Patent GB-447335-A (GB)
Title: Improvements in automatic power transmission
IPC: E06B9/40
Filed: 1934-11-15
Abstract: 447,335. Hydro-mechanical variablespeed gearing. JUNO CORPORATION, Ltd., 407, McGill Street, Montreal, Canada. Nov. 15, 1934, No. 32924. Convention date, Aug. 1. [Class 80 (ii)] [See also Group XXIX] Gearing suitable for vehicles which changes automatically by fluid vortex action comprises a centrifugal fluid coupling, toothed gearing of the countershaft type, and a oneway clutch, and the driver element of the fluid coupling is gear connected so as rigidly to drive the countershaft so that, on the driven hydraulic element taking up the drive, a gear such as 42, Fig. 2, on the countershaft, or a gear such as 24, Fig. 1, in driving connection with the countershaft is overrun by the automatically picked-up drive. The arrangement of Fig. 1 changes automatically between two speeds only while a clutch 6 sliding on a tail shaft 3 engages a gear clutch 22 on a main shaft 2. The driving-element 5A of the hydraulic coupling is connected by a bell 50 and sleeve 51 to a gear 52 which drives rigidly a gear 42 of a countershaft cluster. A gear 43 of this cluster constantly meshes with the gear ring 24 which is connected through a one-way clutch 23 with the main shaft 2 to which is secured the driven hydraulic element 5B. When an hydraulic or other main clutch 10 is let in, the drive passes in low speed through train 5A, 50, 51, 52, 42, 43, 24, 23, 2, 22, 6, to the tail shaft 3. As the hydraulic element 5A picks up speed, it gradually couples with the element 5B so that the main shaft 2 speeds up carrying the tail shaft 3 with it until it overruns the countershaft drive at 23 and effects a highspeed direct drive. Countershaft gears 41, 40 are for low speed and reverse when engaged by the sliding clutch gear 6. The arrangement of Fig. 2 changes automatically between three forward speeds when a clutch hub 6 splined on a tail shaft 3 engages a gear clutch 22 on the main shaft 2. There is a first hydraulic coupling between elements 5A, 5C, and a second between the element 5C and an end element 5B. A clutch shaft 5 is connected rigidly through a bell 50, the coupling element 5A, and a sleeve 51 to a gear 52 constantly driving the gear ring 42 connected through a one-way clutch 41 to a countershaft cluster. The middle hydraulic element 5C is connected by a sleeve 55 to a gear 56 meshing with a rigid gear 44 of the said cluster. The end element 5B is fast on the main shaft 2. In the position for automatic change, in addition to the clutch 6, 22 being engaged, a gear ring 60 connected to the clutch hub 6 by a one-way clutch 64 meshes with a countershaft gear 43. In starting up, the drive passes in lowest speed through train 50, 5A, 51, 52, 42, 41, 43, 60, 64, 6, to the tail shaft 3. When the speed rises sufficiently to engage the first coupling 5A, 5C, the drive passes in middle speed through train 5C, 55, 56, 44 and on as before, the countershaft cluster overrunning the gear 42 at 41. When the speed rises enough to engage the second coupling 5C, 5B, the drive is direct through the shaft 2 and clutch 22, 6, the hub 6 overrunning the gear 60 at 64. To effect reversed driving, the hub 6 is slid to the right to bring the gear ring 60 into engagement simultaneously with an idler 45 meshing with a countershaft pinion 40 and with an internally-toothed gear clutch 34 fast on the shaft 3.