower
cam to permit the oil displaced from the inactive 51] end of cam groove 62 could be inclined so as to
side of the piston to escape as the piston moves move the toothed clutch member 48 out of en
over from one position to another. The cam gagement with and to the left of gear I.
valve assembly 34 is moved in shift increments Now in order to shift from neutral into ?rst
of'1/7 of a turn corresponding to the circumferen speed, the cam-valve assembly '34 is rotated a pre
tial spacing of the valve ports and cam pro?le ele determined increment by means hereinafter de
ments and to the gear shift increments of the scribed. This amounts to a predetermined down
toothed clutches 48 and 56. Such incremental ward movement of the cam development of Fig
shift rotation of the cam may be produced by any ure 3 such that the relative position of the cam
desired manual means or by automatic shifting grooves 50 and 62 and the cam followers 52 and
means later to be described, the operation of the P10 54 is as indicated by dotted lines at 52a and 54a
parts so far described being the same for auto respectively. This movement of the cam 34 im
matic as for manual shift. parts no movement to the toothed clutch en
Referring again to Figure l, a plurality of gears gaging members 48 and 50 but moves one of the
' I, 3, 5, 2, 4, 6 will be seen arranged in axial series venting ports 82 out of alinement with hole E
' in the order written and each of these gears has in valve member 72 and alines an adjacent vent
> identical clutch teeth engageable by the clutch port 82 therewith. At the same time, this move
ing shift member 48 in the case of gears I, 3 and 5 ment of cam 34 moves one of the venting ports 80
and by the shift member 5a in the case of gears out of alinement with hole 0 in valve member 72
2, 4 and 6 (the latter comprising a direct drive and alines one of the ports 15 with holes P and
connection). The numbers assigned to these 70 O in this valve member to apply ?uid pressure
gears are the ordinal numbers of their relative through ducts 32, 24 to the left side of piston I5,
gear ratios, l representing the lowest driven speed as illustrated in Figure l. Thereupon the piston
and 6 the highest (or direct drive) speed. These pressure plate I6 engages the clutch plate 36 to
relative driven speeds are obtained through lay provide a drive through the outer shaft 44, toothed
shaft gears 1-0, 3-0, 5-0, 2-E, 4E and 6-13 rigid 75 clutch member 48 and ?rst speed gear I. The
 2,690,232
5 6
relative positions of the cam grooves 6'0 and 62load to the friction clutch of that gear simulta
neously releasing the friction clutch of the pre
relative to the cam follower stubs '52 and 54 for
the speed drive ratios 1 to 6 are indicated in viously operating gear so that the shift member
thereof may be moved to neutral by the cam, all
Figure 3 in dotted lines at 52a, 54a to 52f, 54/, re
spectively. GI as previously described.
Movement of the cam-valve assembly to the Recapitulating; the sequence is:
second speed position first moves the toothed (a) Synchronizing a new gear ratio
clutch member 50 into engagement with the gear (1)) Engaging the same
2 without yet moving the already engaged mem (0) release of the friction clutch of the previous
ber 458 and, when the engagement with gear 2 is 10 ratio
complete, further continued movement of the cam (d) Engagement of the friction clutch of the new
will reverse the hydraulic clutch pressure on the ratio
piston l5 thus quickly moving the pressure plate (e) Movement of the shift member of the pre
It to the left, disengaging the odd clutch 36 vious ratio to neutral.
and engaging the even clutch 38 thereby
promptly transferring the drive from the engag Only the first operation (a) absorbs any appre
ing member '48 to the engaging member 50 (but ciable time, but regardless of how long this syn
only after this member has been fully engaged). chronizing interval may be, the vehicle is being
The shift increment to second speed is completed continuously driven through the driving system
by further movement of the cam during which of the previous ratio and thus the necessary syn
the previously engaged selector member 48 is chronizing time does not involve any correspond;
moved to the right into neutral position (but ing power-off period which is one important vdis
without other change). The cam-valve assem tinction between this invention and conventional
bly 34 for each shift is moved through (in this synchro-mesh systems. Actually, the only
case) one-seventh of a turn to complete this 25 power-off interval will be that required for the
whole cycle of events for any shift. It will be movement of the piston [5 (approximately 1%)
seen, for example, that we now have the engag which transfers the drive from one ratio to an
ing member 48 intermediate gears l, 3 while the other by transfer from one friction clutch to the
member 50 is engaged with gear '-2 so that should other (the shift or selector clutches of both ratios
the \cam movement be retracted over the ?rst being simulaneously engaged at this point). It .is
shift just described, the parts would be restored intended that this ratio transfer from one fric
to the position shown. On the other hand, should tion clutch to the other shall be so rapid that
another increment of cam shift movement be the engine may be maintained at full power with
desired (the increment into third gear), it will ' out excessive acceleration. The inertia of the
be seen that the appropriate odd engaging ?ywheel It} will control the degree of acceleration
member 48 is in neutral ready vfor movement into and it is pointed out that engine power is stored
this gear. In other words, when any gear (except in the flywheel during any such acceleration and
the end ratios 1 and v6) has been engaged by the is available for extra torque when the friction
appropriate shift member, the other member is clutch transfer occurs, as is specially desirable
located in neutral between the gears of ordinal 40 in the case Of an up-shift. In the case of a down
' numbers next above and below the engaged gear shift, such acceleration tends to synchronize the
and is therefore ready for shifting into the next friction clutch to be engaged, which is turning
higher or lower gear, as desired, by forward or at faster-than-engine-speed when (down-shift)
backward rotation of the cam-valve assembly. It synchronization of the associated shift member is
will be further noted that the entire sequence of complete.
shifting events is correlated by the cam tracks 60 The synchronizing devices are shown to en
and T62 and the associated valve ports.16, 18, 8D larged scale in the fragmentary views Figures 8
and 82, these being pre-formed in the cam-valve to 11, inclusive. Referring ?rst to Figure '8, the
assembly 34 to give the appropriate timing and gears I, 3, 5, '2, 4, 6 are seen to have coned clutch
sequence as described. if. faces 98 formed on both sides (at least as far as
'In the diagrammatic illustration of Figure 1, the intermediate gears are concerned), and
and in order to simplify the showing, the neu spaced intermediate the adjacent gears for co
tral spaces between the clutch teeth of adjacent operation with said coned clutch faces are identi
gears appear empty. Actually, synchro-meshde cal synchronizer members comprising a central
vices vare disposed in these spaces but these could ' element H10 having internal teeth I02 which the
only be clearly shown in the enlarged views of teeth of the selector clutches 48 and 50 may en
Figures 8 to 11. These synchro-mesh devices gage and/or pass through. Externally, the syn
prevent the engagement of the vshift members 50 chronizer members have coned clutch faces adapt
and 43 with a gear until said devices have pro ed to engage the coned clutch faces 98 of the
duced synchronization, and in this respect they 60 gears. Each synchronizer member has secured on
may involve the usual delay in engagement. either side toothed plates I04 (better seen in the
However, it is an essential of the present inven enlarged views of Figures 10 and 11). The tooth
tion that while this synchronizing interval is widths of the synchronizer members l'llU are nar
being absorbed before any new gear can be en rowed to widen the tooth spaces to allow some
gaged, the power is still being continuously ap 5 rotational clearance or backlash with respect to
plied to the vehicle because the previous gear is the engaging teeth of the selector members '48
not vdisengaged until'synchronization and selector and 50 but, as seen in the development of Fig
engagement of the nextigear is completed. There ure 10, the side'plates I04 only have normal back
upon the respective clutching members 48 and 50 lash or tooth space width adapted to pass the
will be rotating at different speeds as permitted teeth of selector members 48 and 50 on align
by the friction clutc'h organization whereby only ment. In other words, the plates I04 comprise
one clutch is engaged leaving the other always shoulders I06, which may be slightly bevelled as
free, as previously described. Upon completion shown, which shoulders act as stops so that when
"of synchronization and engagement "of the new ever there is synchronizing torque from the-fric
gear, "the hydraulic system transfers the clutch 75 tion cones 98 forcing the teeth of selector mem
 2,690,232
7 8
bers 48 and 50 to one side or the other of their zation permits the selectors to approach and mesh
backlash within the synchronizing member teeth, the several gears from either side and that the
these shoulders I06 act as stops inhibiting mesh selectors further may approach the several syn
ing movement by resisting whatever force be ap chronizers from either side and furthermore these
plied by the shifting means. This force, how selectors may disengage the several gears and syn
ever, engages the cone clutch of the gear about chronizers to either side. This is in distinction
to be engaged thus exerting frictional synchroniz toconventional synchronizing devices where se
ing torque until the selector member in question lector clutches are used between only a pair of
is brought to the speed of the gear to be en gears each of which, accordingly, is only engaged
gaged. When this synchronized condition oc and disengaged from and to one side and there
curs, the acceleration of the synchronizing mem is no occasion for the selector to be able to pass
ber and its associated clutch plate 36 or 38 has on serially through the gears or synchronizers.
ceased and the acceleration torque, which was In short, the conventional systems have been de
previously holding the teeth of theselector mem veloped to suit a gate shift where each shift
ber in question to one side of their backlash, falls I) clutch serves only two speeds, in contradiction
to zero and, accordingly, the shifting effort is able to the present straight-through or serial shift
to force the selector teeth 48 to pass the bevelled wherein one selector may serve and pass through
shoulders I05 on the teeth of the side plates I04 any desired number of gears. The provisions for
and engage with the teeth of the synchronized such a through-shift and one wherein a pair of
gear. '
concentric selectors serve any desired plurality
In Figure 8, the lefthand or odd selector of gears through a pair of reciprocally engage
clutch 48 is shown in mesh with the teeth of the able concentric friction clutch elements are im
gear I and bearing bands I08 are arranged on portant features of the present invention.
each side of the selector teeth so that one of these The cam-valve assembly 34 is rotated through
is centralizing and carrying the adjacent synchro- a pinion I I6, engaged by a quadrant gear II8,
nizer member I00 in virtue of a close running the quadrant including notches I20 spaced one
?t between said band and the tops of the syn gear-shift increment apart and engaged by a
T chronizer teeth. This bearing band normally roller I22 carried in a spring-loaded latching
carries the adjacent synchronizer member so that plunger I24, mounted on a rigid rod I25. The
it rotates with the selector clutch which will next quadrant IIO swings on a shaft I28 which may
engage it, under which condition the synchronizer be operated by a suitable hand lever connection
'member is free to ?oat out of any pressure con I30, in the case of manual shift. The pro?les of
tact with the associated clutch cones. However, the notches I20 are such that, when su?icient
should shifting motion be initiated at the selec shifting pressure has been applied to the quad
tor clutch 48 (to the right, for instance) its teeth y rant Il8 to overcome the restraint of the spring
will, in general, ?rst collide with the teeth of plunger I24, the quadrant will tend to snap
"the unitarily rotating synchronizer member as smartly to the next gear station, except as the
the teeth will not usually happen to be lined shift may be temporarily balked by the syn
up. The shift pressure, however, will force the chronizing means already described, which act
synchronizer cone into contact with the cone of it conventionally in the respect that the synchro
the gear being approached, which gear is travel nizing force is proportional to the shifting pres
ing at different speed to the selector. Such con sure applied to the balking ring.
tact with the friction cones will rotate the syn Figure 2 also shows an automatic hydraulic
chronizer member relative to the selector (by ro shifting system including the primary engine
tation on the band I08) and instantly the next ., driven pump I4 which, in addition to supplying
gear tooth space is aligned, the selector will pass clutch actuating oil to the automatic valving
on into the synchronizer teeth, i. e., the condition mechanism (previously described) by the duct I3,
shown in Figure 8 for the righthand selector 50. may also deliver, through a connection I32, to
The inner diameter of tops of the synchro the intake side of a pump I34, which is driven
nizer teeth are provided with circumferential V all] directly from the engine or, as illustrated, in
notches I I0 with which cooperate radial plungers directly by the engine, for example from one of
Il2 urged outwardly by a spring ring IM. Ac the transmission output shafts 86 of the trans
cordingly, these spring-urged plungers expand mission so as to run at vehicle-proportional
into the notches thus centralizing the teeth 00 speed. Alternatively, pump I34 may receive oil
' between the side plates I06 and providing for a .2. directly from a source of supply. This pump
necessary initial axial force whereby continued delivers oil through a duct I35 to the bottom of
axial shifting movement carries the synchronizer a hydraulic cylinder I38, past a tapered metering
into initial contact with the friction cone of the escape valve I40, operated by a Sylphon bellows
4 gear to be meshed. Such friction engagement , I42, subject to engine manifold pressure, sup
immediately generates synchronizing torque be plied through the connection I44 and acting
_ tween the teeth of the selector and the synchro against opposed springs I45, which are adjust
nizer, forcing these teeth to one side of their able or controllable as to spring setting through
backlash as shown in Figure 10, so that further an I68. '
axial shifting motion is balked by the shoulders The cylinder I38 is provided with a piston I50
I06, as previously described. Such balking ac within which is a shift rod I52 engaging a lever
tion maintains until the parts are synchronized, i512 rigid with the quadrant I I8. The lower end
whereupon the synchronizing torque ceases and of the rod I52 has a head I55 operated, on up
the selector tooth 48 is free to slide over the slop ward motion of the piston I50, through a spring
ing shoulders I66 and through the appropriate I58 against the opposed downward pressure of a
side plate I04 into engagement with the syn- ' spring I80, adjustable by a nut I62. It will be
chronized gear. seen that, with any given setting of the leakage
Novel features of this inhibitor synchronizer valve I40, the pressure beneath the piston I50
device reside in providing an organization which will be proportional to the speed of the pump I30,
permits through-shift of the selector along a 1. e., to the speed of the vehicle or of the driven
series of gears. It will be noted that this organi shaft of the transmission. Such pressure will
 2,590,232
increase as the vehicle speed increases compress
ing the spring I58 until the force exerted on the
rod I52 is sufficient to overcome the restraint on
the quadrant due to the spring loaded latching
roller I52,v at which instant the quadrant II8
will be snapped upwardly rotating the cam 34
and initiating an upshift, until the balking ring
of the associated synchronizer is encountered,
whereupon the motion is temporarily arrested
while the shift pressure devolves upon the syn
chronizer thus producing synchronization,
whereupon the shift is promptly completed by
elastic recovery of the spring I58. Similarly, as
the vehicle slows down in speed, and therefore
the pressure from the pump I34 decreases so that 15
less of the pressure of the spring IE0 is balanced
by the spring I58 and when a su?icient degree of
unbalance exists, the restraint of the spring de
tent roller I22 is again overcome and a down
shift is initiated. The rate of leakage at the
valve I40 determines the degree of pressure
generated by the pump I34 for any given vehicle
speed and the position of this metering valve I40
is biased by the pressure existing in the Sylphon
bellows I42 which is subject to pressure from the
intake manifold of the associated engine. This
pressure is closely proportional to the instant
torque being developed by the engine so that the through saidseries to engage and disengage said
control is urged towards an up-shift responsively
to increasing vehicle speed and towards a down
shift by increasing engine torque. The ratio of
these two opposing urgencies, i. e., the automatic chronization is attained.
shift characteristics of the transmission with re
spect to the vehicle speed and engine torque may
be varied over a wide range by adjustment of the : 1y engageable by said selector, friction faces
following elements:
(a) The spring I60 which urges the shift towards
?rst gear. Increased spring pressure adjust
ment will delay the up-shift with respect to 40 and through which said selector may be shifted
vehicle speed.
(1)) Adjustment of the arm I48 to change the
pressure from the springs I46 and thus change
the leakage rate at the valve I40 for any spe
ci?c engine manifold pressure and torque. A 45 be engaged.
manual control may be applied to the arm I48
whereby servo-shifting through the hydraulic
system may be manually controlled or initiated
by over-riding the Sylphon I42 and controlling
the leakage at the valve I40 at will.
(0) Adjustment of the spring load on the latch
' ing plunger I24 will control the spread be
tween successive shifts both with respect to
engine torque and vehicle speed response.
In combination, these adjustments and/ or
controls may be utilized to vary the shift charac
teristics over any desirable range.
It will be seen that when the vehicle comes to
rest, the booster pump I34 ceases to deliver any
pressure beneath the piston I50 and, accordingly,
the spring I60 will by this time have returned
the valving cam 34 to the neutral position, the
oil beneath the piston I50 escaping through valve
I40. This condition corresponds to the lower
end of the cam tracks as shown in the developed
view of Figure 3. At this end, the tracks are ex
tended, as shown, and this is correlated with the
valving ports so that in this condition oil pres
. sure is cut off from both sides of the clutch piston
I5 whereby both the friction clutches 36 and 38
are disengaged and the engine may run without
driving the vehicle. With the vehicle at rest, the
pump I34 delivers no pressure so that a manual
control is necessary to shift into first gear. For
this purpose the handle 30 may be operated to
l0
impart initial shifting movement to cam 34 to its
?rst speed position whereupon a drive through
gear I is provided, as previously described. Once
the vehicle is in motion, the pump I34 supplies
oil pressure and the automatic hydraulic shift
ing mechanism just described becomes operative.
While I have described my invention in detail
in its present preferred embodiment, it will be
obvious to those skilled in the art, after under
standing my invention, that various changes and
modi?cations may be made therein without de
parting from the spirit or scope thereof. I aim
in the appended claims to cover all such modi?
cations and changes.
I claim as my invention:
1. In a multi-speed transmission, a co-axial
series of gears and interspaced frictionally co
operating synchronizer members all having
teeth, and a selector member having a set of teeth
shiftable back and forth through said series of
gears and interspaced synchronizer members to
engage and disengage said set of teeth with said
synchronizer and gear teeth from either side.
2. In a multi-speed transmission, a co-axial
series of gears and interspaced frictionally co
operating synchronizing members all having
teeth, a selector member shiftable back and forth
teeth from either side, and balking means pre
venting disengagement of any of said synchroniz
ing members by said selector member until syn
3. In a multi-speed transmission, a toothed se
lector member, an axial assembly of gears serial
formed on each side of respective gears to com
prise opposed pairs between adjacent gears, and a
synchronizing member frictionally cooperable
with each said pair and provided with teeth into
to engage an adjacent gear, said synchronizer
teeth having end shoulders adapted to balk said
shift in either axial direction until the friction
has produced synchronization with the gear to
4. In a multi-speed transmission, a series of
gears having teeth axially separated by neutral
spaces, a selector member serially engageable with
said teeth, synchronizing members in said spaces
having teeth engageable and disengageable by
said selector member from either side, opposed
friction surfaces on said synchronizing members,
and cooperating surfaces on respective gears and
balking shoulders on said members preventing
' the selector member from engaging a selected
gear while synchronizing torque persists.
5. In a multi-s-peed transmission, a plurality of
gears having axially spaced similar teeth, a se
lector serially engageable with said teeth by axial
shift through one to the other, and synchronizing
members disposed between said gears in frictional
synchronizing cooperation therewith and having
balking shoulders adapted to transmit syn
chronizing friction pressure from said selector
member and to release said selector member when
u
the synchronizer friction torque ceases.
6. In a multi-speed transmission, a series of
interspaced gears and synchronizer members.
and a selector member having a set of teeth, said
selector member being selectively shiftable from
engagement of its said set of teeth with one gear
into engagement with an adjacent gear through a
synchronizer member and selectively shiftable
through said adjacent gear to the next syn
chronizer member, said synchronizer members
 2,590,232
11. 12
being adapted to balk shift movement of said se ing and driven shafts, a series of gears disposed
lector member into engagement with a selected in side-by-side relation providing a plurality of
gear until synchronization has been produced speed drive ratios between said shafts, a syn
with said gear. chronizer member between adjacent gears, a gear
7. In a multi-speed transmission, a series of selector member selectively shiftable into en
interspaced gears and synchronizer members, and gagement with said gears, said synchronizer
a selector member having a set of teeth, said member being axially shiftable into frictional en
selector member being selectively shiftable from gagement with the gear to be engaged in response
engagement of its said set of teeth with one gear to shift pressure from said selector member and
into engagement with an adjacent gear through being adapted to balk shift movement of said
a synchronizer member and selectively shiftable selector member until said frictional engagement
through said adjacent gear to the next synchro synchronizes said selector member With the gear
nizer member, each said synchronizer member to be engaged, yieldable means de?ning the gear
being frictionally engageable with the adjacent engaging positions of said selector member, and
gears and being adapted to balk shift movement means for automatically shifting said selector
of said selector member into engagement with a member in response to the speed and torque vari
selected one of said adjacent gears until the fric ations of said. transmission.
tion engagement of said synchronizer member 13. In a multi-speed transmission, gears af
with said selected gear effects synchronization fording several speed ratios between driving and
therewith. driven shafts, a control piston and a gear shift
8. In a multi-speed transmission, a series of selector connected for linear motion between
interspaced gears and synchronizer members, high and low speed positions through an inter
and a selector member having a set of teeth, said mediate speed position, yielding latch means de-'
selector member being selectively shiftable from fining said positions, elastic means urging said
engagement of its said set of teeth with one gear 2.VI piston to low speed position, a pump driven from
into engagement with an adjacent gear through said driven shaft and delivering fluid pressure to
a synchronizer member and selectively shiftable urge said piston towards high-speed position.
through said adjacent gear to the next synchro~ and a metering valve adapted to reduce said
nizer member, each said synchronizer member be pressure responsively to increasing torque on said
ing adapted to balk shift movement of said selec driving shaft. '
tor member into engagement with a selected one of 14. In a multi-speed transmission for an in
_ the gears adjacent to said selector member, said ternal combustion engine, a driven shaft, a
balking action being effective to urge said selector stepped variable-ratio gear set for said shaft, a
member into frictional engagement with said se gear shift member resiliently biased in a down
lected gear and continuing until said frictional shift direction, yieldable means de?ning the gear
engagement effects synchronization of said syn engaging positions of said shift member, a con
chronizer member with said selector member. trol piston having a resilient connecton with said
9. In a multi-speed transmission, a series of shift member, a ?uid pressure pump driven from
three or more axially spaced annular gears de said engine and operable to apply ?uid pressure
?ning an axial opening extending through said against said piston to urge said piston and shift
series of gears, a shift member slidable within member in an up-shift direction, and a bleed
said opening for selective engagement with said valve for said ?uid pressure operative to reduce
gears, annular synchronizer members disposed said fluid pressure in response to increasing press 7
between adjacent gears, said synchronizer mem sure in the engine intake manifold.
bers being adapted to synchronize said shift 45 15. Control means for a multi-speed trans
member with a selected gear prior to engagement mission drivably connected to an engine, said
therewith. control means comprising a member movable to
10. In a multi-speed transmission, a series of shift the speed-ratio of said transmission, yield
three or more axially spaced gears, a selector able latch means de?ning the speed-ratio posi
member selectively shiftable into engagement tions of said member, a piston, resilient means
with said gears, synchronizer members between operatively connecting said piston to said shift
adjacent gears, said synchronizer members being member, a pump drivably connected to said en
axially shiftable into frictional engagement with gine and arranged to provide a ?uid pressure for
the gear to be engaged in response to shift pres urging said piston and therefore said shift mem
sure from said selector member and being adapt 55 ber in an up-shift direction, means providing a
ed to balk shift movement of said selector mem pressure relief ori?ce for the output of said
ber until said frictional engagement synchronizes pump, and means dependent on a condition of
said selector member with the gear to be en engine operation for automatically varying the
gaged. '
effective size of said ori?ce.
11. In a multi-speed transmission, a series of 60 16. Control mechanism for a multi-speed trans
three or more axially spaced gears, a shift mem mission; said mechanism comprising a member
ber selectively engageable with said gears, syn movable to shift the speed-ratio of said trans
chronizer members between said gears having mission, said shift member having a plurality
teeth engageable by said shift member from of spaced notches being movable between high
either side, friction surfaces on each synchroniz 65 and low speed positions through an intermediate
er member cooperable with friction surfaces on speed position; yieldable latch means sequentially
the adjacent gears, each synchronizer member engageable with said notches for de?ning said
having balking means operative to transmit pres_ positions; a piston; resilient means operatively
sure from theshift member to cause engagement connecting said piston to said shift member; and
of the friction surface of the associated syn means operable to provide a variable ?uid pres
chronizer member with the friction surface of a sure against said piston for moving said piston
selected gear and to balk movement of said shift in response to changes in said pressure.
member into engagement with said selected gear 17. Control mechanism for a multi-speed trans
until synchronization therewith. mission having an output shaft and having its
12. In a multi-speed transmission having driv input shaft drivably connected to a combustion
 2,590,232
13 iii
the transmission speed ratio and urged in a
engine; said mechanism comprising a member speed-ratio-increasing direction by the output
movable to shift the speed-ratio of said trans fluid pressure of said pump; means for urging
mission, said shift member being movable be said piston in the opposite direction against said
tween high and low speed-ratio positions through pressure; means movable for varying the output
an intermediate speed-ratio position; yieldable ?uid pressure of said pump; and means respon
latch means de?ning said positions; a piston; sive to high engine intake pressure for effecting
resilient means operatively connecting said piston operation of said movable means for decreasing
to said shift member; a pump drivably connected
said pressure. '
to one of said shafts and operable to provide an 23. Control mechanism for a multi-speed
output ?uid pressure urging said piston in a transmission drivably connected to an internal
speedratio-increasing direction; and a valve combustion engine; said control mechanism com
member movable to increase or decrease said out prising a pump drivably connected to said engine;
put pressure respectively with decrease or increase a ?uid motor having a piston movable to vary
of a condition indicative of engine torque. the transmission speed ratio and urged in a
18. Control mechanism for a multi-speed trans speed-ratio-increasing direction by the output
mission having an output shaft and having its ?uid pressure of said pump; means for urging
input shaft drivably connected to an engine; said said piston}; in the opposite direction against said
mechanism comprising a pump drivably con pressure; means providing a pressure relief ori?ce
nected to one of said shafts; a member movable for the output ?uid of said pump; and means
in response to changes in the output pressure of 20 responsive to high engine intake pressure for
said pump for Varying the speed ratio of said increasing the effective size of said ori?ce.
transmission; means providing a pressure relief 24. In combination with an engine; a stepped
ori?ce for the output fluid of said pump; and multi-speed transmission drivably connected to
a valve member automatically movable with said engine and having a speed ratio shift mem
changes in a condition indicative of engine torque ber; yieldable latch means de?ning the speed
for controlling the effective size of said ori?ce. ratio positions of said member; a ?uid motor
19. Control mechanism for a multi-speed trans having a piston; means including resilient means
mission having an output shaft and having its connecting said piston to said shift member; and
input shaft drivably connected to a combustion a pump drivably connected to said engine and
engine; said mechanism comprising a pump driv 30 arranged to provide a ?uid pressure for urging
ably connected to one of said shafts; a member said piston and therefore said shift member in
movable in response to changes in the output a speed-ratio-increasing direction.
pressure of said pump for varying the speed 25. In combination with an engine; a stepped
ratio of said transmission, said member being 35 multi-speed transmission drivably connected to
urged in a speed~ratio~increasing direction by said engine and having a speed-ratio shift mem
said output pressure; yieldable means for urging ber; yieldable latch means de?ning the speed
said member in the opposite direction; means ratio positions of said member; a ?uid motor
providing a pressure relief ori?ce for the output having a piston; means including resilient means
?uid of said pump; and a valve member auto 40 connecting said piston to said shift member; a
matically movable with increase or decrease of pump drivably connected to said engine and
the engine intake air pressure for respectively arranged to provide a fluid pressure for urging
increasing or decreasing the effective size of said said piston and therefore said shift member in
ori?ce. a speed-ratio-increasing direction; means pro
20. In a multi-speed transmission; a series of viding a pressure relief ori?ce for said ?uid; and
three or more spaced co-axial annular gears de means for varying the eifective size of said ori?ce
?ning an axial opening extending through said in response to changes in an operating condition
series of gears, said gears having similar internal of said engine.
teeth; a shift member having a set of teeth, said 26. In combination; a member to be shifted
shift member being slidable within said opening 50 back and forth having spaced notches; a detent;
for selective engagement of its set of teeth with spring means urging said detent toward said
the teeth of said gears; and annular synchronizer member for selective engagement of said detent
members disposed between adjacent gears, said with said notches; actuating means shiftable
synchronizer members being adapted to synchro back and forth for moving said member; and
nize said shift member with a selected gear prior 55 means including spring means operatively con
to engagement of said shift member set of teeth
necting said actuating means and member so
with the teeth of said gear. that movement of said actuating means in either
21. Control mechanism for a multi-speed trans
mission; said mechanism comprising a member direction strains said connecting spring means
movable to shift the speed ratio of said trans 60 to provide a force on said member urging said
mission, said member having a plurality of member against the restraint offered by said
notches; yieldable latch means sequentially en detent, the direction of said force depending on
gageable with said notches for de?ning the speed the direction of movement of said actuating
ratio positions of said member; a ?uid motor means and the magnitude of said force increasing
having a piston; resilient means operatively con 65 with increase of said movement until said force
necting said piston to said member; and means is su?icient to overcome said restraint whereupon
including a pump for providing a variable fluid said member is shifted by saidforce to bring
pressure against said piston for causing move another of said notches into engagement with
ment of said piston in response to chames in said detent and said shift movement of said
said pressure. '50 member relieves said strain and the force pro
22. Control mechanism for a multi-speed ' duced thereby.
transmission drivably connected to an internal ROLAND CHILTON.
combustion engine; said control mechanism com
prising a pump drivably connected to said engine;
a fluid motor having a piston movable to vary (References on following page)
 2,590,232
15 1 16
REFERENCES CITED Number Name Date
The following references are of record in the 2,086,563 Lewis ____________ __ July 13, 1937
?le of this patent: 2,086,564 Lewis ____________ __ July 13, 1937
UNITED STATES PATENTS 2,102,781 Bieretz ___________ __ Dec. 21, 1937
3 2,348,763 Syrovy et a1 ______ __ May 16, 1944
Number Name Date
778,548
2,352,212 Lang et a1 ________ __ June 27, 1944
Rice _____________ __ Dec. 27, 1904 2,523,726 Seeger __________ __ Sept. 26, 1950
784,352 Rushmore ________ __ Mar. 7, 1905 2,528,585 Farkas et a1 _______ __ Nov. 7, 1950
907,711 Anthony _________ __ Dec. 29, 1908
941,426 London __________ __ Nov. 30, 1909 l-IJ FOREIGN PATENTS
1,199,640 Vincent __________ __ Sept. 26, 1916 Number Country Date
1,209,352 Stortz ____________ __ Dec. 19, 1916 278,327 Germany ________ _- Sept. 24, 1914
1,818,910 Sanine ___________ __ Aug. 11, 1931