Patent GB-455033-A (GB)
Abstract: 455,033. Controlling change speed gearing ; band brakes. CHRYSLER CORPORATION, 341, Massachusetts Avenue, Highland Park, Michigan, U.S.A.-(Assignees of Patterson, H. F.) Jan. 10, 1935, No. 917. Convention date, March 1, 1934. [A Specification was laid open to inspection under Sect. 91 of the Acts, July 26, 1935.] [Class 80 (ii)] [See also Group XXXIV] The brakes 622 &c., Fig. 5, of change-speed epicyclic gearing C are selected by selector solenoids D, Fig. 2, and there is a bus-bar 645, Fig. 6, rocked to disengage by a suction servomotor E, Fig. 1, brought in by a valve 750 opened by a solenoid 739. In the form shown in Fig. 1, a hand lever 685 effects both selector and executor actions. Thus when said hand lever is moved to bring in first speed by bringing a contact arm 696 over a selector terminal 704, Fig. 3, current passes by a wire 793, Fig. 2, to a solenoid coil 654<a> so that a core 655, Fig. 6, is depressed. This causes an L-shaped spring- raised dog 643 to slide down between ears 649 and inside a guide 644 on the bus-bar 645 so that its lower end 642 is in position to engage the end 641 of a brake-actuating lever 638, there being a dog 643 and a lever 638 to each brake. Before or just after this selector movement, the bus-bar 645 is rocked clockwise of Fig. 6, by the servomotor E to release the brake last in action, and is returned by springs 680, Fig. 6, and 668, Fig. 5, to cause the depressed dog end 642 to swing right of Fig. 6 and apply the selected brake 622 of the first speed. The executor action is effected by the arm 696, Fig. 1, as it sweeps over an intermediate contact 710, Fig. 3, on its way to the selector contact 704. Current then passes by a wire 784, Fig. 2, to a relay switch F, which by making spring contacts at 766 and 772, Fig. 4, causes the electric energization of the executor solenoid 739 to be maintained until the completion of the speed change, upon which a kick-off 788 carried by a rod 664 on the return stroke of the piston 684, Fig. 1, of the motor E opens the relay F and cuts out the solenoid 739 so that control of the throttle 617, Fig. 8, is resumed by an accelerator connection link 738, Fig. 7. When the relay F excites the executor solenoid 739, Fig. 7, a core 740, Fig. 8, is raised, which does two things. One of these is to turn the spindle 618 of the throttle 617 to close the same, and the other is to raise a valve plunger 750 so that suction in the manifold 612, Fig. 8, is passed through a pipe 757 to the servomotor E. The motor E thus acts to bring the bus-bar to neutral and the springs 668 &c. return the bus-bar with the new speed in action. A crossshaft 667, Fig. 5, connected at 664, 662, 661, 660 to the bus-bar can be rocked, as shown in Fig. 6, either by the piston rod 684 of the motor E, or alternatively by a link 675 operated by a manual pedal (not shown). A preferably-fluid engine clutch is indicated at B, Fig. 1. In a form described with reference to Fig. 9 (not shown), the relay switch F is omitted and the delay of the action of the executor solenoid 739 is effected by a dashpot. In a form described with reference to Fig. 10 (not shown), the inner or intermediate executor contacts 710 &c. of Fig. 3 are omitted and the executor action is effected by a separate button switch. The Specification as open to inspection under Sect. 91 comprises also other arrangements. In one shown in Figs. 1, 3, 4, 5, 6 (all Cancelled), the turning of a spring hand lever 47 over a notched quadrant 40 effects both manual selector and power executor actions through toggle bus-bar mechanism. The hand lover 47 turns a cam-shaft 54, cams 55 ... 58 on which effect selection by sliding headed pins D, E, F, G leftwardly of Fig. 3 (Cancelled) and outwards upon lever ends 64 projecting upwardly of Fig. 4 (Cancelled) away from a bus toggle lever H. Thus the pin F has been thrust out to operative position while the pins D, E, G remain in idle position. The head 63, Fig. 3 (Cancelled), of the pin F is thus in position to thrust up a strut 66 and so apply the thirdspeed brake 17 when the bus lever H is rocked. This bus lever H is rocked down and up as a bus-bar'86 is rocked clockwise and back, there being sliding toggle connections at 78, 79, Fig. 4 (Cancelled). The bus-bar 86 on a projecting end is fitted with three arms 89, 90, 91, Fig. 5 (Cancelled). The selector cam-shaft 54 has a cam segment 141 on its end to effect the power strokes. At each displacement of the hand lever 47 from one notch to another, a cam swell such as 150 passes under a cam follower 143 on a lever 119 which is thus rocked left. This lever 119 is rigid with a valve K, Fig. 6 (Cancelled), which is balanced both as to its arbor 120 and as to its head 126. Oil from a pump L, Fig. 5 (Cancelled), passes by a duct. 122 up the valve stem 124 and, after the valve has been rocked, through a duct 131 to depress a piston 135 and so rock the bus-bar 86 right for the brake-releasing stroke of the bus lever H. The lever arm 91 through a rod 153 then strikes the valve lever 119 back to its first position of Fig. 6 (Cancelled), whereupon oil passing through a duct 102 above a piston 95, Fig. 5 (Cancelled), assists a spring 94 to return the bus-bar 86 and so rock the bus toggle lever H up to apply the selected gear brake. A detent 105 engaging teeth 111 on a piston 93 locks the lever H up. A detent 130 holds the valve K in one or other operative position. There is a neutral recess 148 on the cam segment 141 so that the lever H is rocked down and up to a blind position with no brake applied. The brake 17, Fig. 3 (Cancelled), comprises an outer ring band 19 supported at one end on a floating anchored pivot 26 and at the other on a lug 25 acted on by the adjustable strut 66. An upper inner half ring 35 is pivoted also at 26. A lower independently movable half ring 24 is anchored to a floating link 32 and a spring 34<a> holds the brake off at its middle. In another arrangement shown in Figs. 7, 8 and 9, (all Cancelled), preselection is effected by rotating a hand lever 310, Fig. 7 (Cancelled), which through a cable 320 turns a cam-shaft 324 and executive hydraulic servo action is controlled by a pedal 330 which turns a valve 248. Each epicyclic drum brake such as 212, Fig. 8 (Cancelled), has a brake-applying toggle 231, and between each such toggle and a pivoted rocking bus-bar 289 is a spring-raised strut such as 283 shown in idle position. Each strut 281, 282, 283 or 284 of Fig. 7 (Cancelled), is engaged by its own selector cam 326, 327, 328 and 329. When the cam-shaft 324 is turned to the position of Fig. 7 (Cancelled), the strut 282 is depressed so as to be in a position shown in Fig. 9 (Cancelled), to stub between its own toggle 231 and the busbar 289. The bus-bar 289 is then thrust left and held there to hold the brake 211 in action by admitting oil behind a common piston 242, Fig. 8 (Cancelled), in a cylinder 241. This is done by releasing the pedal 330, Fig. 7 (Cancelled), which turns the valve 248 to connect, an inlet and outlet pipe 246 of the cylinder 241 to pressure oil at 251. To throw out the speed in action, the pedal 330 is depressed which turns the valve 248 so that the oil in the cylinder passes to exhaust at 252 as a spring 294, Fig. 9 (Cancelled), restores the bus-bar 289 to idle position at right. Each strut 282 &c. has a dog plate 306 which passes between interlocking rods 307 end to end, which allow one dog plate only to pass between them. An oil pump 254 is driven from the driving side of the hydraulic clutch shown in Fig. 7 (Cancelled). To change speed, the preselector 310 is set and the pedal 330 depressed and released. In a further form shown in Fig. 10 (Cancelled), each brake 418 is closed on its drum by symmetrical inwards pressure on the two ends of the brake. This is done by a double-lobe or toggle cam E on a bus-bar 459 which is rocked by power. To change speed, a preselector is set which stresses springs tending to slide the cam E on the bar to select The accelerator pedal is then momentarily released. This closes the throttle and opens a valve to an engine suction cylinder which applies effort to a crank 466 to rock the bus-bar to free the cam E so that the cam slides to a new position, the cylinder then rocks the bus-bar back to open scissor levers 439, 440 to apply the brake selected. A brake - shoe clearance - adjusting mechanism D, Fig. 10 (Cancelled), is described in detail. This subject-matter does not appear in the Specification as accepted.