[1]Patented Dw. 209,19W 2 9 1 4 0 9 5 0 2 UNITED STATES PATENT, OFFICE 2,140,502 @CEIANGE SPEED TRANSNASSION -Osew H. ganker, Chimmo, M., amignor to New Products CorpomUon, Chicago, EL,.& corporauon of Delaware AppHeaUon November 30, 1934, Serial No. 755,283 19 Claims. (Cl. 7"36.5) The,invention relates to change speed transmissions of the automatic type' One'of the objects of this invention is to provide certain improvements in the arrangement and.construction of the parts of the device over that of my prior applications Serial No. 64 1157, filed Dec. 14, 1932, which issued as'Letters Patent No. 1,985,884, dated January 1, 1935, and Serial No. 658,747, ffled Feb. 27, 1933, which 10 issued as Letters Patent No. 2,012,296, dated August 27, 1935, said irhprovements having been developed to meet conditions met with in the actual operation of the device in an,automotive vehicle operated by an ordinary driver. 15 A further object of this invention is to increase the safety and-reliability of the mechanism by preventing shock or jolt through the engagement of one or more of the overrunnirig jaw clutches as where the operator coasts,down a hiE from 20 stand still while the motor is disconnected or idling.or when the operator ieturns from high to si@cond and tries to go back to high geor with-. out first accelerating his motor for driving In seeond.gear. According to the preselat invention the 25 jaw clutches are @referabiy arranged so that they are only partially disengaged under normal conditions so that while the driven shaft can drive through the clutches to the drive shaft, the drive shait cannot &ive the driven shaft through the 30. clutches until an actual full engagetnent is effected. Also where both of the Jaw clutches are adapted for partial disengagement as above described they act to prevent the vehicle 'rolling backwards when the same is on a hill and tends 3,5 to roll down the hill backwards as under these conditions they 16ek the driven shaft against rotation. A further object of the invention is to pr6vide means for manuafly controlling the governor con40 trol shaft in rase the govern6r Is out of order or in case it is desired to put the ir$Lnsmission Into high gear while the vehicle is staxiding stM. I The invention further consists in the several features hereinafter set forth and more particu45 larly defined by claims at the donclusion hereof. In the drawings: Mg. 1 is a vertical sectiorial vi6w through a transmission embodying the Invention, taken on the line l-f of Mg. 3; 5o Fig. 2 is a detail sectional view taken on the line 2-2 of Pig. i Mg. 3 is a detaii sectional view taken on the broken line 3-3 of Mg. 1; Mg. 4 is a detail sectional view of certain of 55 the parts of the control mechanism; Mg. 5 is a side elevation view of a transmlssion embodying the invention, parts being broken away and paxts being sh6wn in section; Mg. 6 is a detail sectional view taken on the go line 6-6 of Mg. 3; Mg. 7. is a detailed view of a portion of the clutches showipg said parts in a rLIease position; Mg. 8 is a detail sectional view taken on the line 8-8 of Mg. 1; Fig. 9 is a detail view similar to Mg. 1 showing 5 certain modifications. Referring to the drawings, the numeral IC designates the transmission drive shaft which may be connected to the engine shaft through any suitable clutch mechanism, preferably one of the 10 automatic type. The shaft 10, is J'Ournalled in a ball bearing journal II mounted in the front wall 12 of the casing 13, said shaft baving a gear 14 formed thereon or secured ther@to. 15 A driven shaft'15 is coaxiady arranged relative to the shaft 10 and h@s one end projecting into an axial bore 16 in the shaft 16 and jourrialled in rofler bearings 17 mounted iii said bore, and its other end portion is mounted in a ball 20 bearing journal 18 mounted in the rear wan of the casing 13. A lay or auxiliary shaft 19 is mounted in bearings 20 and 2 i in the end walls of the casing an in parallel relatioh to the concentric shafts 10 and 15 and has a gear 22 journalled on a bearing 221 on it and meshing with the gear 14. Spiral gears 23 and 24 are mounted on the shaft 15 and constantly mesh respectively with Spiral gears 25 and 26 on the shaft 19, the gear 23 being 30 of somewhat larger diameter than the gear 24 which in turn is somewhat larger in diameter than the gear 14. With the above described gearing, low speed is obtained by driving through gears 14 and. 22 35 to shaft 19 and then through gears 25 and 23 to the shaft 15; second speed by driving through gears 14 and 22 to gear 26 and through the gears 26 and 24 to the. shaft 15; high speed by a direct drive connection between the shafts 10 and 40 15; and rever@e throu@h gears 14 and 22 to shaft 19 and through a gear 27 on shaft 19 adapted to mesh with a slidable back gear 28 which may also be brought into mesh with a gear 29 havi ' ng its htib 30 splined on the shaft 15. It is to be note(i 45 that the reduction ratio between the gears 14 and 22 comprises the larger part of the reduction ratio of the gearing and that the reduction ratio between the gears 23, i5 and 24, 26 i@ small with the result that the speed of rotation of the gears 50 26 and 25 relative to the drive shaft wiD b6 low when the transmission is in its hig,'h gear ratio. The hub portion 31 of the gear 23 is splined to the shaft 15 and provides. a. sleeve on which collar members 32 and 33 are slidably mounted, the 55 collar member 33 being also keyed to the hub 31 by a key 34 and al@o slidably mounted relative to the hub 30 of the gear 29. The gear 24 has a bushing 35 that may turn freely on the shaft f 5. The gear 25 Is loose on the shaft 19 and has a
[2]2 2,140,502 sleeve extension 36 whi@h is spuned to enpge lntermeshing splines 37-on a couar 38 shiftable r elative to mdd extensioni the splines 17 also adapted to engage the other clutch member 31 i formed integral with or slicured to the shaft 10. The collar 38 Is shown In lMg. 1 in a neutial positior., but may-Ve shifted to estabush the low gear ratin by its movement Into lnt6rsplined relation with. the clutch member 39, so that under these 10 con(ittions the gear 25 beconies splined to the shaft I 9. The gear 26 Is Joumalled at one portion on a ball bearing Journal 40 Interposed between its hub and the shaft 19 and has a sleeve extension I r) 41 provided with a bushing 42 loosely joumalled on a spacer sleeve 43 motinted on the shaft I 9 between the inner race of the bearing 40 and a clutch rollek retoiner plate 44. The Edeeve extension 41 is splined tp provide teeth 45 which 20 are adapted to inter-engage with splined portions on the hub 46 of a clutch member 47 bnd the hub portion of an actuator 48 of a one way clutch hereinafter described. The hub 48 of the clutch member 47 is slidably mounted on the splines 45 25 and has a peripherally toothed portion 49 which may be moved into engagement with a spline or lntermeshing toothed portion 50 formed i.n the, end of a sleeve 51 Integral with and forming an extension of the hub 6f, the gear 22. The clutch so member 46 Is adapted to be shifted to bring the clutch parts 49 and 50 into engagement to estawish and maintain second gear ratio when desired. 7be sleeve 51 also forms a drum extension ads-pted to be engaged at different annular sec35 tions by sets of clutch rollers 52 and 53 of one way automatic dlutches. 11'4e clutch rohers 52 engage the drum under the action of an actiiator 54 keyed or splined to the shaft 19 and siniuar to the actuator 48 shown in detail In Mg. 2. The 40 clutch roders 53 engage the driim 61 under the action of the actuotor 48 which as previously noted Is splined or keyed to the hub 41 of the gear 26. Each'set of the rollers 52 and 53 cooperate with their drums and actuators to form 45 automatic clutches of known construction and, In connection with the actuator 48, Mg. 2 shows a detail of one of the clutiohes In which the rouers 53 work In recesses 55 having inclined surfaces 58 to wedge the said robers against the drum 51 50 under relative movement of the drum and actuator in one direction and permit of the release of the rollers under relative movement of the dn= and actuator in the, opposite direction, a block 57. backed by a spring 58 normaby actlng to urge r,5 eaeb roller 53 to a clut6hing position. The gear 24 is adapted to be connL,6ted t@6 the shaft 15 to estabUs]2 the second speed gear ratio by speed responsive clutch mechanism and the gear 14 Is adapted to be connected to the.shaft II 60 to establish the direct drive by speed responsive clutch inechanism, both of these elutch mech@' anisms being here s]2own as operated by the same speed responsive device. The shaft 15 has a splined, portion. 59 uporl 65 which clutch members SO.and 01 -are slidably splined.. The gear 24 has a Jaw clutch face 02 adapted to be 'engaged by a mating face 63 of the. member 60 and the gear 14 has a Jaw clutch faoe 64 adapted to be engaged,by the mating 70 face 05 of the Member 6 1, the Jaws of these clutch elements being of the type having lneuned faces, so that they may slip past or overrun each other untfl conditions are rigl2t for engagement. The clutch member 60 has an anniilar groove 75 66 in which the end Portions of a sh.ifter fork 67 are operatively disposed, and the clutch member 61 has a similar groove 68 in which the end portions of a shifter fork 69 are operatively disposed. The shifter fork 67 is mounted on a transversely disposed control shaft 70 journalled in 5 the casing and at oiie end portion having a crank arm 71 secured thereto, see ]@ig. 6. . The shifter fork 60 is secured to a transverse control shaft 72 jouizalled In the casing and having an exteriorly disposed craiik arm 7.3 at one end and an ex- 10 ter.iorly disposed crank arm 74 at, its other end, see lmgs 5 and 6. The shafts 70 and 72. are connected ior operation in each instance by a govemor operated shaft 75. The shaft 75 has a beUcrank, lever 76 secured thereto, one of the arms 15 of which has a yieldable spring link connecti6n viitla the arm 71 of thd shaft 70 and the other arm of which hos a similar connection with the arm 74 of the shaft 72. The spring link connection first mentioned includes a rod 77 PivotallY 20 connected at 78 with th6 lever 76 and carrying a stop couar 70 against which the arm 71 is yieldingly pressed by a spring 80 surrounding said rod and Interposed between said arm 71 and a nut '81 on fhe outer end. of the rod. The connection 25 fbr the arm 74 includes a rod 82 pivotally connected to the lever 76 at 83 and having a stop 84 at its outer end engaging the, arm 74 which is yieldingly held thereagainst by a spring 85 interposed between said arm and a nut 6 adjustably 30 moanted ori the rod 82. With this construction when the shaft 75 is rotated or rocked clockwise as viewed in Fig. 6, the springs 80 and 85 will exert a yielding pressure against the arnis 71 and, 74 respectively and thus teftd to rotate said arms and 35 the shafts 70 and 72 connected therewith to ,hift the clutch members 60 and 61 away from each other. The sh aft 75, as previously noted, is operated through a speed responsive mechanism, and in 40 Mg. 1 this mechanism is,shown associated with thd gear 29 on the driven shaft Is and includes a plurality of weighted levers 87, each lever being pivotally mounted on a pin 88 carried by a bracket member 89 bolted to the web 90 of the gear 29. 45 Each lever also has an arm 91 adapted to engage one end of the couar 33 and move the same toward the left, as viewed in Flg. 1, under the action of the. weight 92 on the other arm of said@ lever. The collar 33 abuts against the flanged collar 32 60 which has diametrically disposed pins 93 thereon engaged by the forks of a shifter fork 94 secured to the shaft 75 which is mounted in the casing and has In addition to the lever 76 the exteriorly disposed lever 'arm 95,, (Mg, 5) which is connected 55 at Rs outer end by a spring 96 and a tension adjusting bolt 97 with a lug 98 on the casing. The corar 38 has an annular groove 99 engaged by the arms of a shifter fork I 00 having Its end 101 slidably mounted on a shifter rod 102 60 mounted in and extend'mg longitudinally of the casing at one side thereof, see.Mgs. 3 and 4. The clutch member 47 has an annular groove 103 . engaged -by the arms of a shffter fork 104 having Its end 105 slidably mounted on the shift- 65 er rod 112 and engaged by a spring 106 normally urging &@Ad fork toward the right as viewed'in Fig. 4. The shiftable reverse gear 28 has a collar 107 provided with a groove engaged by the arms of a 70 shffter fork 108 mounted on an osciuatory shaft lee. A main control shaft I I 0, that may be operated from the dash through connections including an %Lrm I I I ..and ULnk i 12 as in my prior U. S. patents, 7ii
[3]2,140,602 3 for example, No. 1,843,194, dated Feb. 2, 1932, has a cam It 3 (Plg. 4) mounted thereon provided with slots I 1 4 and I 1 5 and a peripheral portioii I I S. A rolier I I I on the etid I 0 1 of fork I 00 works in tli@e, slot I 1 4 and a roller I 1 8 on the free end of an. arm II 9 secured to the reverse shaft I 09 works in the slbt II 5. The end 105 of the fork 104 has a roller 120 engaging the peiipheral -portion II 6, and it also has a cam portion 121 engaging a latch 122 10 pivoted at 123 and adapted to be moved by said cam portion 121 into the position Where the lug 124 on the shaft 72 forms a stop to engage said latch 122 and thus prevent movement of said shaft by the governor when thetransmission is i5 locked in s@corid, Mg. 4.showing the parts in a iieutral position@. A second latch 122' is pivotally moimted on a shaft 123' and Is adapted to engage the peripheral portion, 116 of the cam II 3 and when riding on the high portion thereof 20 move into posftion adjacent the lugs 124 on the shafts 70 and 72. This occurs In the neutral and reverse positions of the gearing and Prevents the clutch iaws 83 and 05 being forced lpto engaging positions when the car Is being towed in neutral' 25 or being driven in reveise gear' The latches i22 and 1221 are needed bnly when the Jaws 63 and 65 are of a form normally out of engagement with their companion clutch Jaws as shown In Plg. 1. With the above construction of control, move30 ment of the shaft II 0 in a clockwise direction causes the dam slot I 1 4 to sict on the fork I 0 1 so as to shift it toward the right as viewed in Plg. I and thus move the corar 38 into clutched engagement with the clutch inembei 39 to key the gear 35 25.to the shaft 19 for establishing foi-ward low gear ratio and also through the high part'of the cam - portion f f 6 ilets to thereafter, if desired, shift the fork 104 toward the left as vi6wed in @Figs. I ind 4 to bring the clutch parts 49 and 50 4( into engagement with each other to lock the transfiiission in second gear ratio. During these movements of the cam II 3, the rouer I IS rides in the dwell portion I 1 51 of the slot I 1 5 so that th6 lever I IO cannot be moved'. On the movement of 4r) the. shaft I IO in a counterclockwise direction from neutral position the roller, I I 8 rides In - the active portion of the slot If 5 and acts to swing t4e. lever I IO toward the right and th@s sliift the shaft I 09 and the shifter fork 108 amociated thefewith to50 ward the right to bring the gear 28 into engageiiient with @the geais 27 and 29, and. during this movement the r6iler 120'@rides on the low part ot the cilm portioii i I 16, so that the shifter fork 104 is not operated, and hence-th6 clutch parts 49 and 65 50 are in disengaged, position ar@d the roner II 7 rides In the dwell portion I 1 41 of the slot I 1 4 so that the shifter fork IO$ Is not operited'and consequently the clutch parts 38 and 30 are in disengaged concution, and since both the high and .60 second speed gearing of the transhiwon used In forward drive are loose. the drive during reverse v@ill be from the shaft I 0 through the gears 1 4 and 22 throiigh the one way clutch including the rollers 52 to the shaft I 9 and thence tlirouih 65 'gears 27, 28, and 29 to tho 4hE@ft 15. When the parts are in neutral position E@s shown in Plg. 4, the latch 122' is In holding Position and the latch 122 is in a release position and WI remain In this position owing to the dwell portion of the 70 cam I IS while the cam II 3 Is rotated to connect up the low speed clutdhi but when-the iam rotates to a position for locking in second, which means a shifting of the shifterfork 104, therl the cam pprtion 12 1, of said fork will act on the latch lug 124 of the shaft 72 and thus Prevents the rotation of the shaft 72 so that the govemor cannot act on said shaft and its -associated clutch. With the above construction the control.shaft I 10 is moved from its neutral Position shown In 5 Flg. 4 to a position iii which the low ratio clutch 38, 39 is engaged. Then as the engine rotates the shaft I 0 and the g@ar .1 4, the power will flow through the gear 14 to the gear 22 and-through the one way clutch including the rollers,52 and 10 actuator 54 to the -shaft, IO and thence through the gear 25 then clutched thereto to the gear 23 and the shaft 15. As the speed of the vehicle increases, the Increase in speed of the shaft. 15 will at a @redetermined value, such as five miles per 15 hour car speed, cause the tveights 92 to swing outwardly and through the lever arm O I push the collars 33 and 32 toward the left as viewed in Flg. 1 and swing the shifter fork 14 toward the left and hence turn the shaft 75 in a clockwise diree- 20 tion and through @he bell crank lever 76 and the springs 80 and 86 and lever arms 7 f and 74 exert a similar turning. tendency upon the shafts 70 and 72 which through their shifter forks 67 and 69 act to ffiove the clutch members 60 and 61 25 away. from each other and resp@-etively toward the gear 24 and the gear 14 so as to bring the clutch face 63 intb overrunning relationship with the cluteh face 62 and the clutch face 55 Into overrun ning relationship with the clutch fgice 64. 30 If then under these coriditions thb operat.or temporarily' decelerates the speed of the drive shaft 10, then the speed of the gear 24 may be reduced tempora rily, so that the clutch parts 62 and 63 WHI become synchronized and,then be engaged 35 and on again ibeelerating establish second speed relatiozh ip and undet these conditions since the gear 23 is of larger diameter than the, gear 24 it will revolve the gear 25 at a faster rate of speed than the gear 26 Is ievolving, so that the shaft 19 4( and the actuator 54 will revolve at a higher rate of. speed than the druin 51 and hence the clutch r6llers 52 wiR be released from said drum ilnd the driie will then proceed from the gear 22 through the drum 5 1, rollers 53, actuator 48, hub 4 1, gears 45 29 and 24, clutch 62,,$$ to the driven shaft 15. Thereaft er as the speed of the 4driven shaft 15 further increases, the overninning clut ch Jaws 65 and 84 may be made to.engage by a second deceleration of the shaft I$, so to h@nize these 50 6lutch parts with each oth,@esr, sostyr;lt toley.engage and upon acceleration of the drive shaft 10 thi@ transn2i nion is in high gear as unde:t these con-, ditions not only. Is the low speed roller clutch including rollers 62 overimnning, but since th6 gear 55 24 is of larger diameter than the g6ar 14, it will revolve the gear 20 at a faster rati@ of spc,6d than the ixear 22 is rqvolving, so that the actuator 48 will revolvid at a higher rate of speed then the drum 51 ilnd hence the rouers. 53 will be released 60 from said drum -and. the &rive will then proceed from shaft IO to the driven shaft 15 . direct through: tl-i@ clutched engagement between the shafts. 15 and I$. On a release of the clutch Jaws 15 and 64, either by manual or-govemor-opers- 65 tion, the second speed automatic clutch.including therolae rs 53 will again beco 'M.e opdrative and the tr an I smission will be In second gear and fhen on a release of the clutch Jaws 62, 83 the low speed automati c clutch- lncludiiig the rollers 52 will 70 a the transmission will gain fmome operative and 'be in lovr gear. In ordek to perniit release of the direct drive connection without waiting for the g6verno r to react and coifitquently withbut 122 to move the swme to a-position just below the. @hanging the apeed qf tAe driyen shaft, II whfle 75
[4]4 2,140,502 proceeding in high, nieans are provided under the control of the operator for shifting the member 6 I and its clutch face 65 out of operative engagement with the clutch member 64. For this purpose a pedal 125 is pivotally mounted at 126 on the case, only a part thereof being shown in Mg. 5, and Is provided with an arm 127 to which one end of a link rod 128 Is pivotally connected at 129, the other end of said rod slidably working throtigh a 10 slo@. i30 in the arin 73 on the shaft 72. The rod 128 has a spring 131 mounted thereon between an adjustable co]Uar 132 and an end collar 133 which on the dowfaward swinging movement ot the pedal 125 ig adapted to engage the free. end 15 of the arm 73 and through the spring 131 exert a yielding pressure thereon so as to put a similar pressure of limited amount on the shaft 72 to tend to rotate the same and thus move the Jaw 65 out of operative engagement with the Jaw 64. 20 The actual operative disengagement of the t*o jaws is effected when,the torque is temporarily broken or releilsed as by a deceleration of the drive shaft 10. It Is to be noted ' however, from the detailed view of Fig. 7 that the Jaw 65 Is 25 moved, so that it cannot be driven by the Jaw 64 and hence by. the engine, but the car *111 dilve through the Jaw 65 to the Jaw 64 In case the motor tends to drop bQ.1ow car speed. This condition of the clutch is brought about by limiting the 30 movement of th pedal 125 aiid -hence the action of the spring 131 on the lever 73, so that the shaft wfll only be moved to such an extent as to bring the clutch parts 64 and 65 into the positioil shown in Fig. 7. Movement,of the lever is limited as 35 shown in Flg. 5 by a stop lug 134 adapted to be engaged by the arin 127 of the.pedal 125. The clutch members 65 and 64 are not consequently completely disengaged so that the release of the pedal 125 by the operator, prior to ace6leration in 40 sedond Lyear, will pern-dt an immediate re-establishment of high speed conditions without causing any damage. .The position oi partial disengagement of th6 clutch member 65 through the operator's action 45 of the pedal 125 is ' shown at the left hand portion of Fli@. 7, and this positiom'ng of this particular clutch element would occur in conjunetion with the other features of the construction sliown in Fig. 1 where,the clutch member 65 is 50 shown fully separated from the companion clutch member 64 when the parts are ina neutral position. It is preferred -to arrange both clutch members 63 and 65-so that In a so-called disengagqd posi55 tion they are partially engaged with their companion,-clutch members 64 and 82 as. shown in Fig. 7 and they assume this position while in neutral or until the governor acts to fully engage them so that at no time is the driven shaft free 60 of the dri-Ang shaft while the driving shaft may be'free of the driven shaft. This has the effect of locking the vehicle against movement when It tends to roU down hill backwards and thus tends to tiirn the driven shaft 15 backwards. @Under 65 these conditions when the clutch 39,38 Is engaged, the differential action of thelow and second speed gear.sets previously described wiir tend to tum the overrunning clutches 52 and 53.backwards and lock gearg 22 and 14 against the Jaw clutch@s 70 03 and 65 whi6h thereby lock the shaft IS against rotation., With this arrangement for partial engagemqnt shown in Plg@ 7 the rods 77 and 02 with their stops 79 and 84 are adjusted relative to the lever 76 and the lock nuts 791 and 841 are tight 75 enpd so that the clutch jaws are normaby in the position shown in lrlg. 7. Also because of this arrangemeiit if the car is being coasted down the hill forwardly with the motor idling, the jaws beIng constantly In mesh, the gradual gain in momentum of the vehicle going down hill will keep the speed of the drive shaft 10 the same as that of the driven shaft I 5, and consequently when the governor mechanism becomes effective, there will not be the sudden jolting engagement of the Jaw clutches as would be the case If the Jaws were out 10 of engagement under these conditions. In case the governor failr. or the operator wants manual engagement of the Jaw clutches when the car is standing still, the Bowden viire 751 underi the operator's control is connected with 15 an arm 951 on the shaft 75 so that'the operator may move said shaft, and hence, through the springs 80 and 85. the shafts 70 and 72 to manually move the clutch niembers 63 and 65 to a position for engagement with their c,ompanion clutch 20 members. In the modiflcation shown in Flg. 9 the general operation of the transmission is the same as that previously described but the one way roller clutch for the low speed gear ratio Is associated with 25 the driven shaft as is ;also the shiftable gear for reverse, and the govemor mechanism may be a separate unit such as Is fuuy shown aiid descilbed in my copending application Serial No. 658,747 previously referred to. Bri@fly, the nu- 30 meral 130 designates the drive shaft and 131 the gear thereon meshing with a gear 132 splined to the auxiliary shaft 133 which is mounted in bearlngs 134 and 135 inside the casing 131. A gear 136 is keyed or.sl>Uned to the shaft 133 and 35 meshes with a gear 137 which is journalled on a baR bearing joumal ' 138 and is connected to & one way roller clutch including a drum 139, formed by an extension of the hub 4 the gear I 37, clutch rollers 1'40 atid an actuator 14 1, sinillar 40 to the actuator 48, and adapted to be connected to the driven shaft 142 by a Jaw clutch including the toothed element 143 formed lritegral with 8aid actuator 141 and an -annular Intermeshing toothed element 144 formed as a part of the hub 45 of 145 of a shiftable gear 146. The gears I 36 and 137 establish the low gear ratio through the overninning clutch including rollers 140. The shiftable gear 146 Is slidably splined to a sleeve 147 which in tum is splined to the &iven 50 shaft 142 and said gear on reversd Is shiftable into engagement with a reverse gear 148 mounted on a lay shaft joumalled at one side of the shaft 133 gnd carrying i@ gear 149 meshing constantly with ear ISO having a hub integral with that of the 55 ar ;eg 136. The gear 146 Is shown In neutral position in Mg. 9 and on the first part of ttie forward movement, or movement toward the left, the clutch parts 143 and 144 cengage, and thereafter further I move- 60 ment of said. gear toward the left causes\the transniisiion to be locked in low gear through the clutch connection,of the Jaw clutch parts 151 and 152, the part 151 being formed as a toothed element on the hub of tije ge@r 146 and the. pari 6,5 152 being formed as lnt6riially tootbed part adapted to lntermesh or.Anterspline with the toothe4--.:part 15 1. . The sii-alt 133 has a member 153 splined thereon and cooperating with the rollers 154 and 70 &Ctuator 155 of a One W&y autdmatic clutch, the 'a6tuato-r being similar In generil construction to the ]@reviously described actuator 48, and having a key connection 156 with the extended hub 157 of one of the second speed gears 158 which is jour- 75
[5]2,140,509 nalled on a sleeve 159 s=ounding a portion of the shaft 133 Also on a 1-@ill bearing 160 mounted between said shaft and gear. , The gear. I 58 meshes with a gear 161 loosely mounted on the driven shaft 142 but. adapted to be clutched thereto to establish second gear relationship. Pbr locking the transmission in second gear ratio a clutch member 162 is slidably keyed to the hub extension 157 of the gear 158. and has a 10 toothed clutch element 163 adapted to mesh with an annidar toothed clutch elenient 164 form.ed as a part of the drum member 1.53 so that, when these clutch parts 163 and 164 are engaged, the one way clutch is cut out ahd the drive proceeds 15 direct from the shaft 133 to the gear 158. 'The driven shaft 142 is mounted in the end. of the drivd shaft 130 in a manner similar to the mounting Gf the shaft II in the drive shaft I 0 and has a splined portion 165 upon which clutch 20 riiemb@ers 166 and 167 are @lidably sp]lned. The :T gear IS I has a jaw clutch face 168 adapted to be engaged by a mating face 169 of the member 168 iind the gear 131 has a jaw clutch face 178 adapted to be engaged by the mating face 171 of the 25 member 167, the Jaws of these clutch elements bdng of -the type h@a Itn inclined faces so that they may slip past . e errun each other until conditions are right: - e gtlgement and the Jaws 1170 alid 171 also preferably adapted to have the 30 same association with each other under oertain conditions of driving as the relation of the Jaws 84 and 45, shown in lMg. 7. The clutch member I$$ has an annular groove 172 in which the end portions of a shifter fork 35 173 are operatively disposed and the clutch member 167 has a sindlar groove 174 in which the end Portlohs of a shifter fork 175 are operauvely disposed. The shifter forks 173 and 17.5 are mounted on shafts 176 and 177 which are simflar to the 40 sliafts 70 and 72 of the first described construetioii aild they may be coxitrolled from amd responsive mechanism t:hrough a- yieldab] connection such as shown fn mg. 6 of the @@ de-scribed construction, these connections being op45 erated from any awtable governor thdt is driven from a driven shaft of t4e transmission. one tym of governor mechanism Is specifically shown and@ described in the application 86rial No. 658,747 previously referred to. 50 , With this constrtxction the operator shifts,the gear. 148 toward the left to bring the7clute@h parts 144 and, 143 Into engagement wiih each other for forward drive. Under these conditions power :dowi fro@rr-the shaft 130 through the gean 131 55. and 132/to the shaft 134,and then through the gean 136 and 137, the overrunning clutch incltidlng . the rollers 140 and actuator 1.41, through the clu@ch 143, 144, hub of the gear 146, and sleeve 147 to the drfven shaft 142. As 'the.speed In60 creases the governor operates in the miumer of the first described construction to move the clutch collars 166 and 167 away from each other and toward the mating cITatch members 168 and 178, anil into a . pos4tion -.for engagement there .)5 withU then under these conditions the opemtor temporarily decelerates the speed of the drive dWt 1$0, then the speed of the gear 161 may be re. duced% temporarily so that the clutch. parts II$ and 160 wjll become synchronized and be then engaged, and on again accelerating est6,bllsh weond speed relationship and under these conditions sirice the gear 137 Is of larger diameter than will revolve faster than shaft 142 and hence the clutch rohers 141 wiH be released frm the drum 139 and the drive wfll then proceed from the gear 132 through the drum 153, rollers 154, actuator 155, gears 118 and 161, clutch 168, 169 to the 5 driven shaft 142. Tliereafter as the speed of the driven sWt 142 further increases, the overrunning clutch Jaws. 171 and 170 may be made to engage by a second deceleration of the shaft I 0 so as to s*nchronize ihese clutch parts with each 10 other so that they engage,. and upon acceleration of the drive shaft 10 the transmission is In high gear since under these conditions not only Is the low speed roller clutch inel uding the rollers 148 overrunning but since the gear 161 Is of 15 larger diameter than the gear 131, it will revolve the gear 158 at a faster rate of speed than the giar 132 Is revolving so that the actuator 155 wM revolve at i a higher rate of speed than the drum 153 and hence the rollers 154 will be re- 20 leased frorh said drum and the &iv6 wiII then proceed from the shaft 130 to the driven shaft 132 direct t]4rough the clutched engagement between the shaft 130 and 142. On a release of the'elutch Jaws 170 and 171, either by manual or govemor 25 operatio n, the second speed automatic clutch Including the rollers 154 wfll again become operi-- tive and the transn!@ssion will be ltl second gear and then bn the release of the Clutch Jaws 160 and II$ the low speed automatic clutch- including 30 ihe - rollers 140 will again become operative and the transmission will be in low gear. U under conditions of forwaid drive, the operator desires to maintain low gear relationship, the gear member 146 way be shifted further toward 35 the left to establish the clutch connection between thiparts III and 152. If ft Is desired to maintain the second gear relationship, the clutch member 162 Is shffted to bring the clutch. parts, t$3 anA 114 into intermeshing relationsm It 40 . P. wiU be noted that in each of these instances the autching of the parts as above described respectively Mcks.out the overrunning clutches tncludIng resmtively the roll@rs 140 and 114. Pbr reversing the vehible, the gear member 141 45 is shmed toward the right from the neutral position shoiin In Mg. 9 to, mesh with the gear 148, and the drive then proceeds from the shaft - 138 tbroufh gears 13.1 and 132 to the shaft 133, gears IN and 141 to a lay shaft carrying tlxe gear 148 50 wbich then nieshes with the gear 146 that Is spumed throiigh the sleeve 147 to the driven shaft 142. The spfted swts 130 and 141 are here sh(nm an xupported in the cglie by Journal bearlngs ITO and 179. 55 Whlle the wxeessive engagement of the overmnning Jaw clutches has been described, it is to be noted that when at ten miles an. hour or less, aceordin g to the setting of the centrifugal govletnor, the opemtor decelemtes for shifting the 60 Jaw clutches 12 or IS$ and 13 or I$$ wgl during a period of dwen 6f bne or two secon& synchronim and engage and then without accelerating and for, a simflar period of dwell of one or two seconds the @clutch Jaws 84 or I 70 and 85 or 171 engs@ge, there- e5 by enabilng the driverto Jump from low . to high gear ratio without having to accelerate I'n second gear. What I
