Patent GB-660790-A (GB)
Title: Improved hydraulic power transmission mechanism for motor vehicles
Inventor: KELLY OLIVER K
IPC: F16H61/60
Filed: 1948-02-17
Abstract: 660,790. Variable-speed gear. GENERAL MOTORS CORPORATION. Feb. 17, 1948 [Nov. 29, 1944], No. 4559/48. Class 80 (ii) [Also in Groups XXIX and XXXI] In a motor vehicle power transmission for coupling an engine shaft 1, Fig. 1, to an output shaft 50 comprising the combination of a hydraulic torque converter and a gear unit, the converter comprising a main impeller A1 adapted to be directly connected to the engine shaft 1, an auxiliary impeller A2 radially inward of the main impeller and coupled thereto by a one-way clutch C3 so that it can rotate faster but not slower than the main impeller A1, and a turbine B following the main impeller and connected to the gear unit, two independent adjacent reaction members R1, R2 are provided between the turbine B and the auxiliary impeller which members are mounted on one way clutches C1, C2 respectively, to permit forward but not rearward rotation. The engine driven shaft 1, which forms a bearing for an intermediate shaft 2, carries a flywheel 3, a drum 4 and the impeller Al, whilst within the drum is the turbine B, mounted on a hollow shaft 6 surrounding shaft 2, the second impeller A2 and reaction members R1 and R2. A clutch plate 9 on shaft 2 may be forced into engagement with the flywheel 3 by admitting liquid through a passage 67 to operate an annular piston 11, guided on pins 64 whereby shafts 1 and 2 rotate at the same speed. A sun gear 14 is coupled to shaft 2, so with clutch 9 engaged and output shaft 50 tending to be stationary, planet gears 16 rotate reversely and endeavour to correspondingly drive an annulus 15, another sun gear 8 integral with the latter sleeve 6 and turbine B, but the torque applied to the turbine B resists such rotation and sets up a counter force until annulus 15 rotates at the same speed as sun gear 14, thus providing direct drive between shafts 1 and 50. If engine speed and hence that of sun gear 14 falls then turbine B together with annulus 15 tend to rotate faster so that a reverse coupling relationship exists in the converter until the engine again transmits torque. The converter acts as a coupling after both impellers and the turbine have attained a given speed relationship above idling. When a low-gear high-torque series drive is required a brake 30 is applied and clutch 9 is simultaneously disengaged; brake 30 stops a sun gear 27 and so forces planet gears 16 to roll about it thereby rotating carrier 26 and shaft 50 whilst the converter causes sun gear 8 and annulus 15 to rotate at a reduced ratio of engine speed. Rotation of gear 15 merely spins sun gear 14, shaft 2 and the free plate of clutch 9 backwards but with load on shaft 50 so that planet gears 16 rotate forwardly as well as orbitally, the carrier 26 rotates forwardly at a reduced speed. Under normal drive conditions the torque is transmitted from shaft 1 through two parallel paths, one being through impeller A1, turbine B, shaft 6 to gears 8 and 15, whilst the other path is through clutch 9, shaft 2 to sun gear 14. For reverse drive a brake 25 is applied to a drum 23 so that carrier 22 is held and carrier 26 is driven reversely by pinions 21. To control the alternative actuation of brake 30 and clutch 9 as well as brake 25 two valve members 90 and 110, Fig. 3, are provided in a common body 199. Valve 110 is engaged by spring 118 into its upper or normal position shown so that liquid entering from line 192 reaches the central port 93 of valve 90 which in the lower position shown directs the liquid to a port 91 and hence passage 67 leading to clutch piston 11. In the upper position of valve 90 liquid from port 93 enters another port 92 which communicates with the operating cylinder of the reverse brake 25. If valve 110 is moved downwardly liquid from line 192 enters port 111 and flows through line 80 to the operating cylinder of brake 30 under which conditions a land of valve 110 prevents liquid from reaching valve 90. Restrictions are provided in the exhaust passages leading from ports 94 and 115 in order to put a time delay on the clutch release and so ensure an overlap between the operation of clutch 9 and brake 30 whilst one side of each brake piston is connected to the sump, the line 192 being connected with the pressure side of two engine driven pumps. For controlling the valves 90 and 110 a hand lever 200, Fig. 4, is carried near the vehicle steering column the lever having a spring-loaded button 204 that is attached to a rod 205 which carries a roller 206 co-operating with a cam track beneath a sector plate 210. Movement of lever 200 is transmitted through a sleeve 201, arm 202, linkage 203, 121 to a shaft 123 upon which is an arm 130 for moving valve 110, whilst an arm 124 on a sleeve 122 around the shaft 123 actuates valve 90. With lever 200 in reverse (R), neutral (N) or automatic (A) positions valve 90 is actuated and arm 130 floats freely but in the low gear (L) position arm 124 comes to rest against the valve body 199 whilst shaft 123 continues moving against a spring 126 to cause arm 130 to depress valve 110. Valve 110 may also be actuated in an emergency, irrespective of the position of lever 200, by a lever 132 controlled through a linkage from a pedal 170. The driver is warned when he operates low-gear by the additional " feel " of springs 118 and 126. The brake 30 will automatically "self-lock" should a drum member 28, Fig. 1, tend to rotate reversely under parallel drive conditions. In a modification, the emergency operation of valve 110 is effected through linkage when the accelerator pedal is depressed beyond a certain point. In a further modification, the pedal 170 is again used so that low gear may be engaged by pedal 170 at low throttle, the engine speed may then be increased if desired by depressing the accelerator until after a given travel the accelerator engages the linkage of valve 110 as before.