Patent GB-1131360-A (GB)
Title: Improvements in or relating to a change-speed mechanism for an automobile vehicle
IPC: F16H47/08
Filed: 1966-11-21
Abstract: 1,131,360. Hydro-mechanical variable-speed gear. CENTRE DE RECHERCHES DE PONT-A-MOUSSON. 21 Nov., 1966 [29 Nov., 1965], No. 51986/66. Heading F2D. A five Forward-speed and two Reverse changespeed gear for touring cars, trucks, motor coaches, tractors and light railway motor-tractors comprises coaxial input and output shafts M, N, an intermediate shaft L supported by the shafts M, N, and the hollow shafts J, K carried by the shaft L; a hydrodynamic torque converter A having an impeller 34 connected to the input shaft M, a turbine 35 connected to the hollow shaft J via a one-way clutch R 1 , and a reactor 36 reacting on a one-way detent R 2 ; a sun-ring epicyclic train T 1  having a ring c 1  fast with the hollow shaft J, a sun a 1  reacting on a one-way detent R 3  and a carrier d 1  fast with the hollow shaft K; and an epicyclic train T 2  having a carrier d 2  fast with the intermediate shaft L, and carrying intermeshed planets b 2 , b 3 , respectively meshing a sun a 2  and both a sun a 3  fast with the hollow shaft K and a ring c 3  fast with the output shaft N. Gear establishment is by selective engagement of combinations of hydraulically engaged, spring-released friction disc clutches E 1 , E 2 , E 3  and hydraulically engaged friction band brakes F 1 , F 2 , F 3  under the control of a manual selector valve (S) (Fig. 1, not shown) distributing oil supplied by an input shaft driven gear pump (B) which also directly supplies the torque converter A.  Operation. Neutral.-The converter impeller and turbine 34, 35 rotate idly 1st Gear (as shown).-The sun a 1  of the train T 1  is held both by the detent R 3  and by the brake F 1 , and the sun a 2  is held by the brake F 2 . Drive is hydraulic-reduced-reduced through the converter and the trains T 1 , T 2 . For optional mechanical-reduced-reduced drive affording engine braking, the converter may be locked solid by engagement of the clutch E 2  between the shafts M, J. 2nd Gear.-As 1st gear, but the train T 1  is locked solid by engagement of the clutch E 3  between the sun a 1  and the ring C 1 , the brake F 1  being released, and the detent R 3  releasing. Drive is hydraulic-direct.reduced. For optional mechanical-direct-reduced drive affording engine braking, the clutch Eg may be engaged, the free relative rotation between the turbine 35 and the shaft J afforded by the one-way clutch R 1  avoiding the necessity for converter emptying and avoiding the converter acting as an hydraulic brake. 3rd Gear.-The clutch E 1  is engaged, to connect the input shaft M directly to the carrier d 2  of the train T 2 , and the sun a 2  remains held by the brake F 2 . Drive is mechanical only, reduced through the train T 2 . The clutch E 3  engaged in 2nd gear may remain engaged in readiness for 4th gear, since the train T 1  overruns. 4th Gear.-The brake F 2  is released and all three clutches E 1 , E 2 , E 3  are engaged to lock-up both trains for 1/1 Direct drive. 5th Gear.-With the clutches E 1 , E 2  remaining engaged, the clutch E 3  is released, and the brake F 1  engaged, the mechanical-reduced drive through the train T 1  provided at the sun a 3  and the input shaft speed provided at the carrier d 2  is combined to provide an overall mechanicaloverdrive. Slow Reverse.-The brake F 1  and the brake F 3  stationing the carrier d 2  of the train T 2  are engaged for hydraulic-reduced-reduction reverse drive through the converter and both trains. Fast Reverse.-As Slow Reverse, but the brake F 1  is released and the clutch E 3  engaged, for hydraulic-direct-reduction reverse drive through the converter and trains.