June 2, 1953 _|_ JANDASEK ' 2,640,373

TRANSMISSION I

Filed NOV. 15, 1949 4 Sheetg-Sheet l

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TRANSMISSION
Filed Nov. 15, 1949
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June 2, 1953 J. JANDASEK 2,640,373
TRANSMISSION
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June 2, 1953 J. JANDASEK 2,640,373
TRANSMISSION
Filed Nov. 15, 1949 4 Sheets-Sheet 4

INVENTOR.

BY '

' irra/FVVE/i
Patented June 2, 1953
40,373

UNITED STATES T E T OFFICE

2,640,373
TRANSMISSION
Joseph Jandasek, Highland Park, Mich., assignor
to Chrysler Corporation, Highland Park, Mich.,
a corporation of Delaware
Application November 15, 1949, Serial No. 127,455
15 Claims. (01. 74-645)
1 2
This invention relates to power transmission Fig. 5 is another diagrammatic view of the
units of the type including a hydraulic torque transmission unit and the controls therefor in
converter in combination with a plurality of drive cluding the manually operated drive selector
transmitting gear trains. mechanism; and
It is a primary object of this invention to pro Fig. 6 is a diagrammatic View of the manually
vide a simpli?ed form of highly ?exible power operable means for obtaining turbo-braking with
transmission unit which unit includes a combi this transmission unit.
nation hydraulically and mechanically trans The invention disclosed herein is a modifica
mitted, torque multiplying, accelerating under tion of and an improvement on the power trans
drive train and means for automatically con 10 mitting units disclosed in the copending appli
verting the accelerating underdrive train into a cations of Frederic W. Slack, Serial No. 84,435,
positively connected, two-way, forward, direct ?led March 30, 1949, William L. Sheppard, Serial
drive. No. 98,493, ?led June 11, 1949, and Joseph
It is a further object of this invention to pro Jandasek, Serial No. 11,712, ?led February 2'7,
vide in a power transmission unit of the afore 15 1M8, now U. S. Patent No. 2,616,310.
described type means whereby the forward di Figure 1 of the drawings disclose the hydro
rect drive may be automatically downshifted to kinetic torque converter unit A that is operatively
the accelerating underdrive ratio as the speed associated with the planetary gear unit B shown
and torque load applied to the transmission out in Fig. 3. Converter unit A is adapted to driv
put shaft varies and to further include means 20 ingly connect a prime mover such as a motor ve
whereby the direct drive may be manually down hicle engine to the input of the gear type torque
shifted to the accelerating underdrive at the will transmitting and torque multiplying unit B
of the operator irrespective of the automatic which is arranged in series with the converter
downshift controls. unit A. The reference numeral 8 represents an
It is another object of this invention to pro 25 end portion of a driving member, such as the en
vide in a transmission unit of the aforedescribed gine crankshaft of a motor vehicle power unit.
type means whereby the positive direct drive The shaft 8 is drivingly connected to the axially
may be manually downshifted to the accelerating ?exible drive transmitting plate Q by the screw
underdrive ratio so that the underdrive ratio means It. The drive transmitting plate 9 has
may be used as a coasting brake as well as an ac 30 an engine starter ring gear H ?xedly mounted
celerating gear train. about its periphery. Also drivingly connected
It is a further object of this invention to pro to the drive plate 9 by the bolt means I2 is the
vide a transmission unit of the aforedescribed torque converter casing 13 within which are
type with manually operable means whereby mounted the various converter components,
turbo-braking may be obtained in the hydraulic 35 namely, the impeller member M, the turbine or
converter unit to assist the engine braking ob runner member [5, and the guide Wheel or re
tainable when the transmission unit is condi action member . .
tioned for transmitting direct drive. The vaned impeller wheel is is ?xedly con
Other objects and advantages of this inven nected to the converter casing 13 by welds or
tion will become readily apparent from a read the like and is accordingly adapted to be rotat
ing of the attached speci?cation and a consider ably driven by the driving shaft 8. The vaned
ation of the related drawings wherein: \ . turbine wheel id is drivingly connected by rivet
Fig. 1 is a partial sectional view of the hydrau means IQ to a radially extending flange portion
lic torque converter unit used in this transmis it?) formed on the hub member lta that is con
sion; 45 nected by splines its to the forward end por
Fig. 2 is a sectional elevational view taken tion of the intermediate hollow shaft member Hi.
along the line 22 of Fig. 1 showing the one The intermediate shaft member 16 is adapted
way brake associated with the converter reaction to transmit drive from the turbine member [5
member; of the torque converter unit A to the planetary
Fig. 3 is a sectional elevational view of the gear 50 gear unit B which is arranged in series with the
box used in this transmission unit; - torque converter unit A. The forward end of
Fig. 4 is a diagrammatic view, partly in sec intermediate shaft it is journaled by its hub
tional elevation, of the torque converter unit, ita in the axially extending sleeve bearing 20
portions of the gear box and the hydraulically that is associated with the torque converter lock
operated control system for the transmission 55 up clutch C. The rear end portion of interme
unit; diate shaft i6 is rotatably supported by a sleeve
 2,640,373
3 4
type of bearing 4| that is mounted in the ?xed l3a and extends between the seat |3a and the
sleeve 32 carried by the housing 43 of the trans inner wall of the bore 8a in driving shaft 8. This
mission unit B. rib-like bearing formation l3c provides a sliding
The vaned guide wheel I! is rotatably sup telescopic connection between the casing l3 and
ported within the converter casing 13 by means driving member 8 to accommodate the breathing
of the guide wheel hub portion Ila, that is 1'0 tendencies of the converter casing l3. The bear
tatably mounted, by means of a one-way brake ing rib I30 not only provides a sliding connection
device 2|, on the axially extending housing sleeve between the converter casing 13 and the driving
32. Sleeve 32 is ?xed to and projects from the member 8 but in addition it acts as a centering
wall 42a. of the relatively stationary, gear box 10 means to prevent twisting or cooking of the
bearing 42. Sleeve 32 has a hub member 32a converter unit A about its axis of rotation. This
splined thereto at 321) which hub member sup axially shiftable mounting means for the torque
ports the overrunning or one-way brake device 2|. converter casing 13 is completely described in
As clearly shown in Fig. 2, the one-way brake the co-pending application of Augustin J. Syrovy,
device 2| comprises rollers Zla mounted within 15 Serial No. 77,939, ?led February 23, 1949, now
a cage member 211). The cage member 2!?) is U. S. Patent No. 2,588,668, and forms no part of
normally urged into drive transmitting position this invention.
by spring means not shown. Cam surfaces 320, In order to provide means for transmitting a
formed on the outer peripheral surface of the positive, two-way direct drive from the driving
sleeve hub member 32a, cooperate with the 20 shaft 8 to the intermediate solid shaft 30 a
clutch rollers Zia and the outer roller race llb torque converter lock-up clutch C is provided.
formed by the inner surface of the bore through The lock-up clutch C includes the radially ex
the guide wheel hub member Ha. It is thought tending drive transmitting disc 33 which has
to be obvious from Fig. 2 that the one-way brake friction elements 33a mounted on its side faces
2| will permit only forward rotary movement adjacent its periphery. Drive transmitting disc
(clockwise when looking in the direction of ar 33 is drivingly connected to the solid shaft 30
rows 2-2 of Fig. 1) to be transmitted to guide through the shaft hub member 30a that is splined
wheel I! by the forward rotation of the impeller to the end of shaft 30 as indicated at 3012.
M, the brake 2| preventing rotation of the guide Mounted between the disc 33. and the shaft hub
wheel I! in a reverse or counterclockwise di 30' member 30a are several circumferentially spaced
rection. compression spring elements 34 (only one shown)
The torque converter unit A includes a gear that cushion the torque impact transmitted to
type oil pump 25 having a driving gear 25a that the disc 33 on engagement of the clutch C.
is directly connected by ?nger means 251) to the Springs 34 thereby facilitate smooth engage
axially extending flange portion 13b of the ro 35 ment of the clutch C. Pins 35 are arranged to
tatable converter casing l3. The pump 25 draws extend between the disc 33 and an anchor plate
oil from a sump 26 (see Fig. 3) and circulates it 40 through enlarged openings in the hub member
through the converter unit A, the transmission 30a so as to provide an additional means to con
lubricating system and the various hydraulically nect the disc 33 and hub member 300, in the
operated control mechanisms associated with this 40 event of failure of the springs 34. Pins 35 also
transmission unit (see Fig. 4) . The circulation urge the disc 33 and anchor plate 43 against the
of oil through the converter A, by the pump 25. sides of the hub member 36a and thereby tend to
provides a means for maintaining the converter damp out vibrations of the disc 33. Coopera
full of oil whenever shaft 8 is rotating. Fur tively associated with the drive transmitting disc
thermore, this circulation of the working ?uid 45 33 is a pressure ?uid receiving cylinder 36 that
through the converter and the lubricating and is formed as a part of the torque converter casing
hydraulically operated control systems provides 13. Mounted within the cylinder 36 is an axially
a means for cooling the converter fluid. A sec shiftable, hydraulically actuated, piston 31. Cyl
ond pump 84, driven by the transmission output inder 36 also supports a backing plate 38 which
shaft 8| is also included in this transmission to is arranged to cooperate with the piston 31 so as
provide a source of pressure ?uid when the en to provide a means to clampingly engage the
gine is not operating. This pump will be more friction faces 33a of disc 33 when pressure ?uid
fully described in connection with the planetary is admitted to the cylinder 35. Pressure ?uid
gear box B. may be introduced to the cylinder 36 through
The relatively stationary outer housing 42 for the bore 39 in the converter casing 13. Admis
the transmission unit has a wall portion 421) from sion of pressure ?uid to the cylinder 36 will move
which there projects a forwardly directed, axial the piston 31 rearwardly so as to engage the
ly extending, sleeve-like, flange portion 42a. torque converter lock-up clutch C and directly
Flange portion 420 provides a cover for the pump connect the driving shaft 3 to the intermediate
unit 25 and also supports a ?uid seal 55 that en solid shaft 30. On release of the pressure ?uid
circles the axially extending ?ange l3b of the from cylinder 36 suitable spring means (not
converter casing [3. shown) and the force of the pressure ?uid with
The forward portion of converter casing l3 in in converter casing [3 will urge the piston 31
cludes the axially extending, cup-like casing seat forwardly to disengage the clutch C and pro
1311 for the bearing assembly 3| in which is ro 65 vide a means for the transmission of a troque
tatably mounted for forward portion of the solid multiplying drive from shaft 8 through the ?uid
drive transmitting shaft 30. Provision is made operated torque converter A and the associated
for permitting the casing seat portion l3a to ex hollow intermediate shaft iii.
pand and contract axially so as to absorb the The gear box B includes the planetary gear
inherent breathing tendencies of the somewhat 70 trains 50, 60, which provide means for the trans
?exible converter casing l3. Casing seat Kid mission of torque multiplying reverse and for
is piloted within an axially extending bore 8a ward drives respectively. The gear box housing
in the driving shaft member 8. A bearing 42 includes the forward wall portion 421?. to which
means, such as the radially extending annular is connected by bolt means 43 a radially extend
rib I30, is provided on the converter casing seat 75 ing ?ange 32d of the axially extending hollow
 2,640,373
7
a certain speed. Consequently, pump .84 pro of the automatic control valve unit 0. 5 Control
vides pressure ?uid for operation of the trans valve unit H9 is subsequently described in detail.
mission unit during a pushed or towed start even Valve body 86 also includes a relief port I?l to
if engine driven pump 25 is inoperative due to relieve the excess pressure of the ?uid in bore 96
a dead engine or the like. Suitable controls such of the governor unit 85. Relief port {0| also acts
as the arrangement shown in Figs. 4 and 5 and as a means to balance the valve 95 in the bore 96
subsequently described in detail, are provided to when it is acted on by the weights 88, 89 and the
insure that pump 84 automatically takes over the pressure ?uid in bore 96. Thevalve body 86 is
supply of pressure ?uid for the transmission unit ?xedly connected to the driven output shaft 8i
whenever the speed of output shaft 81 exceeds 10 by the set screw I00. The governor tie shaft 94
a certain predetermined value. This relieves the is of such size as to be freely slidable in its shaft
transmission driving engine of the load of front receiving bore through output shaft 8| and is not
pump 25 after the engine unit has begun to required to serve as a means for fastening the
drive the transmission output shaft 8!. governor body 86 to the output shaft 8|.
Also drivingly mounted on the output shaft 8! 15 The governor 85, which functions as a?uid'
(see Figs. 3, 4 and 5) is a speed responsive, cen pressure reducing valve, receives ?uid under pres
trifugal force operated governor mechanism 85 sure from the rear pump 84 as soon as output
which provides one of the means for automatically shaft 8| begins to rotate. This pressure ?uid
controlling operation of this transmission unit. from pump 84 is admitted to the valve bore 96
It is obvious that various types of speed and 20 through the inlet passage 91 and a hydraulic
torque responsive controls may be used with this pressure is applied to the opposed inner surfaces
transmission but the speci?c governor mechanism of valve lands 95a and 950. As land 950 is larger
85 herein disclosed is particularly advantageous in diameter than land 95a there is an unbalanced
due to its simpli?ed design and novel manner of area which causes an unbalanced-force to be
operation. This governor unit is arranged such 25 applied to piston valve 95 which force tends to
that it does not require shaft driven gearing or move valve 95 radially outward so as to cause
electrically operated control units but instead valve land 95a to close off the pressure ?uid inlet
uses hydraulic pressure supplied by the rear pump passage 91. Due to the rotation of output shaft
84 in combination with the centrifugal force ef 8| there is also a simultaneously acting cen
fect of a pair of output shaft mounted weights 30 trifugal force tending to urge the primary and
88, 89 for controlling actuation of the radially secondary weights 88, 89 radially outward. As
movable governor control valve 95 so as to pro tie shaft 94 connects weights '88 and 89 to piston
vide a novel type of governor mechanism. valve 95 it is obvious that the centrifugal force
The governor 85 comprises the body portion 86 of the weights 88 and 89 and their connecting
having a cylindrical bore 81 extending inwardly 35 spring 96 is opposed by the hydraulic pressure
from one end thereof. Reciprocably'mounted in applied to the unbalanced area of the piston valve
the bore 81 are the cylindrical primary and sec land 95c. Consequently the centrifugal force of
ondary weights 88 and 89 respectively, which the elements 88, 89, 99 tends to move valve 95
weights are telescopically arranged for movement so as to uncover the passage 91 and connect the
relative to each other. Extending between the 40 pressure ?uid inlet passage 91 to the valve bore
spaced apart ?anges on the weights 88 and 89 96 and outlet passage 98 while the unbalanced
is a preloaded compression spring 90 that tends hydraulic force applied to piston valve land 95c
to urge the weights 8% and 89 apart. A snap ring tends to shift valve 95 in the opposite radial
9| mounted in the bore 81 of valve body 86 pro direction so as to close off the connection between
vides a seat for the primary weight 88 when it is 192181} passage 91 and the valve bore 96 and outlet
moved outwardly a predetermined distance by
centrifugal force due to the rotation of driven The pressure ?uid that is admitted to valve
output shaft 8 I. Mounted in the bore in primary bore 96 is conducted through the outlet passage
weight 88 is a snap ring 92 that provides a seat 98 to other parts of the control system to actuate
for the secondary weight 89 on the primary the various control devices that will be subse
weight 88. Extending through aligned bores in quently described in detail.
the secondary weight 89 and the driven output If the pressure of the ?uid admitted to the bore
shaft 8! is a tie shaft 94 that has one end suit 96 from inlet 91 becomes excessive and exceeds
ably anchored to the secondary weight 89 by the centrifugal force of the elements 88, 89, 90
means of a snap ring or the like. The other end 55 then valve 95 will move radially outward a suffi
of tie shaft 99 has mounted thereon the piston cient amount to uncover the relief port I8! and
type governor control valve 95. The governor the pressure fluid in the stem portion of bore 96
valve 95 is arranged to reciprocate in the T will spill out and reduce the pressure of the con
shaped bore 96 in the valve body 86. Governor tamed ?uid to a value where a condition of equi
piston valve 95 has spaced lands 95a and 950 of 60 librium will again be set up between the cen
different diameters connected by a narrow neck trifugal force of the elements 88, 89, 90 and the
portion 95b. Extending through the valve body unbalanced force applied to the valve land 950.
86 transversely to bore 96 and intersecting bore A more complete description of the operation of
96 are the pressure ?uid inlet and outlet passages this governor device 85 is set forth in the pre
91 and 98 respectively. Passage 9'! is arranged 65 viously referred to co-pending application of
to be connected by conduit means (see Figs. 4 William L. Sheppard, Serial No. 98,493.
and 5) to the outlet from rear oil pump 84. The While the pressure of the ?uid discharged from
pressure fluid from pump 84 is thus applied the pump 84 into the governor inlet passage 91
through inlet passage 91 to the stem portion of is almost constant and also greater than the pres
valve bore 96. The outlet passage 98 from the 70 sure of the fluid discharged from the governor
stem portion of the piston bore 96 is connected valve bore 96 into the outlet passage 98, due to
to an outlet conduit I03. The conduit I83 con the reducing valve action of piston valve 95, still,
ducts the pressure ?uid discharged from the pis it is thought to be obvious that the pressure of
ton valve bore 96 to the cylinder .14 I d (see Figs. 4-. the ?uid discharged from the governor 85 is
and 5) in which is mounted the pilot valve I45 75 roughly proportional to or responsive to'the speed
 2,640,373
10
of the output shaft 81 and that governor :85 pro. her vI22b. Consequently, the throttle controlled
vides an efficient, simpli?ed form .of speed sensi pressure :inchamber I22b will equal the line pres
tive .control mechanism. sure in conduit I 25. The admission of throttle
Cooperating with the speed sensitive governor controlled pressure ?uid tochamber I 22b of cylin
35 to control operation of this transmission is der J22 has a tendency to shift the throttle valve
a torque regulating or responsive control means I23 to the right to oppose depression of the ac?
I253. The torque regulating control means I20 .celerator .pedal for it Will'be noted than an axially
(see Figs. 4 and 5) that is operably associated extending bore I23d through the throttle valve
with this transmission comprises the kiekdown I-2.3 applies the throttle controlled pressure ?uid
valve I2I and the throttle valve I23. This con 10 in chamber I22b to the bore 122k at .the left end
trol means I2!) is operated by the conventional .of valve 423 which throttle controlled pressure
throttle control or accelerator pedal 1H5 for the reacts against the -'left end .of throttle valve .123
engine unit (not shown) that drives the trans and tends to balance the force .of the pressurerbes
mission unit. Pedal I I5 is connected to the kick ing applied .to the right end .of valve 423 "by the
.down valve I2! by the linkage IIB. Kickdo-w-n 15 accelerator pedal actuated kickdown valve .;I2.I
valve I2I is arranged to reciprocate in the valve through the compressed spring I24. The bore
cylinder body I22 and is connected to the re structure 123d thus cooperates with the cylinder
ciprocably mounted throttle valve I23 by a pre i22lt at the left end .of throttle valve I23 and
loaded compression spring I24. At the closed provides a pressure ?uid regulator .control for
throttle position of the accelerator pedal I-I5 :20 governing the pressure and the volume of the
with the manually operated drive ratio control throttle controlled pressure fluid introduced into
valve I'iil set for drive (see Fig. 5) the arrange the chamber 1.221), the conduit I27, and the asso,
ment is such as to pressurize conduits I25 and .ciated chamber I4-Ib of automatic control valve
I28 with pump pressure ?uid. Admission of 140.
pump pressure ?uid to conduit I28 applies pres The throttle controlled pressure admitted to
sure ?uid to the chamber 692) on the apply side valve chamber 14th of automatic control valve
of servo 69 and causes application of brake band unit J40 during initialdepression of the accelera
.82 to drum member 64a to condition the trans tor pedal M5, when valve I10 is set for fdrivef
mission for the accelerating, torque multiplying applies a variable pressure to the leftend of iand
underdri-ve. Clutch C is disengaged at this time Idea of shift valve I50 (see Fig. 5) which pres
for the positions of throttle valve I23 and shift sure vassists the spring I5I in urging shift valve
valve i 50 at closed throttle are such as to prevent 158 towards the right end of valve cylinder I4I
pressure ?uid from conduit I25 from entering which is the downshifted position of the valve
conduits I55 and 155a to effect engagement of 150. Thus during initial depression of accelera
clutch C. At closed throttle the land I-23a of I tor pedal H5 the valve land 150a of shift valve
throttle valve I23 is positioned so as to substan 150 is positioned so that it covers line pressure
tially close cylinder port 122a and prevent the inlet port Lilla .to the valve cylinder I41 and pre
pump pressure ?uid or so-called line pressure vents line pressure from supply conduit I26 from
?uid (approximately 90 p. s. i.) in supply con passing into the chamber I14=Ic of valve cylinder
duit I25 from being transmitted to chamber I221) 40 I44. Thechamber I4Ic is connected by conduits
of the valve cylinder I22. At closed throttle 1I;5;5 and I55a with the control cylinder '36 of
there is sui?cient preload on spring I24 to shift the torque converter lock-up clutch C and [by
valve I23 to the left a su?icient amount to permit ,VQOnduits I55 .and I55?) with the release side 169a
seepage of a certain amount of pressure fluid of the servo .69 .of the for-ward drive planetary
from conduit I25 around valve land 123a into 45 gear train .60. Thus it will be seen that the .posi
chamber 1221; to develop about 20 p. s. i. pressure :tion of shift valve :I5Ii control engagement and
in chamber I22!) and in conduit I21 at closed disengagement of the direct drive or converter
throttle. Land I23a does not however prevent lock-up :clutch C as well as disengagement of
the line pressure ?uidin conduit I'2-5 from passing the braking band '62 of the forward drive plane
through the cylinder by-pass groove I-22d and 50 tary gearing 60. It is therefor thought to be
entering the'conduit I 26 that communicates with Obvious that the position of shift valve land 150a
the line pressure inlet port I4Ia in one end of the ?ontrols the automatic upshifts and downshifts
cylinder body I iii of the vautomatic controlvalve between the accelerating underdri-ve ratio trans
..mitted through the series arranged torque con
mechanism
depressed from
I40.itsAs
closed
the accelerator
throttle position-to
pedal ~I~_I5
ini
verter A and the forward drive planetary gearing
tiate vehicle acceleration the kickdown valve 121 .50 and the cruising directdrive ratio transmitted
is moved to the left and this movement is trans through engaged clutch C and the solid shaft 30.
mitted by spring 124 to throttle va-lve I23 which "As the accelerator pedal II-5 is further de
latter valve is moved to the left a sufficient pressedduring initiation .of normal forward start
amount to uncover the line pressure inlet port 60 111g drive through the series arranged torquevcon
122a in cylinder body I22 and admit line pres verter A and forward drive gear train 60, the
sure ?uid from conduit I25 to the chamber I221) .speed vof driven tailshaft IlI is increased and
of the cylinder I22. The line pressure admitted consequently the governor pressure, that is the
to chamber i221) from inlet port vI220; at partial Pressure :of the output shaft speed responsive
depression of the accelerator pedal I I5 is of a ?uid directed from the governor outlet =98 through
lower pressure than the line pressure in conduit conduit L013 :to the chamber I 4-Id of the auto
I25 due to the reducing valve action of the throttle ;matic control valve unit Mil, is gradually in
valve I23. The pressure of the ?uid admitted to creased. The governor pressure directed into '
the chamber I221) by the reducing valve action of chamber I4Id of valve unit I 40 {see Fig. 4) is
throttle valve I23 is hereafter referred to as 70 applied to the right end or head use of the pilot
throttle controlled pressure and the pressure of valve I45 which valve :is reciprocably mounted in
this pressure fluid varies with degree of throttle the valve cylinder vIIII. This variable governor
opening. At wide open throttle with pedal I115 pressure applied to the pilot valve I45 tends'to
substantially depressed there is substantially a shift-the pilot valve towards the left. Movement of
direct connection between conduit I 25 and cham- .75 pilot valve I45 to the left is opposed by the vari
 1I
able throttle controlled pressure ?uid in chamber
I4I b at the opposite end of valve cylinder I4I
which latter pressure is urging the shift valve I50
towards the right. The shift valve I50 is directly
engaged to the pilot valve I45 through the stem
portion I501).
As the speed of output shaft 8i increases the
governor pressure applied to the chamber I4Icl
and to the right end or head I45d of pilot valve
I45 increases in intensity and creates a force that 10 valve I29 reduces the pressure in the lag pres
gradually overcomes the force of the throttle
controlled pressure in valve chamber (4i?) at the
left end of cylinder I4I. When the force result
ing from the governor pressure in chamber I4Id
exceeds the force exerted by the throttle con
trolled pressure in chamber hill) and that of the
spring I5i then the pilot valve I45 shifts towards
the left and moves the shift valve I50 to the left
at the same time. As soon as the land I45a of
pilot valve I45 has been moved sufficiently to the .120 ernor pressure in chamber I4 Id. When the kick
left to uncover the throttle controlled pressure
inlet port Illie in cylinder I41 then throttle con
trolled pressure from conduit I5! is admitted to
the bore portion I4Ig of the cylinder I4I. Ad
mission of throttle controlled pressure ?uid to
the bore portion I4Ig of valve cylinder I4I ?lls
connected conduits i58 and I59 and lag pressure
chamber I4Ij of cylinder I4I with throttle con
trolled pressure ?uid. Admission of throttle con
trolled pressure ?uid to the lag pressure cham .30 passageway in the valve cylinder I22. To insure
ber I4If of valve body I4I applies a leftwardly
directed force to the lag area I501) at the right
end of the shift valve I50. This leftwardly di
rected, throttle controlled pressure generated
force applied to the shift valve I50 combines with
the governor pressure force applied to the head
I45d of pilot valve I45 to overcome the right
wardly directed throttle controlled pressure gen
erated force that is being applied to the left end
of land [50a of the shift valve I50. As a result
of the sudden rearrangement of the several forces
applied to the shift valve I50, due to the admis
sion of throttle controlled pressure to the lag
pressure chamber I4If, the shift Valve I50 is sud
denly shifted or snapped towards the left and the
line pressure inlet port I4Ia is connected to the - unit I40 due to a venting of conduit I58 through
chamber I4 Ic of valve body I4I so that line pres
sure from conduit I26 is now admitted to the
conduit I55 and directed by branch conduit {55a
(see Figs. 4 and 5) into the cylinder 30 of lock
up clutch C to cause engagement of the clutch C. '
At the same time line pressure from conduit E55
will be directed by branch conduit I551) into
chamber 69a on the release side of servo 69 to
effect disengagement of the brake band 52. The
transmission unit has thus been automatically
upshifted from the condition whereby it trans
mits the torque multiplying, accelerating under
drive ratio to the condition whereby it transmits
.a direct drive as a result of the coordinated ac
tion of the hydraulic governor 85, the torque
regulating control unit I20, and the automatic
change speed control valve unit I40.
While most upshifts and downshifts of the
,shift valve I50 will occur automatically and be
controlled by the pressure differential relation
.ship between the variable throttle controlled
pressure and the variable governor pressure, still,
there are times when it is advantageous to have
a manually controlled means to overrule the
automatic control valve unit I40 in order toeffect
a kickdown or downshift from direct drive to the
accelerating underdrive ratio when operating at
"a speed above that at which the automatic down
shift would occur. Such a manually controlled
12
kickdown means is included in this control sys
tem. To effect such a kickdown it is merely
necessary to depress the accelerator pedal II5
to its wideopen throttle position and this will
shift the valve land I2I'b (see Fig. 4) of kick
down valve I2I to the left a sui?cient amount
to connect conduit I59 with the chamber I22g of
valve cylinder I2I and with kickdown pressure
relief valve I29. Connection of conduit I59 with
sure chamber I4If of valve cylinder MI to the
pressure setting of relief valve I29 (12 p. s. i.)_.
This venting of the throttle controlled pressure
from the lag pressure chamber 54h through re
lief valve I29 reduces the forces holding the shift
valve I50 in its upshifted position and conditions
the automatic control valve unit I40 for a down
shift provided the throttle controlled pressure in
chamber I4Ib is sufficient to overrule the gov
down valve I2I is depressed to its wide open
throttle position to accomplish a kickdown it will
be noted that the valve land I2Ic of valve I2I
will block off the inlet port I22) from conduit
I58. This closes the passageway connecting con
duit I58 with conduit I59 through the valve
cylinder I22. Valve land I2 Ic thus prevents flow
of throttle controlled pressure ?uid from conduit
I50 to conduit I59 through the aforementioned
a su?icient supply of throttle controlled pressure
fluid to the conduit I59 and lag chamber I4If
during kickdown so as to maintain a reduced
pressure in conduit I59 of approximately the set
ting of kickdown relief valve I29 (12 p. s. i.) the
conduits I50 and I59 are connected by a small
bleed bore I220. Bore I220 permits a small
amount of throttle controlled pressure fluid in
conduit I58 to bleed into the conduit I59 so as
to pressurize conduit I59 and compensate for
leakage and at the same time maintain sufficient
throttle controlled pressure in the conduit I58
and the automatic control valve unit I40 to in
sure proper functioning of the valve unit I20.
Loss of throttle controlled pressure in the valve
relief valve I29 might prevent a downshift of
shift valve I50 due to insufficient throttle con
trolled pressure in chamber Hill) to overrule the
governor pressure in chamber I-IId.
With the throttle controlled pressure in cham
ber I4IJ reduced to 12 p. s. i. due to the kick
down valve I2I venting the lag chamber I4If
through the relief valve I29, conditions are such
that the throttle controlled pressure in chamber
I4Ib may then overcome the force of the gov
ernor pressure in chamber Mid and the shift
valve I50 will shift towards the right to com
plete the kickdown to the condition for trans
mitting the underdrive ratio. It is obvious that
at a very high vehicle speed the governor pres
sure in chamber I4Id may be so great that the
throttle controlled pressure in chamber I4Ib can
not overcome the effect of the governor pressure
in chamber I4Id and then a kickdown is impos
sible. The automatic control valve unit I40 thus
provides an upper limit kickdown level which
prevents kickdown at very high speeds. This
prevents damage to the transmission and insures
smooth transmission performance. It will be
7.0 noted that the diameter of the pilot valve I45
is greater than the diameter of shift valve I50
therefore with substantially equal throttle con
trolled and governor controlled pressures, such
as may exist at high vehiclespeeds, a downshift
15
 2,040,373
113 14
will not ibe accomplished due to the greater force .tional vehicle steering column I ,:I 2. Control lever
e?ect of the governor pressure in chamber Mild I :I I is connected to the manually operated control
holding the shift valve 159 in upshifted position. valve I10 of valve .unit I 65 by-the linkage arrange
For a more detailed explanation of the trans ment I13. Drive selector lever I11 I has four posi
mission control system .see .the aforementioned tions as .clearly shown in Fig. .5. These positions
application of William L. Sheppard, ,Serial ,No. include reverse; neutral, drive .and coast
98,493, ?led June 11, 1949. .or'manually controlled vkickdovvn. The four posi
The control system shown in :Figs. 4 and :5 also tions are-denoted by the letters R, N, D and ;C re
includes the conduits 1-81 and I182 which connect spectively in .the various ?gures .of the drawings.
the pumps 25 and M respectively with a pressure 10
regulator valve unit I85. Spring 1.86 :of pressure Operation
regulator valve I85 determines vthe pressure that When drive selector lever -I II is in the neutral
is to be maintained in the line pressure ?uid posit-ion (-see Fig. .4) then land ,I'Ita of manual
supply conduit 'I9I that connects regulator valve control valve I70 will be positioned across the
I85 to the manual control valve unit 165. A pres 15 inlet port Illa of valve body .III so that supply
sure of approximately .90 p. .s. i. in :conduit I19I conduit I9I can not direct pressure ?uid into con
vhas been found to be satisfactory for operation .duit I25 or any of the control conduits branching
of this transmission control system in the drive out from conduit I25. At the same time valve
and coast ratios whereas a pressure :of approxi land .1192) of control valve I70 will prevent pres
mately 180 p. s. i. is used for reverse. Pressure 20 sure ?uid fromentering the conduit 202 that sup
regulator valve I85 provides each of these pres ' plies pressure :?uid to the reverse drive servo .59.
sures in a manner that is subsequently explained. Accordingly, none of the planetary brake bands
The pump output conduits I91 and IP82 each in >52, :62 nor the direct clutch C will be engaged
clude check valves I93 and. I84 respectively to in and neither a forward nor reverse drive is trans
sure a suitable pressure head in the control sys mittable to the output shaft :BI. The front pump
tem at all times. With the control arrangement :25 .at this time will merely circulate ?uid through
shown the pump 25 supplies the ?uid pressure for the converter A and the lubrication system while
starting drive under ordinary conditions and as the rear pump '84 is inactive.
the speed of output shaft "BI increases the pump if the drive selector .lever H1 is moved to the
8'4 automatically takes over and feeds the manual - forward drive position (as shown in Fig. 15)
"control valve supply conduit I9I. As pump 84 valve land I'IIia of manual control valve I 1.9 will
comes into operation the pressure ?uid supplied be positioned to the right of outlet .port Illa so
therefrom is transmitted by conduit -'I82a to that pressure ?uidfromsupply conduit I'9I passes
chamber IBIa of pressure regulator valve body through the manually operated control valveas
-I-8-I and this pump pressure acts on piston valve sembly I-"Hl .and into the control conduits 125,
I88 and moves valve I88 towards the left com I.2:6,,and I28. It will be noted that the line pres
pressing spring I86. Movement of valve I88 to .sure ?uid .in conduit I251~is conducted by branch
the left displaces this valve sufficiently so as to conduit I28 to the apply or on side 16% of servo
connect conduit I8I through branch conduit IBM (59 :so as to activate the planetary gearing '69 for
to vby-pass conduit I99 thereby providing a by transmission [of the starting forward underdrive.
pass "for the output of the front pump 25. Upon As reverse drive supply conduit 202 and coast
the operation of either pump 25 vor '84 the ?uid drive supply conduit 293 are both blockedioif from
pressure in conduit ISZa is transmitted to the the line pressure supply conduit I9: by the lands
chamber IB-Ib of valve body "I81 through bore use and HM respectively of control valve I10,
I'188a in valve I88. The pressure in chamber when control valve I it is positioned for drive,
I8-I'a is always su?icient 'to'move valve I88 slightly obviously reverse planetary 50 will not beactivated
to the left so as to connect conduit 182a with con and {the shift valve I50 will not be locked in its
duit I92 which supplies pressure ?uid to the downshifted coast position so as to prevent the
torque converter unit A. This arrangement automatic upshift to direct drive when the speed
maintains the converter unit A full of ?uid 50 and torque conditions for accomplishing such an
during all operations thereof. Restriction I93 upshift are attained.
in conduit I92 controls the volume of the fluid Prior to depression of the accelerator pedal I I5
supplied to the converter .A. The ?uid directed from its closed throttle position, when drive selec
through the converter A is returned to the supply tor lever I I I is positioned in drive, the throttle
sump 26 through the conduit I94 that is connected valve I23 and the shift valve IIEIl will be so posi
'to suitable pressure ?uid cooling means I95. 'Con tioned in their respective valve cylinders that
du'it I96 leading from the cooling means I95 is su?icient pressure fluid from conduits I 25 and
connected to a valve unit I9! that includes the 128, will not be introduced into either of these
pressure relief valve I98 for controlling the pres control valve mechanisms nor into the conduit
sure of the ?uid supplied to the converter unit A. 55, I551]. to cause engagement of direct drive or
This converter pressure control valve I98 main torque converter lock-up clutch C. Furthermore,
tains a pressure of about 40 pounds per square the engine speed at closed throttle with the trans
inch in the converter unit A. Valve 'unit I91 mission set in the forward drive position will
(see Fig. 4) "also includes a by-jpass conduit I910 be such that slip in the torque converter unit A
that connects the pressure ?uid passed vthrough and drag of the associated drive train elements
valve I98 to a pressurized lubrication system will prevent a forward drive being transmitted .to
that is controlled .by the pressure control valve the driven shaft :81 even though the planetary
I99. Valve I99 maintains apressure .head inthe brake band 62 is applied to activate the forward
lubrication system and dumps the excess pres drive planetary gear train 60. _
sure ?uid supplied thereto into the supply sump 70 Subsequently, as the accelerator pedal H5 ,is
"2B. Conduit 290 connects the valve 99 of valve depressed to increase the speed of the driving en
unit I97 to the supply sump 26. gine unit (not shown) and to initiate forward
The manual controls for this transmission movement of the vehicle, the throttle valve I23
Iunit -.(see Fig. 5) includes the :drive selector lever will be moved towards the left in the manner
;I:IsI which is rotatably mounted pn the conven is previously described and :su?icient \thI'OttlG con
 2,640,373
15 '16
trolled pressure ?uid from valve chamber I22b of will be at a lower vehicle speed than the corre
the accelerator responsive valve unit I20 will be sponding upshift due to the effect of the lag pres
admitted to the control conduit I21, and to the sure in valve chamber I4If of the control valve
chamber I4 I b of the automatic control valve unit I40. The automatic downshifts will preferably
I40 so as to condition the control system for the occur between 10 and 15 miles per hour vehicle
automatic upshift to direct drive. During initial speed and must be at a speed less than the closed
depression of the accelerator pedal [IS the force throttle automatic upshift so as to prevent hunt
'of the throttle controlled pressure on the left end ing of the shift valve.
.of land I50a of shift valve I50 is greater than the If, While traveling in the cruising direct drive
force of the governorpressure in chamber I4ld 10 ratio, a high speed accelerating underdrive is de
that is transmitted to the right end of shift valve sired, then a kickdown to a more favorable accel
I50 by the pilot valve assembly. Accordingly, the erating ratio may be manually effected by merely
shift valve I50 will be urged towards the right and depressing the accelerator pedal II5 to its wide
positioned so that land [50a blocks off the line open throttle position and thereafter kickdown
pressure inlet port I0 Ia from the conduit I26 and valve I2I will effect the kickdown or downshift in
consequently line pressure fluid cannot be intro the manner previously described.
duced into conduits I55, I55a and I55b to eifect It will be noted that whenever the transmission
engagement of the direct drive clutch C and dis is set for drive that the throttle controlled pres
engagement of brake band 62 of the planetary sure in branch conduit I2'Ia is conducted to the
gearing 60 which gearing is arranged for the apply or on side of servo 69. Thus the force ap
transmission of the starting forward drive. Ac plying the band 62 is always directly proportional
cordingly, during initial forward acceleration in to the throttle controlled pressure. This is quite
the drive ratio the relatively high torque mul advantageous as it tends to smooth out the appli
tiplication of the converter unit A is combined cation of the band 62 and to also reduce slip of
with the torque multiplication effect of the plan the band during the upshifts and downshifts.
etary gearing 60 to provide an e?icient, highly In addition to the automatic downshift from
effective torque multiplying underdrive. This direct drive to the accelerating underdrive, which
drive is from drive shaft 6 through converter A to downshift is primarily controlled by the speed
turbine driven intermediate driven shaft I6 and responsive governor 85, and the manually effected
then through planetary gearing 60 to the output 30 kickdown from direct drive, which is accom
shaft 8|. plished by maximum depression of the foot accel
On continued depression of the accelerator I I5 erator II5, there is still a third way in which to
and increase in the output shaft speed there oc effect a downshift from direct drive to the accel
curs the previously described automatic upshift to crating underdrive ratio with this transmission
direct drive. As the speed of output shaft 8| control system. This transmission control system
increases, and the torque load decreases, the includes a shift lever setting for obtaining a
speed responsive governor pressure in chamber coast drive ratio wherein the accelerating un
llld of the automatic control valve I40 will in derdrive ratio used for starting forward drive is
' crease and overrule the throttle controlled pres used for coast braking. The coast drive setting
sure in chamber I4Ib of the control valve unit ' provides a means for downshifting valve I50 and
whereupon shift valve I50 will be shifted towards locking the valve I50 in its downshifted position
the left to connect conduits I26, I55, I55a and so as to prevent an automatic upshift to direct
I551) to effect engagement of the direct clutch C drive even though the speed and torque conditions
and disengagement of brake band 62. This shift are proper for such an upshift. Coast drive is
of valve I50 to the left converts the accelerating obtained by shifting the drive selector lever III
relatively high torque multiplying underdrive into into the position indicated for coast. Such a
a positively connected, e?icient direct drive for shift positions valve land II0a adjacent the right
cruising purposes. ' edge of outlet port I1 I c and permits line pressure
On upshift of valve I50 line pressure ?uid is from conduit I9I to pass into conduit 203 which
admitted to the conduit I55 from conduit I26 . directs the line pressure fluid into chamber I4Ik
through valve unit I40. This line pressure ?uid of the automatic control valve cylinder I4 I. Line
is conducted to the direct drive or lock-up clutch pressure in chamber Mlle will prevent the gov
C and to the release side of servo 69. Admission ernor pressure in chamber I4 I d from shifting the
of pressure fluid to clutch C locks up the torque pilot valve assembly I45 to the left so as to up
converter and conditions the transmission for the shift the shift valve I50 and convert the under
transmission of the cruising direct drive. Pres drive into a direct drive. It will be noted that
sure ?uid admitted to conduit I55 is also trans when the manual control valve I10 has been
mitted by conduit I 55b to the release or off side of shifted to the coast drive position so as to locate
servo 69 to effect disengagement of the planetary land I 10a on valve I'I0 adjacent the right edge of
brake band 62 and thereby terminate the acceler ISO the outlet I IIc to conduit 203 that then line pres
ating torque multiplying underdrive. sure ?uid is also being admitted to the drive
It is thought to be obvious that the automatic control conduit I25. As previously pointed out
upshifts and downshifts will occur at varying the admission of pressure fluid to conduit I25 will
speeds depending on the relationship existing apply the forward drive brake band 62 and condi
between the governor controlled pressure and the (35 tion the transmission for the torque multiplying
throttle controlled pressure under varying condi underdrive. .

tions. At light or closed throttle when the torque Reverse drive may be obtained by moving the
requirement is relatively low the upshift will oc drive selector lever I I I to the reverse control po
cur at about 18 miles per hour whereas at wide sition. This positions the manually operated con
open throttle with a relatively high torque load 70 trol valve I10 in such a position that the valve land
the upshift may not occur until at about 60 miles I100: of valve I10 is adjacent the right edge of the
per hour vehicle speed. The automatic down line pressure inlet port I'IIb and the land I'I0b
shifts will vary with the speed and torque rela adjacent the left edge of the outlet port I'IIe so
tionships but, as previously pointed out, the that pressure ?uid from supply conduit I9I is
. downshift for a given speed and torque condition vdirected into the outlet port I'IIe at the left end
 2,640,373
17 18
of valve body Ill and into the reverse servo con as effective as that provided by the application
trol conduit 202. At this time all forward drive of the reverse drive brake band 52 for the relative
control conduits are blocked off from line pres directions of rotation of the impeller I4, and the
sure supply conduit I9I by valve land Illla. The turbine I5 are not opposed to one another when
forward drive control conduits I25 and 203 at 5 band 62 is applied whereas application of band
this time are opened to the sump 26 through the 52 during forward direct drive produces opposed
drain I'II g at the right end of valve body "I so rotation of members I4 and I5. While manually
as to drain the pressure fluid from both the direct operated mechanical means 22I226 are shown
drive clutch D and the forward drive servo con in Fig. 6 for operation of the servos 59 and 69 to
trol unit 69. Admission of pressure ?uid to the accomplish the turbo braking, it is considered
reverse control conduit 2B2 actuates the re within the scope of this invention to substitute
verse band servo 59 and applies reverse braking pneumatic, hydraulic or similarly operated mech
band 52 so that the planetary gearing 50 will anisms for the linkage means 22 I-226.
transmit a reverse drive from input shaft 8 and It is thought to be obvious from the foregoing
turbine driven shaft I5 through planetary gearing 15 description that there is provided an improved,
50 to output shaft 8|. It will be noted that with highly ?exible, simpli?ed type of motor vehicle
the manual control valve I10 positioned for re power transmission unit that provides all the
verse drive that line pressure ?uid from supply necessary gear ratios and control features for
conduit I9I will not be directed through conduit . maximum performance and driving comfort and
205 into the chamber I8lc of the pressure regu 20 yet permits manufacture and assembly at an
lator valve body I87 therefore the pressure regu economical ?gure.
lator valve I85 will function in such a manner Iclaim: - >

as to cause an increased pressure (180 p. s. i.) to 1. In a drive train including an engine driven
be applied to the reverse band servo 59 instead power transmission unit and an engine throttle
of the 90 p. s. i. used for application of forward 25 control, an engine driven input shaft, an output
servo 69. The increased pressure in servo 59 is shaft, a hydraulic torque converter unit mounted
necessary to take the higher torque reaction ap therebetween comprising operatively associated
plied to the band 52 as a result of the gear ratio impeller, turbine and reaction wheels, means
of the reverse planetary 50. The operation of the drivingly connecting said input shaft and said im
pressure regulator valve I85 is fully explained 30 peller wheel, a planetary gear train, comprising
in the aforementioned William L. Sheppard ap an annulus gear, a sun gear and a planet pinion
plication, Serial No. 98,493. carrier mounting planet pinion gears, interposed
In addition to providing a gear ratio for coast between said converter unit and said output shaft,
braking this transmission unit includes mecha means drivingly connecting said turbine wheel to
nism such that either of two forms of turbo 35 said annulus gear, drive transmitting means con-
braking may be brought into operation to assist necting said planet pinion carrier to said output -
the engine braking that may be obtained when shaft, brake means adapted to anchor said sun
the transmission unit is conditioned for the trans gear against rotation so as to activate said gear
mission of direct drive. From Fig, 6 it will be train and provide means for the transmission of
noted that a manually operable control lever 22I 40 a combination hydraulically and mechanically,
may be operated by suitable control linkage 222 transmitted, torque multiplying, underdrive to
in such a manner that the beam lever 223 may be said output shaft, a clutch means adapted to be
rocked about its fulcrum point 224. Movement of connected between said input and output shafts
lever 22I towards the left'will rock beam 223 into to provide means for the transmission of a posi
engagement with and cause actuation of the 45 tive, direct drive therebetween, and differential
brake band applying mechanism 225 of reverse pressure ?uid operated control means operative
drive servo 59. Actuation of mechanism 225 will ly associated with said brake means vand said
apply the brake band 52 to reverse drive plane clutch means to automatically and alternately
tary gearing 56 at a time when the transmission apply and release the said brake and clutch means
unit is transmitting a forward direct drive to thereby automatically effect the transitions
through the engaged clutch C and intermediate between underdrive and direct drive, said'control
solid shaft 30. Application of brake band 52 at means including a source of pressure ?uid re
a time when the clutch C is engaged for the trans sponsive to the speed of the output shaft, a source 3
mission of a forward direct drive causes the con of pressure ?uid responsive to the opening of the
verter turbine member I5 to be driven in a re .engine throttle and a differential pressure oper
verse direction from the direction of rotation of ated valve connected to said sources of variable
the converter impeller member I4 and energy is pressure and actuable by the pressure differential
accordingly dissipated in the converter unit A in therebetween to automatically operate said clutch
a manner that effectively brakes the speed of the and brake means.
impeller I3 and the output shaft SI. If a less 2. In an engine driven motor vehicle drive
effective turbo-brake is required then lever 22I train including an engine throttle control and a
may be rocked to the right to cause beam lever power transmission unit drivingly, connected to
223 to engage and actuate the brake band'apply the engine comprising, an input'shaft, an output
ing mechanism 225 of the forward drive servo 69 shaft, a hydraulic torque converter unit mounted
so as to apply the brake band 62 to the forward 65 therebetween comprising operatively associated
drive planetary gearing 60. Application of band impeller, turbine and reaction wheels, means
62 at a time when the transmission unit is trans drivingly connecting said input shaft and said
mitting direct drive through the engaged clutch impeller wheel, a planetary gear train, compris
C will drive the converter turbine member I5 ing an annulus gear, a sun gear and a planet
forwardly at a different rate of speed than the pinion carrier mounting planet pinion gears, in
speed of the converter impeller member I4 and terposed between said converter unit and said
therefore energy will be dissipated in the con output shaft, means drivingly connecting said
verter unit A and the output shaft 8| will be turbine wheel to said annulus gear, drive trans
braked. Obviously the brake provided by appli mitting means'connecting said planet pinion car- '
cation of the forward drive brake band 62 is not 75 5 rier to saidoutput shaft, brake means adapted to
 2,640,373
19 20
anchor said sun gear against rotation so as to input shaft and said impeller wheel, a planetary
activate said gear train and provide means for gear train, comprising an annulus gear, a sun
the transmission of a combination hydraulically gear and a planet pinion carrier mounting planet
and mechanically transmitted, torque multiply pinion gears, interposed between said converter
ing, underdrive from said input to said output unit and said out-put shaft, means drivingly con
shaft, a clutch means adapted to be connected necting said turbine wheel to said annulus gear,
between said input and output shafts to provide drive transmitting means connecting said planet
means for the transmission of a positive, direct pinion carrier to said output shaft, brake means
drive therebetween, control means operatively adapted to anchor said sun gear against rota
associated with said brake means and said clutch 10 tion so as to activate said gear train and pro
means to automatically andalternately apply and vide means for the transmission of a combina
release the said brake and clutchv means to there tion hydraulically and mechanically transmitted,
by effect the automatic transitions between un torque multiplying, underdrive to said output
derdrive and direct drive, said automatically op shaft, a clutch means adapted to be connected
erable control. means including a source of pres 15 between said input and output shafts to provide
sure ?uid responsive to the speed of the vehicle, means for the transmission of a positive, direct
pressure ?uid operated means responsive to the drive therebetween, pressure fluid operated con
movement of the engine throttle, and a differen trol means operatively associated with said brake
tial pressure operated valve connected to said means and said clutch means to automatically
brake and clutch means and to said sources of 20 and alternately apply and release the said brake
pressure ?uid and adapted to be operated by the and clutch means to thereby automatically effect
pressure differential therebetween to accomplish the transitions between underdrive and direct
the automatic transitions between underdrive drive, said control means including a source of
and direct drive. pressure ?uid responsive to the speed of the out
3. In a drive train including an engine driven 25 put shaft, a source of pressure ?uid responsive
power transmission unit and an enginethrottle to the opening of the engine throttle and a dif
control, an engine driven. input shaft, an output ferential pressure operated valve connected to
shaft, a hydraulic torque (converter unit mounted said sources of variable pressure and actuable
therebetween comprising operatively associated by the pressure differential therebetween to auto
impeller, turbine and reaction Wheels, means 30 matically operate said clutch and brake means,
drivingly connecting said input shaft-and said a ?rst manually'operable pressure fluid control
impeller wheel, a'planetary gear train, compris means connectible with said vdifferential pressure
ing an annulus gear, a sun gear and a planet operated valve adapted to overrule the automat
pinion carrier mounting planet pinion gears, in ically operable control means-to provide for con
terposed betweensaid converter unit and said 35 tinuous operation of the transmission unit in the
output shaft, means drivingly-connecting said underdrive ratio regardless of the speed of the
turbine wheel to saidramiulusgear, drive trans output shaft and the throttle opening, and a'sec
mitting means connecting said planet pinion car 0nd manually operable control means associated
rier vto said output shaft, brake means adapted with'the said brake means adapted to engage
to anchor said vsun gear against rotation so as said brake means when said transmission unit
to activate said gear train and provide means is transmitting direct drive to thereby provide
for the transmission of a combination hydrau a turbo-brake e?ect in said converter for the out
lically and mechanically transmitted, torque put shaft.
multiplying, underdrive to said output shaft, a 5.4In a drive train for a motor vehicle having
clutch means adapted to be connected between an engine, an engine throttle control and a drive
said input and output shafts to provide means selector lever,'a power transmission unit includ
for the transmission of a positive, direct drive ing an engine driven input shaft, an output shaft,
therebetween, pressure ?uid operated control a hydraulic torque converter unit comprising op
means operatively connected with said brake eratively associated impeller, turbine and reac
means and said clutch means to automatically 50 tion wheels,'means drivingly connecting said in
and alternately apply and release, thesaid brake put shaft'and said impeller wheel, a planetary
and clutch means to thereby automatically ef gear train, comprising an annulus gear, a sun
feet the transitions between underdrive and di gear and a planet pinion carrier mounting planet
rect drive, said control means including a source pinion gears, interposed between said converter
of pressure ?uid responsive to the speed of the unit andsaid output'shaft, means drivingly con
output shaft, 9. source of pressure ?uid respon meeting said turbine Wheel to said annulus gear,
sive to the opening of the engine throttle and a drive transmitting means connecting said planet
differential pressure operated'valve connected to pinion carrier to said output shaft, brake means
said sources of variable pressure and actuable by adapted to anchor said sun gear against rotation
the pressure differential therebetween to auto 60 so as-to activate said gear train and provide
matically operate said clutch and brake means, means for the transmission of a combination
and manually operable pressure fluid control hydraulically and mechanically transmitted,
means connectible with said differential pressure torque multiplying, forward, underdrive from
operated valve adapted to overrule the automat said inputshaft to-said output shaft, a clutch
ically- operable control means and actuate said 65 means within said converter unit adapted to con
brake and clutch means to effect "a downshift nect- said input and output shafts for the trans
from direct drive to the torque multiplying un mission of a positive, forward, direct drive, auto
derdrive at thewill of the operator. matically operable pressure ?uid operated control
'4. In a drive train including an engine driven meansadapted to operate said brake and clutch
power transmission unit and an engine throttle means to effect automatic upshifting from said
control, an input shaft drivingly connected to underdrive to said direct drive, and to automati
said engine, an output shaft, a hydraulic torque cally downshift said direct drive to said under
converter unitmounted therebetween compris drive, said automatically operable control means
ing operatively associatedv impeller, turbine and including a source of pressure ?uid responsive
reaction wheels, means drivingly connecting said 75 to the speed of the vehicle, pressure fluid oper
 2,640,878".
21 22
ated means responsive to the movement of the means drivingly connecting said input shaft and7
engine throttle, and a differential pressure oper said impeller wheel, ?rst and second planetary
ated valve connected to said brake and clutch gear trains, each'comprising operatively asso-'
means and to said sources of pressure ?uid and ciated annulus, sun and planet pinion gears and
adapted to be operated by the pressure differen a planet pinion gear carrier, interposed between
tial therebetween to accomplish the automatic said converter unit and said output shaft, drive
transitions between underdrive and direct drive, transmitting means connecting said turbine
engine throttle actuated pressure ?uid operated wheel to the annulus gear of said ?rst planetary
control means to manually overrule said auto gear train and to the sun gear of said second
matically operable control means and eifect a 10, planetary gear train, drive transmitting means
downshift from the direct drive ratio to the un connecting the planet pinion carrier of said ?rst
derdrive ratio at the will of the operator, and planetary gear train and the annulus gear of said
drive selector lever actuated pressure ?uid oper second planetary gear train to said output shaft, '
ated control means to manually effect a down brake means adapted to anchor the sun gear of
shift from the direct drive ratio to the under 15 said ?rst planetary gear train against rotation so
drive ratio. as to provide means for transmitting a combina
6. In a drive train for a motor vehicle having tion hydraulically and mechanically transmitted,
an engine, an engine throttle control and a drive forward, underdrive from said input shaft to said
selector lever, a power transmission unit includ output shaft, brake means adapted to anchor the
ing an engine driven input shaft, an output shaft, 20 planet pinion carrier of said second planetary
a hydraulic torque converter unit comprising op gear train against rotation so as to provide means
eratively associated impeller, turbine and reac for the transmission of a combination hydrau
tion wheels, means drivingly connecting said lically and mechanically transmitted reverse
input shaft and said impeller wheel, a planetary drive from said input shaft to said output shaft,
gear train, comprising an annulus gear, a sun a clutch means adapted to connect said input
gear and a planet pinion carrier mounting planet and output shafts for the transmission of a posi
pinion gears, interposed between said converter tive, forward, direct drive, and pressure ?uid op
unit and said output shaft, means drivingly con erated automatically operable control means
necting said turbine wheel to said annulus gear, associated with the brake means of said ?rst
drive transmitting means connecting said planet 30 planetary gear train and said clutch means
pinion carrier to said output shaft, brake means to provide means for the initiation of all forward
adapted to anchor said sun gear against rotation drive through said underdrive after which auto
so as to activate said gear train and provide matic upshifts to direct drive and automatic
means for the transmission of a combination hy downshifts from direct drive will be automatical
draulically and mechanically transmitted, torque 35 ly accomplished in accordance with the varia
multiplying, forward, underdrive from said input tions in speed of said output shaft and the
shaft to said output shaft, a clutch means within movement of the engine throttle control, said
said converter unit adapted to connect said input automatically operable pressure ?uid operated
and output shafts for the transmission of a posi control means comprising a ?rst variable pres
tive, forward, direct drive, automatically operable 40 sure ?uid wherein the pressure is responsive to
pressure ?uid operated control means adapted to the speed of the output shaft, a second variable
operate said brake and clutch means to effect pressure ?uid wherein the pressure is respon
automatic upshifting from said underdrive to sive to the degree of engine throttle opening, a
said direct drive, and to automatically downshift third pressure ?uid of substantially constant
said direct drive to said underdrive, said auto 45 pressure, and a differential pressure operated
matically operable control means including a control valve connected to said three pressure
source of pressure ?uid responsive to the speed ?uids and arranged to be operated by the pres
of the vehicle, pressure ?uid operated means re sure diiferential between said ?rst and second
sponsive to the movement of the engine throttle, pressure ?uids whereby the third pressure ?uid
and a di?erential pressure operated valve con 50., is applied to the controls for said clutch and
nected to said brake and clutch means and to the brake means for said ?rst planetary gear
said sources of pressure ?uid and adapted to be train to accomplish automatic changes in speed
operated by the pressure differential therebe ratio drive.
tween to accomplish the automatic transitions 8. In a drive train, an engine, an engine throttle
between underdrive and direct drive, engine 55 control and an engine driven power transmis
throttle movement actuated, pressure ?uid oper sion unit comprising, an input shaft, an output
ated control means to manually overrule said shaft, a hydraulic torque converter unit com
automatically operable control means and effect prising operatively associated impeller, turbine
a downshift from the direct drive ratio to the and reaction wheels, means drivingly connecting
underdrive ratio at the will of the operator, drive 60 said input shaft and said impeller wheel, ?rst
selector lever actuated, pressure ?uid operated and second planetary gear trains, each compris
control means to manually effect a downshift ing operatively associated annulus, sun and
from the direct drive ratio to the underdrive planet pinion gears and a planet pinion gear
ratio. and additional manually operable control carrier, interposed between said converter unit'
means to apply the brake means while the clutch 65 and said output shaft, drive transmitting means
means is transmitting a direct drive between said connecting said turbine wheel to the annulus
input and output shafts to thereby provide for gear of said ?rst planetary gear train and to the
converter turbo-braking of the output shaft. sun gear of said second planetary gear train,
7. In a motor vehicle drive train including an drive transmitting means connecting the planet
"pinion carrier of said ?rst planetary gear train
engine, an engine throttle control and a power
and the annulus gear of said second planetary
transmission unit driven by the engine compris gear train to said output shaft, brake means
ing, an input shaft, an output shaft, a hydraulic adapted to anchor thesun gear of said ?rst
torque converter unit comprising operatively as planetary gear train against rotation so as to
sociated impeller, turbine and reaction wheels, I 75, Q-provide means, for transmitting a combination _
 2,640,373;
24
hydraulically and mechanically transmitted, for engine throttle opening, a third pressure fluid
ward, .underdrive from said input shaft to'said of substantially constant pressure, and a differ
output shaft, brake means adaptedcto anchor ential pressure operated control valve connected
the planet pinion carrier of said second plane to said three pressure fluids and arranged to be
tary'gear train against rotation so as to provide operated by the pressure differential between said
means for the transmission of a combination ?rst and second pressure ?uids whereby the third
hydraulically and mechanically transmitted re pressure ?uid is applied to the controls for said
verse drive from said input shaft to said output clutch and the brake means for said ?rst plane
shaft, a clutchmeans adapted to connect, said tary gear train to accomplish automatic changes
input and output shafts for the transmission of 10 in speed ratio drive.
a positive, forward, direct drive, and pressure 10. In a drive train, an engine, an engine throt
actuated automatically operable control tle control and an engine driven power trans
means associated with the brake means of said mission unit comprising, an input shaft, an out
?rst'planetary gear train and said clutchv means put shaft, a hydrodynamic coupling including
liQplICWidG' means for the initiation of all forward 15 impel-ler, turbine and reaction elements inter
drive through said underdrive after which auto posed between said input and output shafts, said
matic upshifts to direct drive and automatic impeller element being drivingly connected to
downshifts from direct drive will be accomplished said input shaft, a first intermediate hollow
in accordance with variations in the speed of shaft drivingly connected to said turbine ele
said output shaft and the movement of the 20 ment, a second intermediate shaft arranged con
engine throttle control, said automatically oper centrically within and rotatable relative to said
able pressure fiuid operated control means com ?rst intermediate shaft, a clutch means having
prising a ?rst variable pressure fluid wherein the engageable driving and driven elements carried
pressure is responsive to'the speed of the output by said input shaft and said second intermediate
shaft, a second variable pressure ?uid wherein 25 shaft respectively, a forward drive planetary gear
the pressure is'responsive to the degree of en train comprising a sun gear, brake means there
gine throttle opening, 'athird pressure fluid of fore, an annulus gear, planet pinion gearing, and
substantially constantxpressure, and a diiferen a carrier for the planet pinion gearing, means
tial pressure operated control valve connected drivingly connecting the ?rst intermediate shaft.
to, said threepressure fluids and arranged to be to the annulus gear of the forward drive gear
operated by the pressure differential between train, ~means drivingly connecting the planet
said ?rst and second pressure fluids whereby the pinion carrier of the forward drive gear train
thirdpressure hold is applied to the controls to the second intermediate shaft, means driving
for said clutch and the brake means for said ly connecting the second intermediate shaft to
?rst planetary gear train to accomplish auto 35 the output shaft and pressure fluid operated
matic changes in speed ratio drive and manu automatically operable control means to alter
ally operablecontrol means to effect applica nately apply the brake meansfor the forward
tion ofv said brake means for said ?rst or second drive planetary sun gear, said automatically op
planetary gear trains while direct drive is being erable pressure fluid operated control means com
transmitted such that a turbo-brake for said prising a first variable pressure ?uid wherein the
output shaft is obtainable. pressure is responsive to the speed of the output
9. in a drive train, an engine, an engine throt shaft, a second variable pressure ?uid wherein
tle control and an engine driven powertrans the pressure is responsive to the degree of engine
mission unit comprising, an input shaft, an out throttle opening, a third pressure fluid of sub
put shaft, a hydrodynamic coupling including im stantially constant pressure, and a differential
peller, turbine and reaction elements interposed pressure operated control valve connected to
between said input and output shafts, said im said three pressure fluids and arranged to be
peller element being drivingly connected to said operated by the pressure differential between
input shaft, a ?rst intermediate hollow shaft said ?rst and second pressure ?uids whereby the
drivingly connected to said turbine element, a 50 third pressure fluid is applied to the controls
second intermediate shaft arrangedconcentri for said clutch and the brake means for said
oally within and rotatable relative to said ?rst ?rst planetary gear train to accomplish auto
intermediate shaft, a clutch means having en matic changes in speed ratio, drive and to effect
gageable driving and driven elements carried by engagement of the clutch means, and manually
saidinput shaft and said second intermediate 55 operable control means to overrule said auto-v
shaft respectively, a forward drive planetary gear matically operable control means to simultane
train comprising a sun gear, brake means there ously effect-disengagement of the clutch means
fore, an annulus gear, planet pinion gearing, and and engagement of the brake means for the for
a carrier for the planet'pinion gearing, means ward drive gear train to establish drive through
drivingly connecting the ?rst intermediate shaft an underdrive ratio at times when the auto
tozthe annulus gear of the'forward drive gear matically operable control means would normally
train, means drivingly connecting the planet establish direct drive.
pinion carrier of the forward drive gear train to 11. In a drive train, an engine, an engine
the second intermediate shaft, means drivingly throttle control, and an engine driven power
connecting the second intermediate shaft to 65 transmission unit comprising, an input shaft,
the output shaft and pressure fluid operated an output shaft, a hydrodynamic coupling includ
automatically operable controlmeans to alter ing impeller, turbine and reaction elements inter
nately'apply the brake means for the forward posed between said input and output shafts, said
drive planetary sun gear and toe?ect engage impeller element being drivingly connected to
mentof the clutch 'means, said automatically 70 said input shaft, a ?rst intermediate hollow shaft
operable pressure fluid operated control means drivingly connected to said turbine element, a
comprising a ?rst variable pressure ?uid wherein second intermediate shaft arranged concentri
the pressure is responsive to the speed of the out cally within and rotatable relative to said ?rst
put shaft, a second variable pressure fluid where intermediate shaft, a clutch means having en
in~the pressure is responsive to the degree of 75 gageable driving and driven elements carried
 2,640,373
25 26
by said input shaft and said second intermediate for the forward drive planetary sun gear and
shaft respectively, a forward drive planetary gear to effect engagement of the clutch means, said
train comprising a sun gear, brake means there automatically operable pressure ?uid operated
fore, an annulus gear, planet pinion gearing, and control means comprising a ?rst variable pres
a carrier for the planet pinion gearing, means sure fluid wherein the pressure is responsive to
drivingly connecting the ?rst intermediate shaft the speed of the output shaft, a second variable
to the annulus gear of the forward drive gear pressure ?uid wherein the pressure is responsive
train, means drivingly connecting the planet to the degree of engine throttle opening, a third
pinion carrier of the forward drive gear train pressure ?uid of substantially constant pres
to the second intermediate shaft, means driv 10 sure, and a differential pressure operated control
ingly connecting the second intermediate shaft valve connected to said three pressure ?uids and
to the output shaft and pressure ?uid operated arranged to be operated by the pressure differ
automatically operable control means to alter ential between said ?rst and second pressure
nately apply the brake means for the forward ?uid whereby the third pressure ?uid is applied
drive planetary sun gear and to effect engage 15 to the controls for said clutch and the brake
ment of the clutch means, said automatically means for said ?rst planetary gear train to
operable pressure ?uid operated control means accomplish automatic changes in speed ratio
comprising a ?rst variable pressure ?uid wherein drive.
the pressure is responsive to thespeed of the 13. In a drive train, an engine, an engine
output shaft, a second variable pressure ?uid 20 throttle control, and an engine driven power
wherein the pressure is responsive to the degree transmission unit comprising, an input shaft,
of engine throttle opening, a third pressure ?uid an output shaft, a hydrodynamic coupling includ
of substantially constant pressure, and a differ ing impeller, turbine and reaction elements in
ential pressure operated control valve connected terposed between said input and output shafts,
to said three pressure ?uids and arranged to said impeller element being drivingly connected
be operated by the pressure differential between to said input shaft, a ?rst intermediateshaft
said ?rst and second pressure ?uids whereby the drivingly connected to said turbine element, a
third pressure fluid is applied to the controls for second intermediate shaft arranged concentri
said clutch and the brake means for said ?rst cally around and rotatable relative to said ?rst
planetary gear train to accomplish automatic intermediate shaft, a clutch means having en
changes in speed ratio drive, and manually op gageable driving and driven elements carried by
erable control means to apply the brake band for said input shaft and said second intermediate
the sun gear of the forward drive planetary gear shaft respectively, a ?rst planetary gear
train while the clutch means is engaged to pro train comprising a sun gear, an annulus gear,
vide a converter generated turbo brake for direct 35 planet pinion gearing, and a carrier for the planet
drive. pinion gearing, means drivingly connecting the
12. In a drive train, an engine, an engine throt ?rst intermediate shaft to the annulus gear,
tle control, and an engine driven transmission means drivingly connecting the planet pinion
unit, comprising, an input shaft, an output shaft, carrier to the second intermediate shaft, means
a hydrodynamic coupling including impeller, tur 40 drivingly connecting the second intermediate
bine and reaction elements interposed between shaft to the output shaft, and brake means
said input and output shaft, said impeller element adapted to be applied to the sun gear of the for
being drivingly connected to said input shaft, a ward drive gear train to anchor same against
?rst intermediate hollow shaft drivingly con rotation in at least one direction, a source of
nected to said turbine element, a second inter constant intensity line pressure ?uid, a source
mediate shaft arranged concentrically within of variable pressure ?uid responsive to the speed
and rotatable relative to said ?rst intermediate of the output shaft, a source of variable pressure
shaft, a clutch means having engageable driving ?uid responsive to the engine throttle opening,
and driven elements carried by said input shaft and a differential pressure operated control valve
and said second intermediate shaft respectively, 50 connected to said sources of pressure ?uid and to
a forward drive planetary gear ~train comprising a said clutch and brake means to automatically
sun gear, brake means therefore adapted to and alternately apply the brake means and the
anchor same against rotation in at least one di clutch means, and manually operable control
rection, an annulus gear, planet pinion gearing, means to effect disengagement of said clutch
and a carrier for the planet pinion gearing, means 55 means and application of said brake means irre~
drivingly connecting the ?rst intermediate shaft spective of the speed of the output shaft and the
to the annulus gear of the forward drive gear condition of the engine throttle.
train, means drivingly connecting the planet 14. In a drive train, an engine, an engine throttle
pinion carrier of the forward drive gear train control and an engine driven power transmission
to the second intermediate shaft, means driving 60 unit comprising, an input shaft, an output shaft, a
ly connecting the second intermediate shaft to hydraulic torque converter unit comprising op
the output shaft, a reverse drive planetary gear eratively associated impeller, turbine and re
train comprising a sun gear, an annulus gear, action wheels, means drivingly connecting said
planet pinion gearing and a carrier for the planet input shaft and said impeller wheel, ?rst and
pinion gearing, means drivingly connecting the 65 second planetary gear trains, each comprising
?rst intermediate shaft to the sun gear of the operatively associated annulus, sun and planet
reverse drive gear train, means drivingly con pinion gears and a planet pinion gear carrier, in
necting the annulus gear of the reverse drive terposed between said converter unit and said
gear train to the planet pinion carrier of the output shaft, drive transmitting means connect
forward drive gear train, brake means adapted 70 ing said turbine wheel to said ?rst planetary gear
to be applied to the planet pinion carrier of the train and said second planetary gear train, drive
reverse drive gear train to anchor same against transmitting means connecting said ?rst plane
tary gear train and said second planetary gear
rotation in at least one direction and pressure
?uid operated automatically operable control train to said output shaft, brake means adapted
means to alternately apply the brake means 75 to be applied to said ?rst planetary gear train so
 12,640,373
27 28
as to provide means for transmitting a combina gear train, drive transmitting means connecting
tion hydraulically and mechanically transmitted, said gear train to said output shaft, brake means
forward, underdrive from said input vshaft to said adapted to be applied to said gear train so as to
output shaft, brake means adapted to be applied activate said gear train and provide means for
to said second planetary gear train so as to pro the transmission of a combination hydraulically
vide means for the transmission of a combination and mechanically transmitted, torque multiply
hydraulically and mechanically transmitted re ing, underdrive from said input shaft to said *out
verse drive from said input shaft to said output put shaft, a clutch means adapted to be con
shaft, a clutch means adapted to connect said nected between said input and output shafts to
input and output shafts for the transmission of a 10 provide means for the transmission of a direct
forward, direct drive, pressure ?uid operated drive therebetween, pressure ?uid operated con
automatically operable control means associated trol means operatively associated with said brake
with the brake means of said ?rst planetary gear means and said clutch means to automatically
train andsaid clutch means to provide means and alternately apply and release the said brake
for the initiation of all forward drive through . and clutch means to thereby effect the transitions
said underdrive after which automatic upshifts between underdrive and direct drive, said auto
to direct drive and automatic downshifts from matically operable control means including a
direct drive will be accomplished in accordance source of pressure ?uid responsive to the speed
with the variations in speed of said output shaft of the output shaft, a source of pressure ?uid op
and the movement of the engine throttle control, erated means responsive to the movement of the
said automatically operable pressure ?uid op engine throttle, and a di?erential pressure op
erated control means comprising a ?rst variable erated valve connected by pressure ?uid means
pressure ?uid wherein the pressure is responsive to said brake and clutch means and to each of
to the speed of the output shaft, a second variable said sources of pressure ?uid and arranged to be
pressure ?uid wherein the pressure is responsive 25 operated by the pressure differential resulting
to the degree of engine throttle opening, a third from the simultaneous application of pressurized
pressure ?uid of substantially constant pressure, fluid from each of said pressure ?uid sources to
and a diiferential pressure operated control valve opposed portions of said valve to automatically
connected to said three pressure ?uids and ar effect speed ratio changes between the aforemen
ranged to be operated by the pressure differen 30 tioned underdrive and direct drive.
tial between said ?rst and second pressure ?uids JOSEPH JANDASEK.
to direct the third pressure fluid to the controls
for said clutch and the brake means for said ?rst References Cited in the ?le of this patent
planetary gear train to accomplish automatic UNITED STATES PATENTS
changes in speed ratio drive, and manually actu 35
ated, pressure ?uid operable control means Number Name Date
adapted to overrule said automatically operable 2,088,782 Ford et a1 __________ __ Aug. 3, 1937
control means by effecting actuation of said brake 2,102,634 Lysholm __________ __ Dec. 21, 1937
means of said ?rst planetary gear train and said 2,120,104 Livermore ________ __ June '7, 1938
clutch means so as to provide means for the 2,229,337 Neracherietlal _____ __ Jan. 21, 1941
d'own'shifting of said direct drive to said under 2,302,714 Pollard __. ________ __ Nov. 24, 1942
drive at the will of the operator. 2,329,724 Maurer __________ __ Sept. 21, 1943
15. In a drive train, an engine, an engine 2,368,684 Simpson __________ __ Feb. 6, 1945
throttle control and an engine driven power 2,418,378 Voytech ___________ _. Apr. 1, 1947
transmission unit comprising, an input shaft, an 45 2,433,052 Kelley __________ __ Dec. 23, 19117
output shaft, a hydraulic torque converter unit 2,456,328 Schneider ________ __ Dec. 14, 1948
mounted the're'between comprising _ operatively 2,478,868 Hasbany __________ __ Aug. 9', 1949
associated impeller, turbine and reaction wheels, 2,516,208 Hasbany ________ __ July 25, 1950
means 'drivingly connecting said input shaft and 2,518,825 Simpson ________ __ Aug. 15, 1950
said'impeller wheel, a planetary gear train, corn- ,_ 2,519,050 Kelbel __________ __ Aug. 15, 1950
prising an annulus gear, a sungear anda planet FOREIGN PATENTS
pinion carrier mounting planet pinionrgears, op Number Country Date
eratively connected and interposed between said 267,079 Great Britain ______ Feb. 18, 1932
converter unit and said output shaft, means
drivingly connecting said turbine wheel to said