Feb. 9, 1943. .J. DOLZA 2,310.

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VACUUM CONTROL OF CLUTCH CAPACITY

Original Filed Oct. 18, ' 1957 '7 Sheets-Sheet 1

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VACUUM CON'QROL OF CLUTCH CAPACITY
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VACUUM CONTROL OF CLUTCH CAPACITY

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Feb. 9, 19'M J. DOLZA 2,310,518
VACUUM CONTROL OF CLUTCH CAPACITY

Original Filed Oct. 18, 1937 7 Sheets-Sheet 7

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Patented Feb. 71943 2,310,518 _

UNITED STATES PATENTJOFFICE

VACUUM CONTROL OF CLUTCH CAPACITY '
John Dolza, Flint, Mich., asslgnor to General Mo
tors Corporation, Detroit, Mich., a corporation
of Delaware
Original application October is, 1937, Serial No.
169,535. Divided and this application May 3,
1940, Serial No. 333,230
10 Claims. (Cl. 192-.01) '

The invention relates to the control of var Figure 3 is a similar enlarged view of the rear
iable speed ratio in transmissions driven by en unit of Figure 1.
gines and connected to a varying load, more par Figure 4 is a schematic view of the control and
ticularly to present day motor vehicles which actuating mechanism of Figures 1, 2 and 3, pro
are driven by internal combustion engines, and viding detail of the valving controls and asso
are equipped Iwith step ratio gears requiring ciated parts. .
transfer of torque from one of a group of driv Figure 5 is an enlarged view of the servo and
ing paths to another, as shown in my applica lubrication pump arrangement of Figure 1.
tion S. N. 169,535, ?led October 18, 1937, now Figure 6 is an elevation section view of the
Patent No. 2,282,949, dated May 12, 1942, of 10 mounting for the valve controls of Figure 4, and
which the present application is a division. shows the external connections linking with the
It relates further to mechanism for automati driver and governor connected control members
cally selecting speed.ratio, and more particular of Figure 1.
ly to forms of transmissions in which the transi Figure 7 shows the driver selection means at
tion interval occurs without full release of torque, 15 tached to the steering column of the vehicle, in
or with torque overlap. . projection view.
An objeect of my invention is the establish Figure 8 is a modi?cation of the vacuum re
ing of a shift sequence in which exceptionally sponsive means of Figure 4 used to vary the rate
smooth transfer of torque is provided by the co and degree of loading pressure on the direct drive
ordination of ?uid pressure ratio shifting means 20 clutches in units 13 and C.
with regulatory means subject to a measure of Figure 9 is a chart illustrating in heavy line
torque or to torque demand. the form of the control characteristics provided
A further object is the providing of regulatory by the vacuum response of the mechanism of
means instantly available and operative at the Figures 4 and 8.
will of the operator to modify the establishing In Figure 1 the projected schematic sectioned
of drive in a given shift interval according to view of the transmission assembly of my example
the existing degree of engine torque. discloses a ?rst variable speed unit adjacent the,
An additional object is the provision of means engine connected main clutch shaft 5, having
subject to the degree of engine intake manifold output shaft 8 carrying splined gear I9 engage
vacuum applied to the controls regulating the 30 able with reverse idler gear I8, or with jaws 1'
engagement of drive during the shift interval,' of gear I integral with shaft 5, and constantly
whereby predetermined forces acting on ?uid meshed with countershaft gear I6 rotatable with
pressure valving are correlated with the driving gear I1 driving reverse idler gear I0. Counter
conditions. shaft body 20 rotates a ?rst gear I13 of the
Other objects and advantages to be derived 35 servo pump drive assembly, hereinafter desig
from the use of the invention herein disclosed nated by letter P, and shaft 8 drives a second
reside in the interrelation and methods of op gear I14 of the servo pump drive assembly, to be
eration of the parts described, and will become described later. Body 20 rotates on I5.
apparent upon inspection of the following speci? Gear I9 is shifted axially by fork I00 attached
cation when read with reference to the accom 40 to slider I04 of rod IN, and rocker I02 moving in
panying drawings wherein the preferred embodi slide I05, the shaft I03 of rocker I02 projecting
ments of the invention are illustrated.
externally from the casing 2. The above head
:It is expressly understood, however, that the gearset assembly constitutes a forward-neutral
drawings are for the purpose of illustration only,
and are not to be taken as a de?nition of the 45 reverse shifting unit, hereinafter designated by
limits of the invention, reference hereunder be letter A.
ing noted for this purpose to the appended . As shown in detail in Figure 2, shaft 8 carries
claims. integral drum II annually toothed internally at
In the drawings: . vI2 to form the input driving member for the
Figure 1 is a stereographic sectioned projection 50 assembly comprising planet carrier 22 a?ixed to
of a transmission installation in a motor vehicle, shaft 2|, reaction sun gear 25 and sleeve 20, and
showing the sequence arrangement of units from drum assembly 28-20, the planet gears 24 mesh
engine to load shaft diagonally from left to right. ing with annulus l2 and sun gear 25.
Figure 2 is an enlarged view of the forward Splined clutch hub 34, riveted to carrier 22.
unit of Figure 1 shown in sectioned projection. 55 carries clutch plate 33 mating with plate 36 held
2 2,810,518
to rotate with drum 28 and presser plate I4. 0 is obtained from the following tabular pat
Springs 88 tend to disengage plates 33 and 36. tern:
and pistons I2 sliding in cylindrical spaces II
in drum portion 29 are arranged to press cen Unit B, ratio Unit 0. ratio
tering spindle I3 and presser plate I4 to over 5
come springs 88 and build up capacity in the
clutch formed by plates 33 and 36. Fluid pres kg? Brake so $152251 Brake 90
sure is fed through external pipe 218'. gland Das
sage 281 and drilled passage I9. to load plates 33
and 36 to sustain direct drive in the unit consti : On.
tuted by the described planet gearing assembly, . 0n.

hereinafter designated by letter B.

The piston pins I3 transmit loading effort to In Figure 4 the controls for obtaining the
presser plate I4, plates 36 and 33, the reaction be above shift pattern are shown schematically, as
ing supported by the intumed ?ange of drum 28. 15 comprising two valves; the ?rst, I50, occupying
Brake 80 encircles drum 28, as shown in detail one of two positions, for admitting servo line
in Figure 2, to hold drum 28 and reaction sun pressure from servo main 238 and port 266 to
gear 25 against rotation, whereby reduction gear port 26'! and line 218 for actuating unit B for
drive through the gearing is made possible. direct drive; or alternately for cutting off servo
When clutch 33-36 is not driving, brake band 20 main 238 and releasing ?uid pressure from line
80 supported in the transmission casing as shown 218 to exhaust port 268, for establishing drive
in Figure 1, is applied, holding drum 2829, through the gearing.
sleeve 26 and reaction sun gear 25 from rotation. Likewise valve I68 occupies one of two posi
With power applied from the engine to shaft 8, tions for controlling transmission unit C; the
and annulus gear I2, the planet gears 24 rotate 25 ?rst position connecting servo line 213 and port
on their spindles, and cause planet carrier 22 to 263 to port 262 and line 219 for establishing di-
rotate at a reduced speed, imparted to shaft 2 I. rect drive; and alternately cutting o? line 213
Shaft 2I extends through unit B, to serve as while opening pipe 219 to exhaust through port
the power input member for unit C shown in 260 for establishing drive through the gearing.
Figure 3 and having two driving sun gears 31-38 30 Pump assembly P, shown in Figure l, operates
a?ixed thereto. Forward planet gears 44 mesh continuously as long as either of shafts 5 or 8
ing with sun gear 38 are rotatably mounted in have rotation, as will be understood by inspection
carrier 54 whose drum extension 52 terminates of Figure 5, which shows the parts in transverse _
in internally toothed annulus 5|. Annulus gear section. The main outlet from the pump is con
42 meshing with planets 44, is integral with plate 35 trolled by regulator valve 200, which also con
39' ?xed to drum 39. The ?nal output shaft 50 trols lubrication pressure to the force feed oiling
is integral with planet carrier 45, rotatably sup system, not essential to the invention of this
porting planet gears 43 meshing with sun gear specification. Servo main 238 leads from the
31 and annulus 5I. Clutch hub 59 splined to outlet pressure space of the pump assembly and
shaft 2| is splined externally to support clutch 40 from valve 200to ports 266 and 263 of valves
plate 60 mating with plate 55 carried by studs I50 and I68 respectively, and also through line
in web 39 and end wall 56 of drum 39, releasing 330' to port 265 of compensator valve 320 of Fig
springs 88' as shown in Fig. 3, and similar to ure 4.
springs 88 of Figure 2 serving the same function For convenience in assembly and manufacture,
as springs 88 of unit B, named in this speci?ca 45 valves I50, I68 and 320 are mounted in a com
tion as the front unit. Pistons I6 may press mon valve body 210 adjacent to or integral with
on presser plate I8 mounted to rotate with drum transmission casing 2.
39, through rods 11, the pistons occupying cyl As shown in Figure 4, the shift pattern of
inders I5 cut in drum web 56, a?ixed to section valves I50 and I68 with respect to the afore
33 and web 39'. Actuation of brake 90 of unit C 60 mentioned shift-actuation table, is as follows:
is through thrust rod I90 pivoted thereto at 90a,
actieg4 on by rocker I93 pivoted to the casing . Valve Valve Clutch Clutch
at . Ram 150 168 33-36 55-60
The clutches in the drawings herewith are
shown schematically as of single plate type, but . In

the invention is applicable by those skilled in the _. In:

art to multiple plate constructions such as de
scribed in S. N. 45,184, ?led October 16, 1985, to
E. A. Thompson, now matured as U. S. Patent It will be further understood that when the
2,193,304, issued March 12, 1940. The invention 60 clutches are engaged in eitheror both units, the
herewith is directed to controls for transmission corresponding brakes for the respective groups
clutches and not to clutches per se. are disengaged by the same ?uid pressure which
Fluid pressure is fed to pipe 219' to gland 288, applies the clutches.
and through passages 281' and I9 to cylinders The regulator valve 200 of Figure 5 has pres
I5, for loading plates 55-60, to establish direct 65 sure inlet ports I95 and I36 subject to lift pres
drive in unit C, known in this speci?cation as the sure against spring 20I, in ported space 202.
rear unit. When a given pressure head is reached, the lower
Brake 90 as shown in Figure 3 encircles drum
boss of the valve is raised beyond port 203 lead
ing to check valve 2I9 and servo main 238. At
39, and may look it, and reaction annulus gear
70 this time leakage through slots 208-2I4 per
42 against rotation, when reduction drive in unit mits ?ow of oil to port 204 and lubrication line
C is desired, at which time clutch 5560 is re 220. With a further increase in pressure the
leased. lower boss will open port 205 and line I91 to
Alternate operation of the actuating elements set up a balancing pressure on the upper face of
for the forward speed ratio drive of units B and 75 the lower boss, whereafter a pressure balance lac
 2,810,518 3
tween adjustable;_spring 2M and thepump pres Cross-shaft 2 of Figures 1 and 5 is driven
sure is maintaindat a fairly constant pressure by gear I15 meshing with gear I14 of shaft 8.
point, in that overpressure will blow o? the sur Governor weights 25I swing outward with rota
plus through exhaust port 206, and relief valve tion of ?ange 244 of shaft 24I, the weight arms
' 2". The overpressure relief occurs when the 260 camming sleeve 233 connected to external fork
lower edge of the upper boss permits ?ow to port 350 against the action of governor springs 252
2". The primary purpose of this valve is to 254, thereby rotating shaft 35I attached to the
afford regulation to pump line servo pressure, fork, and rocking lever 352 attached to the shaft
and the secondary purpose is to move rapidly to and pivoted to rod H0 at 353. The governor as
open servo line position with the ?rst incre 10 sembly will hereinafter be noted by letter G.
mental rotation of the pump. Other forms of It will be seen that through the described link
regulating valves may be used without departing age, as in Figure l, the variations in speed of
from the principles of my invention, the require shaft ,8, connected to the vehicle engine when the
ment herein being that uniform servo line pres drive is forward, will be transmitted to equalizer
sure be sustained in servo main 238. Screw 2I5 15 bar II I. The accelerator pedal 303 for the engine
adjusts tension of spring 20I. is connected to lever I32 affixed to shaft I20 of
As shown in Figure 6, valveI68 for unit B is Figure 6 mounted to turn in the casing 2, through
positioned by pivoted bellcrank I60, movable rod 355, lever 359, shaft 358, lever 364, and rod
clockwise for shifting the valve to up position, 36I. The effective length of rod 36I may be ad
and counterclockwise for shifting it to down" 20 justable by any commonly known means, as re
position. Pin I59 of member I60 intersects slot quired for effective operation. The inner portion
I55 of camplate I26 pivoted adjacent to the pivot of shaft I20 carries affixed lever I3 I. Lost motion
I58 of member I60, so that rocking of I26 counter lever I I6 is pivoted to the casing, and arranged to
clockwise may cause valve I68 to move to the swing in a path intersecting the motion of lever
down position, according to the radial distances 25 I3 I. Lever I I6 is drilled at its pivot point M I and
of points on cam slot I55 from the center of shaft connecting passage 4I2 leads to cylindrical space
I52 on which~t26 may turn. External lever I5I M4, in which slides projecting piston 4I3 engag
of shaft I52 is connected to manual shifter ele ing the swinging end of lever I3 I.
ments 3I0, I09, 308, 306, 305 and hand lever 30I Pressure line 4 I 0 joins pivot 4| I to pressure lead
movable over speed ratio sector positions as indi 30 219 of the rear unit, as in Figure 4, so that when
cated on the sector plate of Figure '7. Line 220 ever the rear unit is in direct drive, piston 4I3
of Figures 1 and 5 transmits lubricant to the couples to lever I3I by the volume of ?uid existing
transmission unit gears and bearings. Leakage behind the piston in cylinder 4 I 4. Pin I I5 of lever
passes 288 and 2I4 provide initial ?ow of oil in I I6 may engage equalizer bar III at notch I I4.
the motion of valve 200. Inlet I91 vfeeds to port 35 Movement of the pedal 303 for advancingthe
205. Pipe I9I is the suction inlet for pump P, engine throttle in the normal way through lever
leading to suction space I10. Idler pump gears 359' and throttle rod 363, will at the same time
I82 and I84 mesh with rotor gears HI and I80. exert a force through the linkage just described,
Sleeve I18 receives drive from gear meshing with upon pin II5, tending to cancel or oppose the
gear I13. Check valve 2| 9 prevents too rapid ?ow 40 effect of governor force from rod IIO, by shifting
of lubricating oil in line 238. ' ' the fulcrum point farther to the left, thereby re
The inner end of shaft I52 carries a?xed lever quiring a higher governor speed for a permitted
M5 pressing on spring 4I6, which in turn may shift of valve I50 to direct drive position for the
press on piece 4 I I pivoted to plate I26, and there
front unit B. The throttle pedal connected ratio
by transmit rotational force through spring M6 45 control linkage above described will hereinafter
to camplate I26, rocker arm I 60 and valve I68. be designated by letter T.
Stop pins on plate I26 prevent departure of le At the lower portion of Figure 2 is a schematic
vers M5 and 4I1 from the margins of camplate view of the assembly of control and serve devices
I26. constituting the exemplary system for my inven
The hand control lever 30I may therefore shift 50 tion in which brake cylinder 282 is a housing for
valve I68 to a direct or to a gear drive position brake piston 28I slidable on rod 280, piston 285
for the rear unit C. attached to rod 280, springs 81, 81a, 81b; abut
In Figure 4 valve I50 receives servo pump pres ment 300 ?xed to retainer 283, and sliding abut
sure from line 238 at port 266. Valve I50 is toggle ment 286 and 288. This assembly is for operat
operated as shown, through toggle amrs I38-I39 55 ing the brake 80 of the front unit B.
pivoted at I31, held by spring I48, and operated The thrust ofvsprings 81, 81a is exerted on pis
by rod II3, but biased by spring I4I toward the ton 28I, and through a shoulder of rod 280, on
active right-hand position. With the valve'posi rocker 393 pivoted to the casing 2 at 394, whereby
tioned as shown in dashed lines in Figure 4, pump notch 392 of rocker 393 and thrust rod 390 pivoted -'
pressure from 266 may be applied through port 60 to brake member 80 at 80a may apply brake 80 to
261 to line 218, to actuate the elements of the - drum 28 of the front unit. Pressure of line 218
brake cylinder 282 and clutch parts connected to may relieve the spring force on brake 80 by mov
passage 19. In the alternative full line position, ing piston 28I to the right in the cylinder 282,
valve I50 connects port 261 to the exhaust port 65 while at the same time is acting through pipe 218
268, and servo port 266 is cut oil. to load clutch plates 33 and 38 through presser
Valve I50 is moved by automatic and manual , plate'14 and pistons 16 of the front unit B.
means, as shown in Figure 6. The spring forces against which the servo line
Automatic shifter rod H3 is pivoted at its for pressure from 218 is required to work are of pre
ward end to equalizer bar I I I, pivoted to governor 70 determined magnitude, so that the resistances '
rod H0 at II2. Idler lever I35 pivoted at I35 to felt by the pump line pressure in acting "against
valve \body 210 is pivoted to rod IIO to limit the the springs provide a scalar change in the degree
motion. Extension 420 of I35 is arranged to inter of pressure exerted on the clutch plates 33-38
sect the movement of lever 4l1 pivoted on cam through pistons 12 connected to line 19-and also
plate I26. 75 to 21.8. It will be seen that if means are provided
4 2,310,518
to apply pressure in line 211 to piston 285. the When the engine is stopped, there is no oil
resistance of the spring system to pressure from pressure acting on the valving, and no vacuum
line 218 acting on piston 28l will be lessened and effective on diaphragm 325. The starting of the
varied with the variation of pressure in pipe 211. engine creates a vacuum in line 332 and inside
Figures 2 and 4 show the construction of the the shell 328, drawing diaphragm 325 down,
plunger 323 operated by movement of the engine against the action of spring 3l9 and increasing
throttle pedal 303 of Figure 1 through changes the compensator port opening of valve 320 be
induced in the degree of engine vacuum. Di?er tween ports 265 and 335. As oil pressure from
ential valve 320 slides in bore 3l9' of valve body pump P becomes available in line 235. the pres
210, the external shell of plunger 323 being bored 10 sure may thereupon build up behind pistons 294
out internally to fit collar washer 321 slidable on and 285 of the brake relieving cylinders 292
adjacent end of stem 32l of valve 320. Lock ring and 282.
340 prevents washer 321 from further motion in When control valve I68 for the rear unit is
duced by tension in spring 322. - moved to admit pressure from servo line 238 to
The uppermost lead 3l8, as in Figure 8, con line 219 in order to disengage brake 90 and apply
nects the head of stem 3I4 to pressure line 218 clutch 55-60, the compensating pressure behind
of the front unit. The ported passage 265 con 'piston 294 due to the permitted full ?ow of com
nects to line 238 (213) receiving net pump out pensation pressure by valve 320, allows the clutch
put pressure. Ported space 335 is Joined by line pressure in line 19' to act on clutch discs 55-60
218 to compensator lines 211 and 211', and cross 20 at a lower value than if the opposition of brake'
connected to space 338' by passage 331. Spring springs 91, 91a, 91b, and 910 were fully effective.
322 reacts between the lower face of valve 320 Line 219 transmits servo line pressure from
and the recessed portion of plunger sleeve 323, cylinder 292 to clutch cylinders 15 from line 219,
guided by stem 32 l of the valve. byway of gland passage 281' and drilling 19.
With no pump pressure available in either 25 Spring 284 absorbs the ?rst increment of motion
servo line 218 or 219, brakes 80 and 90 are active of compensator piston 285. Strap 293 is a re
to establish low speed gear drive in both of the tainer for the springs 91.
front and rear units B and C by virtue of brake If, however, the engine throttle be opened be
loading springs 81, 81a, 81b, and 91, 91a, 91b. fore the valve I68 is moved, the reduction in en
When the hand control 30I is shifted to move 30 gine vacuum in manifold 330, allows spring 3I9
valve I68 to the dashed line position of Figure 4. between shell 328 and diaphragm 325 to shift
ports 262 and 263 are no longer connected, and valve 320 toward closing of port 218 with respect
pressure inlet port 263 is shut oil, draining line to line 265, which reduces the compensation pres
pressure from cylinder 292 controlling the brake sure in lines 211 and 211, thereby establishing a
90 of the rear unit, through exhaust port,260. much higher pressure value acting on clutch pis
Pipe 0 Joins pipe 218 to passage 2 (Fig. 6) . tons 16 and discs 55--60, through the direct re
The compensator pressure inlet 265 is opened sistance action of the springs 81 or 91 on the head
to space 335 and to line 216 feeding both com of the ?uid column of the pump. Abutment
pensator lines 211' and 211 connected to act on 214 transmits primary thrust of pin 291 to 910.
compensator pistons 285 and 294 of Figures 2 40 The capacity of the clutch 55-60 is controlled
and 3 of the front and rear units, respectively. by the degree of engaging pressure which sus
Balanced pressure on both ends of boss 399 of tains it. When, for example, the line pressure of
valve 320 is permitted by passage 331 and ported the pump Pis divided between pistons 29I and 294,
space 338'. and springs 91, 91a, 9127 are not fully e?ective to
Slide 323 may slide in bore 3I9 of valve body 210 establish full pump pressure on clutch pistons 18,
and pick up retainer collar 321 to vary the stress the capacity of clutch 55-60 may have a torque
of spring 322, whereby the effective aperture be value of a: foot pounds, at which time the full
tween the upper i'ace of boss 339 of valve 320 in range of compensation effect may be present.
space 335 is varied. Now if compensation pressure be cut oil from
Closure of the opening between boss 339 and 50 piston 294, the full capacity of clutch 55-60 is
the seat 355 in space 335 diminishes pressure in obtained in a very short time interval, building up
line 216 and in connected compensator lines 211' a torque value greater than a, or :c+v. Minute
and 211, while conversely, opening of the valve changes in between these pressure and capacity
320 allows the servo pump pressure to be exerted levels are therefore predetermined by variations
in both of the compensator lines. Exhaust port in the degree of engine vacuum, as created by
336 permits oil to escape from space 355 and the drivers opening and closing of the engine
line 216. throttle, and by the driving conditions which
The hand control of Figures 1 and 7 embodies likewise aifect the variation of engine vacuum.
these members; lever 30l, rod 305, lever 306, Likewise, referring back to Figure 2, compensa
clevis 301, rod 308, clevis 309, rod 3I0 and lever 60 tor pressure in line 211' is exerted on compensa
I5I which may rock valve I 68 through the mech tor piston 285 of the servo actuator for the front
anism of Figure 6. Indicator sector plate 302 unit.
shows the proper shift positions of lever 30I. Conversely, when the car driver advances the
' The distance through which sleeve 323 may engine throttle, the degree of vacuum in mani
move to effect the compensation pressure in lines fold 330, pipe 332, and shell .328 diminishes,
211 and 211 is determined by diaphragm 325 of. whereupon spring 3I9 tends to shift diaphragm
Figures 4 and 8 and spring 3I9 attached to sleeve 325 and valve 320 to closed position, wherein the
323, mounted in casing 326 and held therein by compensation pressures being no longer sus
clamped shell 328, the casing being attached to tained, the full pump pressure may build up in
valve body 210 by screwed ?ange 329. Nipple 33I 70 lines 218 and 219, according to which of valves
in diaphragm shell 328 is connected to the engine I50 or I68 is moved to its direct drive compelling
intake manifold 330 through pipe 332 and check position.
valve 333, so as to transmit an index of the engine The gradual change of degree of vacuum under
torque conditions to the sleeve 323. Ring 326 is these circumstances may be applied to gradua
attached to body 210 and ?ange 329. 75 tion of the opening of compensator .valve 320, in
 . _ ' 5.
8,310,518 _
a series 01' in?nitely small steps. which translated extent such that the end of stem 32I meets the
.into pressure effect upon clutches 33-33 and inner end wall of plunger 323, and positive clo
55-30, provides an exceedingly smooth engag . sure of the ?ow from space 338 to piston 234
ing action, so that there ,are no discernible may occur. __ ,

lurches or Jerks in the engagement of either The chart of Figure 9 provides a series of char
clutch involved in a speed ratio shift sequence, acteristic internal combustion engine torque
in either ascending or descending ratio changes. curves for varying conditions of engine speed,
In Figure 8 the compensator valve 320 of Fig throttle opening and degree of engine intake
ure 4 is moved by'spring 322, sleeve 323, and manifold vacuum. - .

arm I22 of shaft I23 mounted in valve body 210. 10 The dashed lines represent the engine torques
Shaft I23 projects externally from body 210, and at different engine speeds at given throttle open
is rocked by attached lever I21 pivoted to dia ings, as follows:
phragm rod 400 attached to diaphragm 325'
mounted in casing 326' and shell 328', whose ex Curves Throttle
tension carries nipple 33I and a?ords a seat for 15
spring 3 I9 bearing against the diaphragm. Rod a-a _ Partial.
b-b , uarter.
400 is a loose fit at port 432 in shell casing 326' e-c _______________________________________________ .. all.
so that if desired, the release or intake of air , d-d ______________________________________________ -_ 3-,quarters.
e-e Full. _
in the compartment between diaphragm 325' and
casing 326' may be regulated to dampen or to 20
increase the sensitivity of the action or. the vac It will be noted that these curvesfall off. rather
uum from manifold vacuum lead 332 on the com sharply with increased speed. .
pensator valve 320. The full line curves represent the engin
The center of shaft I23 is so taken with re torques at different engine speeds at given de
spect to the center of valve 320 and plunger 323, 25 grees of engine intake manifold vacuum, dimin
that rapid initial motion followed by slower mo ishing with torque from curves I to IV. These
tion in the stroke of plunger 323 with respect curves are relatively flat and yield a close ap
to variation of vacuum upon diaphragm 325', proximation to the torque values.
may be obtained. This set of curves demonstrates the utility of
If converse action is required, the center of 30 my invention in providing a uniformly varying
523 is located above the point of contact of I22 change of degree of vacuum with torque, from
with 323. This expedient makes it possible to which resultant force, the coordinate applications
extend the use of my invention to a wide range of Figures 4 and 8 are obtained. The close agree
of power plant installations wherein torque re ment of the vacuum values with the engine torque
sponsive control conditions. with respect to avail 35 makes the application of my invention a mac-
able power and load to be driven are widely tical utility, and yields an instant response when
different from those experienced in customary operating over highways in territories of con-~
passenger car practice. siderable gradient, so that the ratio shifting
The purpose of this control is to proportion clutches are provided, with a torque capacity in
the rate of clutching engagement or capacity 40 close accordance with the actual need.
change to the degree of torque demand existing The arrangement of gearing, clutching and.
at the interval when the clutch is selected to braking shown herewith, provides a ratio shift
drive. > I
sequence in which during forward drive, the
If the torque demand is falling off during the transitions from one ratio to another always oc
clutch engagement interval, the full pressure 45 cur with a given mean torque value between
available from the servo pump might become input and output. In other words, at no time in
effective before the relative rotations andin forward speed drive is there a neutral, or no
ertias of the parts had diminished in accordance, drive condition while ratio is being shifted. The
whereupon the clutch connected elements would ' overlapping of torque among the shifter elements
be joined quickly at full loading capacity. This 50 such as the clutches and brakes used in the
would administer a shock to the transmission sys illustration provides an extremely smooth method
tem, and cause a lurch of the vehicle, since the of passing through the transmission shift inter;
absorption period for momentary differences in vals, but practice has disclosed that supplemen
torque at the clutch discs is very short. tary means to adjust the torque capacity of the
At this point, the vacuum responsive valve 320 55 clutches about to take up drive, in accordance
interposes the diminishing torque demand factor, with the existing torque demand is required in
and the rise in engine vacuum moves diaphragm order to absorb the existing inertias of the rotat
325 to compel compensator valve 320 to shift to ing parts, and to avoid abuse of the friction
ward an opening position, wherein increasing members which have to carry the torque.
compensation, values operating on compensating 60 It has been shown in the clutch art that regu
pistons 285 and 294 are obtained. lation ofthe rate of clutching engagement by
The ?rst increment of accelerator pedal mo varying the position of the engine throttle pro
tion from idling causes the degree of vacuum in vides a certain control over the smoothness of
manifold 330, pipe 332 and shell 328 to decrease, clutching action, but this, however, has been ap
permitting spring M9 to load light spring 322, 65 plied to friction clutches pro-biased for driving,
so as to oppose the force of ?uid pressure acting the control being upon the permitted rate of en
on the upper face of valve 320. This results in gagement. In my invention the vratio shifting
a graduating of the ori?ce between the lower clutches are pre-biased for disengagement, and
lip of port 335 and the upper face of valve 320, I superimpose my method upon asystem in which
restricting the pressure flow from space 334 to 70 automatic and manual controls not only initiate
outlets 2'I62'l'|, available to create pressure on the clutching action but also apply a given rate
compensating piston 234 in the cylinder space of pressure build-up to establish a predetermined
between abutment wall 295 in cylinder 292. torque capacity level for the clutch or clutches
At full accelerator pedal position the existing involved. -
degree of vacuum is opposed by spring 3 I9 to an 75 The end point of the clutching action on the
6 2,810,518
rising pressure phase of the clutch control cycle of the control the said torque capacity is in
is thereby determined by the torque demand of creased, and for retarded positions of the control,
the driver as expressed by the movement of the the said torque capacity is diminished.
engine accelerator pedal, and further modified 3. An engine, a speed control pedal for said en
by the driving conditions, in that the degree of gine, a loadshaft, a friction clutch for transmit
engine intake manifold vacuum varies with both ting the power of said engine to said shaft com
characteristics. prising mating driving elements, engaging and
The invention further equilibrates the forces disengaging control means for said clutch in
derived from predetermined throttle opening and cluding control mechanism effective to establish
driving conditions against a spring, for example, 10 selective driving pressures at which said clutch
item 3i9 of Figure 4, of given rate, and likewise provides initial drive, clutch torque graduating
against a predetermined ?uid pressure force'act control means operative to regulate the driving
ing in opposition upon valve 320, so that for the pressures between said elements, and engine vac
range of movement of the compensating control, uum responsive means e?ective upon said gradu
an extremely ?ne adjustment of the ?uid pres 15 ating control means such that the selected driv
sures acting on the clutches 3336 and 55-60 ing pressures on said elements vary with in
is obtained. This method is in no way sensitive creases or decreases in engine speed.
to wear of the clutches, in that pressure of the 4. In transmission clutch control means, in
constantly operating pump is always available to combination, an internal combustion engine, a
take up slack due to wear, by creating a volume 20 vacuum force generating device responsive to
increment of corresponding value. _ the power conditions of the engine, driving and
Variations in viscosity of the ?uid used in the driven shafts, a friction clutch adapted to trans
system can only affect the friction of valve 320 mit drive therebetween, loading means effective
in bore 3i9, the ?uctuations of viscosity being of to establish drive between input and output mem
magnitudes of less effect that the calculated 25 bers of said clutch, a differential valve active on
forces available from vacuum line 332, diaphragm said means arranged to select the loading pres
325, spring 319, spring 322, and pressure lines sures on said clutch over a predetermined range
265 and 3H3. of pressures at which the clutch transmits drive,
Among the structures to which the present in and control means responsive to variations in the
vention is applicable are those described_ and 30 degree of engine vacuum acting upon said de
shown in the publication known in the automo vice arranged to position said valve at the will of
tive trade as Automotive Industries, for May the operator.
29, 1937, on pages 806 to 809 and 823. 5. In automatically controlled variable speed
Thus I have provided a novel driving mecha transmissions for motor vehicles, in combination,
nism and control which is effective to achieve the 35 an internal combustion engine, a vacuum mani
objects above enumerated, which possesses ad fold connected to said engine, a clutching device
vantages in manufacture and servicing, and adapted to transmit the power of said engine
which is adaptable to a wide variety of use and composed of two groups including groups of mat
applications. For example the system shown is ing friction elements each group of which is ar
useful for driving rail cars, aircraft propellers, 40 ranged to rotate as a unit, means for engaging
superchargers for induced air combustion draft, the device subject to both loading and unloading
tractors, farm and excavating machinery. forces, control mechanism arranged to engage
Wherever a drive between a variable speed and and disengage said device through said means
power engine and a variable load is required the according to a predetermined operating cycle,
demonstration of my invention is applicable. 45 and auxiliary controls responsive to variations in
It is herewith acknowledged that changes from the degree of vacuum established in said mam
my construction and arrangement of parts will fold operative to vary the rate -of engagement ac
suggest themselves to those skilled in the art, but cording to the torque demand of the vehicle
it is,understood that such means are within the driver.
scope of the invention herein disclosed and as 50 6. In automatically controlled variable speed
de?ned in the appended claims. transmissions for motor vehicles, in combina
I claim: . tion, an internal combustion engine, a vacuum
1. In automatic controls for driving mecha generating device responding to the power condi
nisms, in combination, an engine, a variable speed tions of the engine, clutch mechanism adapted
control for said engine movable into various posi 55 to transmit the power of said engine, a servo
tions representing the torque demand of the op pump, a servo pump line, and a clutch actuator
erator, a clutch driven by said engine, auxiliary for said mechanism operating from said line
power means arranged to actuate said clutch, through a valve, a pressure line connecting said
regulating means for said clutch connected to actuator and said valve, a ?uid pressure accumu
said power means effective to predetermine the lator connected to said pressure line, an auxiliary
torque capacity of said clutch, and a device re accumulator connected to said servo pump line
sponsive to changes in engine vacuum and subject through a second valve, and control means sub
to the variations of said speed control and acting ject to the vacuum acting on said device opera
on regulating means such that for increased op tive upon said second valve effective to diminish
erator torque demand the torque capacity of said
clutch is increased. 65 or increase the rate of pressure in said pressure
line and actuator at the will of the operator.
2. In variable controls for driving mechanisms, 7. In automatic variable speed power trans.
in combination, an engine, a variable speed con mission gearing, in combination, an engine, a
trol for said engine, a clutch driven by said en vacuum force generating device responding to
gine, control means for said clutch, a device con the power conditions of saidvengine, clutching
nected to said means arranged to vary the torque 70 mechanism adapted to transmit the power of said
capacity of the clutch, and means responsive to engine, including a clutch pressure regulating
changes in engine vacuum subject to the varia system comprising a cylinder, pistons in said
tions of said speed control acting on said clutch cylinder, a piston rod moved by said pistons. a
control means such that for advanced positions 75 ?uid pressure conduit means connected to said
 2,310,518
cylinder, springs arranged .to be stressed by ?uid
pressure acting against said pistons, clutch actua
tion means connected to said ?uid pressure con
duit, a clutch embodied in said mechanism and
actuated by said means, and ?uid pressure con
trol mechanism subject to changes in the degree
of engine vacuum and connected to said ?uid
pressure conduit operative to initiate an increase
of pressure in said system for establishing a pre
determined torque capacity in said clutch.
8. In automatically operated gear mechanisms,
in combination, an engine, a speed control pedal
for said engine, a clutch connecting said engine
through gearing to a load shaft, ?uid pressure
motor means arranged to sustain drive in said
clutch, supply means for said motor means, con
trol means operated by said pedal for the appli
cation of ?uid pressure from said supply means
to said ?uid pressure motor means, valve means
' to vary the engagement and driving pressure to 20 clutch, and means responsive to variations in
said motor means, and engine vacuum respon
sive means operative upon said valve means
effective to proportion .the force of ?uid pres
sure acting upon said clutch according to the
position of said pedal.
9. In automatic controls for driving mecha
nisms, in combination, an engine, a variable
speed control for said engine movable into vari
7
ans positions representing the torque demand of
the operator, a clutch driven by said engine,
servo motor power means arranged to actuate
said clutch, regulating means for said clutch
operative upon said servo motor power means
effective to predetermine the torque capacity of
said clutch, and a device responsive to variations
in .the engine power condition subject to the
variations of said speed control and acting on
said regulating means such that for increased
operator torque demand the torque capacity of _
said clutch is increased.
10. In variable controls for driving mecha
nisms, in combination, an engine, a variable speed
control for said engine, a clutch driven by said
engine, actuation means for opening and clos
ing said clutch, control means for said actuation
means, a device connected to said control means
arranged to vary the torque capacity of the
the engine power condition subject to the varia
tions of said speed control and acting on said
clutch control means such that for advanced
positions of the variable speed control the said
torque capacity is increased, and for retarded po
sitions of the variable speed control, the said
torque capacity is diminished.
JOHN DOLZA.