Sept. 30,1941` F1. w.

coTTERMAN 2,257,333
AUTOMATIC 'CLUTCH AND TRANSMISSION 'GEAR'ING
Filed Feb. 18, 1939 . A Sheets-Sheet l
Sept. 30, 1941. F. w. coTTERMAN >2,257,333
AUTOMATIC CLUTCH AND TRANSMISSION GEARING
Filed Feb. 18, 1959 4 sheets-_sheet 2

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Sept. 30, 1941. F, w_ COTTERMAN 2,257,333
AUTOMATIC CLUTCH AND TRANSMISSION CEARINC `

I Filed Feb. 18, 1939 4 sheets-sheet 3

IN VEN TOR.
Sept; 30, 1941~ FQ w. o'r'rERMAN 2,257,333
AUTOMATIC CLUTCH AND- TRANSMISSION GEARING
 Patented Sept. 30; 1941
~.2,257,333

UNITED STATES PATENT OFFICE

2,257,333
AUTOMATIC CLUTCH AND TRANSMISSION
GEARING
Frederick W. Cotterman, Dayton, Ohio, assignor
of one-half to Bessie D. Apple, Dayton, Ohio
Application February 1s, 1939, serial No. 257,052
28 Claims. (C1. 'i4-260)
This invention relates to automatic Clutch and or overdrive, the sun gear being` at all times
transmission gearing and is especially applicable fixedly secured against rotation.
to motor vehicles. - -
Another object is to so construct the clutch
An object of the invention is to provide trans 'mechanism of the transmission gear set that
mission gearing having six forward gear ratios there will be positive two-direction driving con
with the highest ratio an overdrive, together nections between the several elements, in under
with clutch mechanism for connecting the en drive, in direct drive, and in overdrive, and s0_
gine to the transmission, all fully automatic and that when a shift from one ratio tothe other
occupying no greater space than commercial is taking place, the clutches, both of which are
handvshift devices of equal range and capacity. operative to release one element and clutch a
Another object is to so construct and arrange second, 4always clutch the said second before
the transmission gearing and clutch mechanism they release the rst, to the end that .there
that if the mechanism is operating in either will be no free wheelingy either in underdrive, y
underdrive, direct, or overdrive ratios and theredirect, or Overdrive, or during the transition pe
'arises a need for more power than -the engine 15 riod in the shift from any one ratio to another.
can deliver at the then existing speed, a step _ Another object is to provide a main engine
down in ratio will automatically take place to clutch, `responsive to the speed of the engine,
allow the engine to rise to a more appropriate to lconnect the engine to the transmission in
speed. 1_ put member through the booster gear, and an
Another object is to provide a transmission 20 auxiliary engine clutch, responsive t'o thespeed
gear set comprising a sun gear, a ring gear, of the vehicle to connect the engine to the trans
planet pinions and carrier, with speed respon .mission input member directly and independent
sive clutch means to connect the several ele ly of the booster gear, whereby, if the vehicle is
ments variously between the input and output coasting while the engine is dead'or is idling,
members to provide underdrive, direct, and over 25 the engine will be connected for engine brak
drive ratios, and a booster gear set also com ing at a low vehicle speed by said auxiliary
prising a 'sun gear, a ring gear, planet pinions clutch. '

and carrier, with means responsive .to both speed `Another Object is to so construct and arrange
and torque to connect the booster4 gear set in the gear mechanism with respect to the main
series with the transmission gear set, whereby 30 and auxiliary engine clutches, that the engine
a step down or a step up of one speed is always clutches will be contained in an entirely .sepa
had when speed-load conditions warrant no mat rate housing from the gears, whereby the gears
ter in which of its several ratiosthe transmission may be fully lubricated and the engine clutches
gear is then Operating, whereby the device is may be kept dry, to the end that dry plate
also subject to the will of the driver, in that clutches, which have been proven the most adapt
he may, by suddenly changing the amount of able, may be employed. _
applied power-by means of the engine accelera Another object is to so construct the main
tor, cause a shift up or down as the case may be. engine'clutch that its engagement secures the
Another object is to provide' the transmission 40 ring gear of the booster gear> s_et to the engine', -
gear set with two positive Clutches, the rst then connect the carrier to the transmission in- '
being on the transmission output member yand put member and provide a one way brake to pre
normally clutching the carrier and'the second vent backward rotation of the sun gear, to
the end- that, whenever the main clutch en
on the transmission input member and normally
clutching the ring gear, whereby the transmis 45 gages, engine power at reduced speed will be
sion gear set acts as a speed reducing device transmitted through the-ring gear to the car
or underdrive, the first clutch being operable rier and therefore to the transmission input
'memben
at a relatively low predetermined speed to re
lease the carrier and clutch the ring gear, Where Another- object is to provide, in the booster
by both input member-.and output member will 50 gear set, gearing with helical teeth, so angled
that the tangential load carried by the gear-'
be clutching 4.ie ring gear _to provide a direct
drive4 ratio, and the second clutch being Oper ing causes an end thrust in a'direc'tion proper
able at a higher predeterminedv speed to release for disengaging the auxiliary engine clutch, with
the ring gear and clutch the carrier, whereby proper means to apply the end thrust t0 the aux
the gearing acts as a speed increasing device 55 iliary engine clutch to disengage it and keep
it fully disengaged as long as the booster gear is
2 . 2,257,333
transmitting power, to the end that no dragging
action may be present in the auxiliary clutch by
partial or insuihcient engaging pressure.
Another object is to provide, in both the en
gine -clutches and the transmission clutches,
means for causing the centrifugal weights of a
set tov all move together, to the end that no
one weight of a set may move outwardly ahead
of the others and thereby cause an unbalanced
effect. ' .`
, Another object is to arrangeV the connection
between the main engine clutch and the booster
ring gear that, although the ring gear is con
nected to be rotated, it may nevertheless move
axially by load on its helical teeth, to the end
that the axial pressure of the ring gear which
will vary with thel torque being transmitted, may
delay engagement of the auxiliary engine clutch
which eliminates the drive through the booster
gear. y Y
20 holding the booster sun gear against backward
-Another object is to so construct the auxiliary
engine clutch that it is normally disengaged, and
place its speed responsive mechanism on a vehi
cle driven member, whereby starting of the` vehi
cle from rest will always be done through the
booster gear, although the length of time theI
booster gear will continue in effect- will depend'A
on the balance vbetween the end thrust of the
ring gear and the vehicle driven speed respon
sive means of the auxiliary clutch.
Another _object is to provide for theauxiliary
-engine clutch, which engages to eliminate the
booster gear, va resilient means-normally inop- .g
erative to engage the clutch, and centrifugal
weight'means rotated in proportion tovehicle 0
speed and normally adapted, at a low vehicle
speed, to first apply said resilient means to-urge
engagement of said clutch, then further stress
the resilient means to more strongly urge clutch
vengagement as the vehicle speed- increases,
whereby the speed Iat which the axial thrust of
the booster ring gear may be overcome `and the
booster gear eliminated will vary with the torque
being transmitted by said gear.
Another object is to so construct'the resilient
_means and the centrifugal weight means of the
auxiliary engine clutch that the force vof the
weights will be applied to stress the resilient-
means through a leverage which becomes pro
gressively less eifective as the speed increases, 50
whereby the stress-of the resilientclutch en
gaging .means will increase at a rate which is
less than directly proportional to the R. P. M.
instead of at a rate proportional to the square
of the R. P. M. as it does where the force of
centrifugal weight means is applied directly, or
through an unvarying leverage, as in common
practice, to the end that sufficient `clutch en
gaging pressure may be had at the lower speeds
without having too great a clutch engaging pres 60 end elevation.
sure at the higher speeds. _
Anotherl object is to so construct the clutch
mechanism which controls the booster gear that
direct drive will always be fully accomplished
before booster gear drive is eliminated, 4the one, 65
by engagemenalifting the load off the other,
to the end that there will be no period between
.booster gear >drive land direct drive in 'which
there is no drive, as there is in conventional gear
shift mechanisms. , . ' '
' Another object is to provide a simple and ef
f_ective reversing gear set separate from the other
. gear sets,
with a manually operable lever to shift
from the forward to a neutral position only _when
starting or limbering up theengine, and to a 75
reverse position only when backing the vehicle,
the lever being kept in the forward position at
all other times and under all other driving con
ditions. '
These' and other objects are attained in the-
structure hereinafter described and illustrated
in the drawings wherein, _ '
Fig. l is a longitudinal, vertical axial section
through the 'complete mechanism, taken on the
line l-I of Fig. 15.
Fig. Z is a detail perspective view of one of the
centrifugal weights provided for. operating the
auxiliary engine clutch.l - f _ _
Fig. 3 is a detail perspective view of one of
the centrifugal weightsprovided vfor operating4
the main engine clutch.
Fig. 4 is a half transverse section through a
part of -the booster gear mechanism taken at
4-4 of Fig. 1 and showing the roller brake for
rotation. , _
Fig. 5 is a detail perspective view of the frame
of one of the positive clutches in the transmis
sion gear set. -
Fig. 6 is a detail perspective view of one of the
centrifugal weights, two of which are provided
to operate each of the positive clutches in the
ytransmission gear set. . ., . ,
Fig. '7 is a detailperspective view of one of the
pawls, four of which are employed in each of the
positive transmission clutches.
Fig. 8 is a transverse section taken atlB--B-
of Fig. 1 through the output member clutch of
the transmission gear set.
u |
Fig. 9 is a transverse sectiontaken at 9-9
of Fig. 1 through the output member clutch of
the -transmission gear set.
Fig. 10 is a transverse section, taken at l--ll
of Fig. 1 throughthe output member clutch of
the transmission gear set. '
Fig. 11 is a transverse section, also taken at
i0-i0 .of Fig. 1, but after the clutch has par
y tially- operated to release'the carrier and clutch
the ring gear. ,
Fig. 12 is a transverse section, also taken at
Iii-_|11 of Fig. 1, but after the clutch has fully
voperated to release the carrier and clutch the
'ring gear.v '
Fig. 13 is a partial section taken at I3--I3 of
Fig. l0, showing ~the interaction of two pawls of
the output member clutch. -
Fig. 14 is a transverse section, taken at M-Il
of Fig. 1 through the input member clutch ofthe
transmission gear set. ~
Fig. 15 is a transverse sectional view taken at
l5-I'5 of Fig. 1, the upper half of the view show_
ing the main engine clutch and the gearing of
the booster gear set in end elevation and the low
er half showing the auxiliary engine clutch in
' ` -
Fig. 16 is a transverse section, taken at I--|6
of Fig. 1, through the manually operable portion
of the reversing gear set. ,
Fig. 17 isv a transverse half section, taken atv
I1-I'l of Fig. l, showing the transmission gears.
Fig. 18 is a transverse half section, takenat
i8--I8 of Fig. .1, showing the reversing gears. `
Fig. 19 is a diagram showing the action of the
centrifugal weights of the auxiliary engine clutch
70 as the weights swing outwardly about their hinge
pins to different angular positions, the diagram
_, giving the `amount of shortening of the clutch
engaging springs per unit of angular 4movement
of the weights, the stress due to said- shortening,
and the R. P. M. required of the weights to
 2,257,333 3
produce the given clutch engaging stresses each of which a roller 19 is rotatable. The roll- v
through the leverages available. ers are held in place by washers 80 which are held
Fig. 20 is a curve chart, plotted from Fig. 19, on the reduced 'end by riveting. The ears '|4 are
showing the available engine power at any speed, so shaped on their outer. edges as to provide a l
and what portion of the power available at any stop for the hubs I8 vto limit inward swinging
given speed may be applied at that speed with of the weights. ., y
out bringing the booster gear into action, the The auxiliary clutch pressure plate 82 has a
booster gear coming into action with progressive hub 83 slidable axially over the hub 'I2 of the
ly less power application as the engine speed is clutch frame. A series of >guide _studs 84 are _h_eld
lower and the torque- output less. -It also shows, 10 angularly spaced in- the pressure plate _82 by the
by comparison, the difference in result obtainable nuts 85. The studs 84 are _hollowed for lightnessv
when centrifugal force is applied through a pro- only. - ,- __, ,

gressively less effective leverage as compared
with direct application. ' hubs 88 extending forwardly, one hub extending
Construction
The clutch -housing 26 may be secured to the
-engine 28 in any suitable manner.' A booster
gear housing 29 is formed integral with the clutch
housing by depressing the rear wall thereof. ` The '
transmission gear housing 30 is secured to the
clutch housing by the screws 3|. A partition 32
Ais interposed between the open ends of the boost
er' gear housing 29 and the transmission gear
housing 30. The reverse gear housing 33 is in
tegral with the transmission housing 30, a par
tition wall 34 separating them. The rear bearingA
head 35 is' held to the housing 33 by screws 36.
_Secured to the crankshaft 3l by boltsV 38 is
the flywheel 39, the rim 40 of which has internal 30 the housing 29 and enclosed therein by the par- ,
splines 42 to which-the> external splines of the
main clutch backing plate 43 and pressure plate
44 arel slidably fitted. A spring ring 45 in a
groove 'in the rim 40 limits forward movement
of the backing plate 43. ~
The main clutch frame 46 is secured'to the fly- . rotatable thereon a planet
wheel-rim 40'by screws 48 and carries a series
of hinge ears 49 (see Fig. l5) to which the main
clutch weights 50 (see Fig. 3) are swingably
held by hinge pins 52. Pressure plate 44 has a 40
series of pins 53 which extend through holes
in- the frame 46, the ends of the pins touching
the upper front face of the weights.
A second'series of pins 54 carried by the pres
sureplate 44 have their rear ends bearing against
the lower front face of the weights. Midway be
tween adjacent weights 50 are a series of hubs 55.
Pressure plate 44 has a series of studs 56 ex
tending through the frame 46 and fitting it
closely but slidably. `
'I'he hubs 55 are counterbored to receive the
springs 58. Collars 59 held on the free end
of the studs 56 by nuts 60 fit the counterbored
part ofthe hub closely but slidably and hold
the springs 58 under an' initial tension. The close
fitting studs 56 and collarsA 59 serve as guides to
restrain one side of the pressure plate 44 moving
ahead of the other and consequently cause the
weights 58 to move out in unison. ` and ||9 are end splined together at |20.
The clutch plate 62 is faced with a commercial
dry'clutchfacing 63. The inner diameter of theI 60 extending hub |22 provided with a bearing bush
plate is `iianged at 64 and carries the studs 65
and rollers 66 through which the plate trans
mits its power when eclamped between the back~
ing plate 43 and pressure plate 44: The main
clutch may be broadly designated by the nu
meral '|0. v i
The transmission input shaft 68 has external
splines 69 over which the internally splined hub
'I2 of the auxiliary clutch frame 13 is fitted.
70
The clutch frame 13 is provided with pairs of
hinge ears 'I4 between _which the weights 'l5 of
the auxiliary clutch (see Fig. 2) are swingably
supported by the hinge pins 16. Each weight
has a pair of hubs 18 on a reduced outer end of 75 Small holes |30 are provided to transfer any oil
A spring compressing plate 86 has a series of
between each pair of` ears 14 of lthe clutch frame,
and a series of Yshaped portions 89 Vextending
outwardly, each prong 90 of a Y lying immedi
ately in back of and in contact with a roller 19.
The hubs 88 are bored at their outer ends to
20' t over the guide studs 84 closely but slidably,
then counterbored to `receive the springs 92, the
enlarged outer ends 93 of the studs.84 being slid
ably fitted to the counter-bores. The clutch plate ,
94V is faced with linings 95 similar to >the main
clutch plate 62 andhas external teeth 96 which` y
fit slidably in.- the internal splines _98 of the y- ,
wheel rim 40. `
The auxiliary clutch may be
broadly designated by the numeral |00.
The booster gearv set which is contained in
tition 32, comprises a planet pinion carrier 99,
the-hub |02 Vof which is internally splined to _lit
over the external splines- |03 of the transmis
sion input shaft 68. The carrier 99 has a series
of angularly spaced studs |04 each of whiclrhas '
pinion |05 provided
with a bearing bushing |06. ,
A sun gear >|88 having a bearing bushing |09
is freely rotatable on the outside of the hub |02
and has integral thcrewiththe inner member I I0
of a roller brake with which rollers | I2 and'outer
ring ||3 cooperate to prevent backward rota
tion of the sungear, the usual springs ||| and
plungers |I`| being provided to urge the rollers
toward, operative position. B; backward rota
tion is meant anticlockwise when viewed from the
left of Fig. 1. , , ` '
The sun gear is in constant mesh with the
planet pinions. The roller brake may be broadly
designated by the numeral |01.
The ring gear ||4, also in constant mesh with
the planet pinions, has a forwardly extending
hub ||5 ,provided with a bearing bushing ||6
4which is freely rotatable on the transmission
input shaft 68. A ring gear driving member ||8
has a rearwardly extending hub I|9 also fitted
over the bearing bushing ||6. The hubs ||5
The booster gear housing 29 has a forwardly
ing |23 in which the hubs ||5 and ||9 Vare run
ningly tted. The forward end of the hub |22
is enlarged to contain the annular' groove ,|24
which catches any oil escaping from the end of
the` bushing |23 and conveys it through the
tube |25 to a lgroove |26 and thereby to the out
side.- An oil throw ,rib |28,_formed on the ring
gear driving member '| I8 assists in confining the-
leakage oil to the groove |24.
A second annular groove |29 is formed in the
ring gear driving member I I8, this second groove
being provided to collect any oil which may
escape between the shaft 88 and the bushing II6.
collected in the groove |29 to the groove |24. i
 2,257,333
An end thrust bearing .ring |32 >is preferably
made from graphite impregnated bearing metal
such as isnow commercially available for clutch
thrust bearings. The ring |32 has an oil throw
rib .|33 around it which assists in throwing off
the escaped oil.
A circular row of shouldered pins |34 are se
cured in the ring |32 and are freely slidable
through holes in .the auxiliary clutch frame 13,
their ends normally -bearing against the end of
the hub .83 of the auxiliary `clutch pressure plate.
The ringgear driving member |'l8 has arim
|35 the outside of which is provided at suitably
` spaced intervals with slots |36 which extend
entirely through the rim. Slots |36 fit over the'
rollers 66 closely but runningly, -whereby the driv
ing member ||8 may shift axially with respect
-to the clutch plate 62 while under load.
A shoulder |38 on the splines |03 secures the
carrier 98against axial movement on the shaft
68. A small bronze washer |39 takes any slight
rearward end thrust which the carrier may have,
the carrier being, of course, balanced against
axial movement between the axially rearward
thrust .on the sun gear and the axially forward 25
thrust on the ring gear. The sun gear needs no
thrust washer inasmuch as it never rotates while
under load. , the same direction but at less speed, and4 if the
A bronze washer |40 _limits forward movement
of the ring gear to the position shown, its rear
ward movement being arrested when the space
|4| is taken up. A thrust washer |42 as well as
the bearing bushing |43 which rotatably sup-_
ports the forward end of the shaft 68 may prefer
ably be made of graphite impregnated bearing
metal. The rear end of the shaft 68 is rotatable
` in a bearing bushing |44 press fitted into the hub
of the transmission output member |45.
. Midway of the partitions 32 and 34 in the hous
ing 30-is the transmission gear set which pro
`1vides an underdrive, a direct, and an overdrive
ratio. The sun gear |46 has a long bearing
bushing |48 press tted therein, the transmissionA
input shaft 68 being runningly tted in this
bushing. A hub |52 extends rearwardly from the
. partition plate 32 and a bushing |54 is press fitted
in_to this hub.' The sun gear |46 and the hub |52
of the partition member are end splined together
at |56 whereby the sun gear 1s positively held
r l against rotation at all times.
The planet pinion carrier of the transmission .
gear. set ycomprises a front bearing member |58
provided with a bearing bushing |60,l and a rear
bearing member >|62 provided with la bearing
bushing |64. Planet pinion bearing hubs '|66 hold
the carrier bearing members axially spacedapart,"
and the bolts |68 and nuts |10 extending through
the carrier bearing members and the pinion
bearing hubs hold the carrier parts together.
Planet pinions |12 having bearing bushings
|14 are rotatable on the bearing hubs |66, the
pinions being in constant mesh with the' sun
gear |46.
The ring'gear |16 is inconstantmesh with
` the planet pinions |12. Its front bearing member
|18 arid its rear bearing member |80 are :secured
to the ring gearv by bolts |82 and nuts |84.
Clearance openings ,|85 make _room for the nuts
and a Wrench to apply same. The front bear
ing member |18 is provided with a bearing bush 70 clutch on the output member has one pair of
ing |86 and the rear bearing member |80 with
a bearing bushing |88. These bearing bushings
enable the ring gear to rotate in concentric re
lationwith the sun gear, but carry no radial load i
except the weight of the several parts.`
' The output member |45 of the transmission
gear set has a rearwardly extending hub |90
rotatable in the ball bearing |92, held in the
partition 34, the front end being closed by the
bearing head |94 secured in place by the screws
|96. The bearing head |94 is provided with av
bearing bushing |98. An end thrust washer |95
limits axial movement. ' `
For convenience in ~further description, the
ring gear |16, its bearing heads |18 and |80, its
bolts |82, and nuts |84 and its bearing bushings
|86 and |88 may be called the ring gear element
and may be broadly- designated as such by the
numeral 200. End thrust washers |91 and |99-
_limit axial movement of the `-ring gear element.
For the same reason, the planet pinion carrier
front bearing member |58 and rear bearing mem
ber |62 with their bearing bushings |60 and |64,
and the planet pinion bearing hubs |66 with their
bolts |68 and nuts- |10 may be called the carrier
20
element, and as such may be broadly designated
by the numeral v202. End thrust washers 20|
and 203 limit axial movement of the carrier ele
ment. .A
Obviously, with the sun gear |46 permanently
held from rotating by the end splines |56 as here
inbefore described, if the ring gear element 200
is rotated, the carrier element 262 will rotate in
carrier element is rotated, the ring gear'element'
30
will rotate in the same direction but at greater
speed. The ring gear element will under all con
ditions, rotate faster thanthe carrier element.
It follows that,- if the input member of the
transmission gear set is connected to the ring
- gear element, and the output member to the car->
rier- element, an underdrive ratio will be pro
vided wherein the output member will rotate
_ more slowly than the input member. _
Converselyyf if the input member is connected
to the carrier element, 4and the output member
tothe ring gear element, an overdrive ratio will
be provided wherein the output member will
rotate faster than the input member. .
On the other hand, if` both the input member
_ and the output member vare connected at the
same time to the same element, a direct drive
will be provided wherein the input member and
output member revolve at the same speed. ` Both
members in this case may preferably be con
50 nected to the ring gear element for then the car- _
rier element merely rotates idly at sub engine
speed as does the countershaft of a conventional
synchromesh transmission during direct drive.
Of course, a direct drive may be had by con
necting the input member and the output mem
` ber both at the same ltime to the carrier element, _
>but in that case the ring gear elementwill rotate
idly at super engine speed, which is less desir
able. . '
_It will now be apparent that, with the single.
planetary gear train, arranged as shown, an
underdrive ratio, a directv drive ratio, and an
overdrive ratio may be had by providing the in
~put 4and the output members each with a clutch
which will, each at its -own proper time, take
hold of one of the rotating element, i. e., ring
gear element or carrier element, and let go of the
' other.
Accordingly, two clutches are provided.- The
pawls normally engaging the carrier element and
a second pair of normally idle pawls which may
become operative above a predetermined vspeed
75 to first engage the ring gear element then release
 2,257,333 _ 5
the first pair of pawls from the carrier element. AThe hub 234,disc 23s,1ugs 24o, 242, and 244 are
The clutch on the input member has one pair preferably integral. . 4
of pawls normally engaging the ring gear ele Radially slidable between each pair of lugs
ment and anot'her pair of normally idle pawls 242 is a centrifugally operative weight 246,
which may become operative above a higher pre shown vin detail perspective in Fig. 6. Each
determined speed to first 'engage the carrier ele weight comprises a body part 248 just wide
ment then release ,the one pair. of pawls from enough to slide freely between the lugs 242 and
the ring g'car element. exactly as thick as the lugs are high. The lips
The clutch which is carried by the output 250 act as stops to limit radially outward move
member, and which functions to shift from an> ment of the weights when the lips engage the
underdrive ratio to a direct drive ratio may be inner edges of the lugs 242 (see Fig. 8). At the
for greater conveniencein further description outer edge tlie'body of the weight is thinner as
called the direct drive clutch and may be broadly at 252 so that this part of the weight may extend
,_ designated by the numeral 204. The other clutch between the rib 208 and the rim 2|4 when the
which is carried by the input member, and which weights are moved radially outward by centrifu
functions to shift from a direct drive ratio to an gal force. A central opening 254 contains the
overdrive ratio, may for a like reason be called spring 256 which reactsv against the lugs 2,44 to
the overdrive clutch and may be broadly desig hold the weight to its inner position. One side
nated by the numeral 206. of the body 248 is notched as at 258 to provide a
To facilitate description of the assembled A20 place for the lug 244 to enter when the weight
views, the parts which cooperate to clutch the moves out.- -
carrier element will be provided with the sub Each weight 246 has >integrally depending
letter c" and those which cooperate to clutch therefrom a pawl control arm 260 (sec Figs. 6
the ring gear element will have the sub-let and 9) having two spring plunger lugs 262 andV
ter "r. 25 264 and two pawl operating lugs 266 and 268.
The` means provided on the ring gear element 'I'he lugs 262 and 264 are bored at 210 and
for the direct. drive clutch 204 to engage com 212 to slidably receive the `spring plungers 214
prises a ridge 208 formed integrally on -the in -and 216 (see Fig. 9). The plungers 214 and 216
side of the ring gear bearing member |18 (see have anges 218 and 280 which are held' against
Fig. 1) having two opposite notches 2|0r cut 30 the lugs by a pawl shifting spring 282. Each arm
clear through the corner of the bearing member 260 has a slot 284 across its front edge and a
(see Fig. 8) and two spiral curves 2 |2r connecting` ring 286, freely rotatable on the clutch frame
the edges of rone notch to the edges of the other. hub 234, has ears 288 extending into the slots.
The two spirals 2|2r comprise a two toothed The ring 286' is not as wide as theweights are
ratchet which for convenience in further descrip thick, a part being cut away to permit a longer
tion may be termed the ring gear ratchet 2|2r. bearing bushing`l86. This weight and ring ar
The meam provided on the carrier element for rangement prevents one'weight 245 being moved
this same clutch 204 to engage comprises a dish outwardly byfcentrifugal force ahead Vofthe '
shaped rim 2|4 extending from the carrier bear other. thereby vpreventing an unbalanced condi
ing member |58 (see Fig.` 1) having two opposite 40 tion which would exist should one weight be
notches 2|6 (see Fig. 10) and two spiral curves momentarily out while the other is still in. -
2|8c connecting the edges of one notch to the Four pawls 290, shown in detail perspective in
edges of the other. 'Ihe two spirals 2|8 com Fig. 7, are freely slidable in the clutch frame 232
prise a two toothed ratchet which may be called between lugs 240 and 242. Since the pawls which
the carrier ratchet 2| 8c. clutch the carrier element and those which clutch
, The means provided on the ring gear element -the ring gear element are exact duplicates, the d
for the overdrive clutch 206 to engage, comprises sub-letters c and r" are not applied in the
a ridge 220 formed integrally with the ring gear detail view Fig. 7. A pawl adapted to clutch
bearing member |80 (see Fig. 1) having two op one .of the elements is merely turned upside
posite notches 222r cut clear through the corner down with respect to the other to adapt it to
(see Fig. 14) and two spiral curves 224r connect clutch the other element. Referring to Fig. 7,
ing the edges of one notch to the edges of the] eachpawl comprises a body part 292 having three
other. AThe two spirals 2241- comprise a two _lugs`i_294, 296, and 298 integral. The lugs 298
` toothed ratchet which may be called the ring f have holes 300 (not shown in Fig. 7) in the one
gear ratchet 224i. The means provided on the ' side forasmall spring 302. The working end
carrier eleme-nt for the same clutch 206 to en .only of eachpawl; that is, the end 304 is nar
gage, comprises a dish shaped rim 226 extending rowed to fit the notches 2 ID?and 2| 6c. The other
from the carrier bearing member |62 (see Fig.- 1) end is merely rounded to` clear the parts sur
having two opposite notches 228C (see Fig. 14) .rounding it.
and two spiral cirves 230e connecting the edges In the assembly of the direct drive clutch 204
of one notch to the edges of the other. 'I'he two (see Figs. 10 and 13), the two pawls 290 which
spirals 230e comprise a two toothed ratchet which are adapted to engage the carrier element ap
mav be called the carrier ratchet 230e. pear closest to the observer with the plain sides
For the direct drive clutch 204 there is pro
of their bodies 282 upward between pairs of lugs
vided a frame 232, shown in detail perspective in 240 and 242', the lugs 294C, 286e and 298 extend- `
l ing downward.
, Fig. 5. Frame 232 has a hub 234 with end splines -
236 which enter spaces between corresponding
The other pair of pawls 280 have their bodies
end splines in the rear end o_f the hubof the
2.92 farthest from the observer and the lugs 294r,
output memberbearing head |94 (see Fig. l). 296r, and `298 extending upward, the ends of the
lugs of'lone pawl touching the body of the other,
The clutch frame 232. therefore must always thereby leaving space between the pawls for the
rotate in unison with the` output member |45. ' pawl control arm 260 of the weight. The springs
At the rear. end of the hub 234 is a disc 238 256 and 282 and the plungers 214 and 216 and
which has extending therefrom a series of guide the ring 286 are preferably assembled with th`e
lugs 240 and 242 and a pair of spring lugs 244. I.l.) weights and the pawls laid on opposite sides of
 21,257,333 _
same direction. The s'ame applies to thetwofring
-the control arms and the whole entered into the gear bearing members |18 and |80. Their spirals
clutchl frame. The small springs 302 may then 2|2i- and 2241- are alike in hand when assem
be inserted in the holes 300 of the lugs 208 where ` -bled as shown but opposite when the members
upon the vclutch will be ready to slide over the are unassembled and their openA ends facing in
hub of the sun gear |46. It will be observed ,
the same direction. . ' v
that when a pair of pawls is assembled in the
frame 232 with their lugs extending toward each As a further difference, the four pawls 290 Fig.
'7, when adapted for the overdrive clutch must
other as described (see Fig. 13) their combined have all lugs extending downwardly from the
thickness will be the same as the height of the body instead of upwardly as shown in Fig. '1.
lugs 240 and 242 on the frame. Also, the height 10 This is a requirement because, in the direct drive
of the lugs 294 and 296 on the pawls (see Fig. 7) clutch'204.- the'notches drive the pawls, and in
is the same as the thickness of the control arm the overdrive clutch, the pawls drive the notches.
260 of the weight. Further, the thickness of _the Furthermore, therdirect drive `clutch normally
body 292 of two pawls plus the thickness -of the engages the carrier but shifts to engage the ring
control arm 260 equals the height of the frame 15 gear, while the overdrive clutch normally en
lugs 240, 242, which is `equal to the thickness of gages the ring gear but shifts to engage the car- V
the weight body 248. `
rier. .
The control arm 260 is therefore always slid- The transmission gear set herein shown and
able between two pawls by the weights, whereby described is substantially contained in my co
the control arm may positively move either of 20
the two pawls to some extent by the'operating pending application Serial No. 239,224, filed Nov.
'1, 1938, and is herein included only because of '
lugs_266c or 266: _acting against the- pawl lugs its close cooperation with. the booster gear and
294 or 294:, and'may resiliently move either of engine clutches- shown and claimed herein.
the two pawls to a greater extent by the spring The long hub |90 of the output member |45
~plungers 214 and-216 acting against the pawl 25 extends rearwardly into the reversing gear ycom
lugs 2961' and ` - ,
partment. vThe reversing sun gear 320 has in-'
The overdrive clutch 206 is substantially like ternal splines 322 which fit corresponding splines4
the direct drive clutch 204 just described, except on` the hub. The tail shaft 324.is rotatably sup"
that it is required to be modified to include a ported at the rear end by the yball bearing 326
resilient detent mechanism which helps to hold 30 held in the bearing head '35, and at the front
the weights at their in position when they are end by the bearing bushing 328 whichv is press
in and helps to hold them at their "out position tted in the rear end of the hub. The larger
when they are out. The reason _why such a de diameter of the tail shaft 324 abuts the rear end
_ tent mechanism is required to control the weightsof the sun gear 320 and thereby prevents the
when they are being revolved by the input mem 35 sun gearmoving axially.
ber and are not required when they are being The/ball bearing is held on the tail shaft by
revolved by the output member willl appear when i the screw 330 acting through intermediate parts
the operation of the mechanism is hereinafter. 332 and y334. The ring gear 336 is shown in
described. Since this clutch becomes operative tegral with the tail shaft 324 but may be made
at a much higher speed than the lunderdrive 40 separately and permanently secured thereto.
clutch, the weights are lighter and the springs The reversing planet pinion carrier 338 is pro
stronger. . . '
vided interiorly with the bearing bushing 340
The transverse section Fi . 14 best .shows the within which the hub of the sun gear 320 may
modifications in the overdrive clutch. The clutch '
rotate.` Integral hollow hubs 342 extend toward
frame has a hub 305 internally splined to t 45 each other to rotatably support the planet pin
over the external .splines 301-of the input shaft ions 344 in constant mesh with both the sun gear
68. The disc 309 carries a series of lugs as be 320 and ring gear 336. The pinions 344 are pro
fore. The four lugs 240 and two of the lugs 242 ` vided with bearing bushings 346 which are ro
are the same as in the direct drive clutch. The tatable on the hubs 342. A carrier rear bearing
other two lugs 306 are made thicker and are 50
drilled for the detent springs 308 and balls 3|0. member 348 is held to the carrier 338 by the
bolts 350. A bearing bushing 352 is press fitted
The body 3|| of the weight is of such width as
to be received slidably between a lug 306 and a into the member 348 and the tail shaft 324 is ro
tatable in the bushing. ` .
lug 242, one edge of the body having two pockets
Near the forward end, the
3|2 and 3|4 to receive the ball 3|0, the rst for 55 grooved for the shifting collar 354. carrier 338 is
the "in position of the weights and the other At theex
treme forward end, the carrier has external teeth
for the Iout position. 356 adapted to t slidably into the internal teeth
A spring 3|6 in a pocket 3|8 and reacting
against a lug 3|9 on the clutch frame, holds the
of the plate 358, the plate 358 being secured to
weights to the in position. The plungers 214 60 the partition 34 by the rivets 360. _The carrier
has also internal teeth 362 adapted to t slidably
and 216 are identical with those in the under
over theteeth of -the sun gear 320.
drive clutch. A forward and reverse shifting fork 3644 (see
The springs 32| are of heavier wire than those
Fig. 16) has two studs 365 extendingradially
of the underdrive clutch but the springs 302 are
identical. The remaining parts of the overdrive 65 into openings in the shifting collar 354. One
clutch .206 are substantially the same both in .
side of fork 364 is swingable on the bearing stud
construction and operation as the direct drive 366 which is screwed into the hub 368 in the
~housing 33. A bushing 310 is press fitted into the
clutch 204. It should be noted, however, that fork and runningly tted over the stud 366. The
the two carrier bearing members |58 and |62 other side of the fork isinternally splined at 312
face in'opposite axial directions, and'therefore, 70 for the external splines of the reversing lever
in order that their spiral curves 2|8_ and 230e
may be'the _same relative to the direction of run 314, which is rotatable in the hub 316 of the
ning, the spirals must be of opposite hand housing 33.
when the two carrier lbearing members are un_- A beveled valve like seat 311 in the outer end
assembled and with their flanges facing in the ,
of the hub 316 and a lcorrespondingly beveled
 2,252,333 7
shoulder on the reversing lever 314 isintended inches, the sun gear 48 teeth on a pitch diam
to prevent leakage of lubricant from the housing. eter of 3.6624 inches, and the planet pinions 12
A detent bracket 318 is held to the housing 33 teeth on a pitch diameterof 0.9156 inch. The
by screws 38|). A detent ball 332 is pressed by a helix angle of the teeth of the booster gear set
1 detent spring 384 into` a seat 336 suitably posi
tioned for forward, neutral, and reverse positions
must be determined in accordance with the size
and engaging pressure of the auxiliary engine
of the lever 314. ` A spring 388 keeps the beveled clutch, as will later appear.
shoulder of the lever 314 against the beveled seat 'I'he ratio through the booster gear set only,
311. . '
is therefore
The lower end of the lever 314 is provided 10
with a hub 330 to which any suitable operating
means may be attached and extended to a posi- .
RTS= -ZEL 1.6666 input revomtions
tion convenient for the operator. to one output revolution.
The -reversing Vmechanism just described is With the engine power and vehicle weight se
shown in my copending application Serial No. lected as 110 H. P. and 3500 pounds respectively,
180,174 and 239,224, led Dec. 16, 1937 and Nov. for illustrative purposes, the rear axle ratio may
'7, 1938, respectively, and is included herein only preferably be 4.666 to 1. The six forward ratios
to provide a complete operative mechanism. obtainable will then be, ' .
Proportion Ratios=booster><transmission>< axle =engine to wheel
20 1 1.666X 1.474 ~ X.
4 666=11.46 to l
While the structure shown may be propor 2 1.666 X 1.000 X4.666= 7.7Bto1
3 1.000 X 1.474 ' X4.666= 6.881201
tional for use with an engine o1' any horsepower 4 1.666 X 0.6786 X4.666= 5.241101
, and with any vehicle weight within reason, some 5 1.000 X 1.000 X4.666== 4.671101
6 1.000 X 0.6786 X4. 666= 3.17 to 1
suggestion as to proportion, and procedurein ob
taining same for a given vehicle, may preferably 25 andthe two reverse ratios `will be,
be given. Ratios=booster>< trans- XreverseX axle =eugine to
If the largest diameter of the clutch housing 1
1 mission wheel
1.000 >< 1.474 x 2.000 ximo-1315i@ 1
26 is taken as ll/2 inches and all other parts 2 1.666 >< 1.474 >< 2.000 ><4.060==22.92.t01
made to the same scale,- the mechanism will be The size of the centrifugal weights which op
suitable for _an engine delivering 110 H. P. at 30 erate the positive clutches in the transmission
3600 >_1-'t. P. M. in a vehicle of approximately 3500 gear box may be made to the scale indicated,
pounds weight. ', ` .
'but the springs associated therewith will govern
In the reverse gear set where quiet operation the vehicle speeds at which these clutches will
and long wear is not the prime consideration, a act. Based on 30 inch wheels a speed of 16
stub tooth design is advisable for strength. The 35 M. P.. H. is _selected for the shift of the clutch
gearing selected is 12-14 stub tooth 20 degree 204 to change the transmission gear set from
pressure angle, straight spur teeth. The ring underdrive to direct, and a speed of 36 M. P. H.
gear has 60 teeth on a pitch diameter of 5 inches, for the shift of the clutch 206 to change from
the sun gear 30 teeth on a lpitch diameter of 21/2
inches and the planet pinions 15 teeth on a pitch 40 direct to overdrive. With these speeds selected,
the springs willnecessarily be as follows:
diameter of 11A inches.
The sun gear is the driver, the ring gear the Springs 25B should be made of .054 inch round
driven, and the carrier is stationary. The ratio, 'wire coiled 1/2 inch pitch diameter, have 14 coils
and a free length of 3.72 inches.
through the reversing gears only is therefore
Springs 282 .should be made of .032 inch round
45 wire coiled % inch pitch diameter, have 24 coils
Tl=g-g=2 input revolutions forward and a free length of ,4.56 inches.
to one output revolution backward. Springs 3|6 should be made of .072 inch round
-For the transmission gear set the gearing se wire coiled 5/8 inch pitch diameter, have 12 coils
lected is 14 pitch, 20 degree pressure angle,'l4 and a free length of 3 inches.
degree helix angle. 'I'he ring gear has 57 teeth 50 Springs 32| should be made of .041 inch round
' on a pitch diameter of 4.196 inches, the sun gear wire coiled % ,inch pitch diameter, have 18 coils
27 teeth on a pitch diameter of 1.988 inches, and and a free length of 2.63 inches.
the planet pinions 15 teeth on a pitch diameter Springs 302 maybe made of .020 inch round
of 1.104 inches. ' ~ wire vcoiled if inch p_itch diameter with such
The ratio through the transmission gear set 55 length and pitch as will provide a stress of about
only, at low speed and before either transmission 2 pounds when in place.
clutch has operated is therefore With springs of the above dimensions, thev
shift back from overdrive to direct will take place
= 1.474 input revolutions at >30 M. P. H. and the shift back from direct
60 to underdrive at 12.3 M. P. H.
to one output revolution, the ratio after the first ._ IThe proportion of the main engine clutch 'l0 ,
transmission clutch has operated will, of course, ` presents no intricate problem. The torque which
be one input revolution to one output revolution, a dry plate clutch of a given diameter and un
and the ratio after the second transmission der a given engaging pressure willtransmit is
clutch has operated will be ' ' Afairlywell established. Having selected the larg-v '
est diameter conveniently contained in the space
R 57 *0_6786 input; revolution available, and determined the engaging pressure
needed to transmit the torque of the engine des
to one output revolution. l ignated, the weights 50 may be readily deter
For the booster gear set the gearing selected mined. They may be found in the instant case
is 16 pitch 20 degree pressure angle and 35 de` .by scaling the drawing. The springs 58 which
gree helix angle. The hand of the internal `_ restrain the weights 53 should, however, be so
teeth in the ring gear should correspond in direc- ' proportioned that they will oppose and prevent
tion to the threads of a left hand nut. The ring the weights applying suiiicient pressure to carry
gear has 72 teeth on a pitchdiameter of 5.4936 the fullengine torque until the engine is revolv
 8 2,257,33;
ing at a speed at which. it can deliver substan low 160 foot pounds (see curve w) which would
tially its full torque. . The springs 58 are so
at once result in the springs 92 overcoming the
proportioned that they oppose the weight~force ring gear thrust and the auxiliary clutch |00
would be engaged. ` ,
to such an extent that, while the clutch rst en
gages with light pressure at 400 engine R. P. M. el Now while the application of the maximum
it does not engagev with maximum pressure un possible torque to the booster ring gear kept the
til the engine reaches a speed of approximately ` auxiliary clutch from engaging,~ and thus kept
800 R. P. M., which makes for amore gentle
thev booster'gear operating up to 3600 engine iR.
P. M., a lesser torquepapplication will keep the
engagement. '
The springs, to balancev the weights to this 10 booster gear operating up to a lesser engine speed.
If, however, the centrifugal weights 15 were
- extent, should preferably be made of .072 inch of conventional design and applied their clutch
.round wire, coiled % inch- pitch diameter with 9 engaging force directly, or through an unvary
coils and have a free length of 2.18 inches. ing leverage, -it would be unlikely that engage
The proportioning- of the auxiliary -engine
> clutch |00 is more involved than that of the 15 mentof theclutch |00 would vever be enforced
main' clutch. Having selected the largest dry against the ring gear thrust at any relatively low
plate which will go inthe space available, vthe speed for the following reason:
engaging pressure which will carry the 4full ltorque' `
Centrifugal force varies with the square of the
of the engine selected is-tentatively determined. lR. P. M.- so that, if the weights 15 were arranged
In the instant case, this will >be around 430 20 conventionally, and were just given enough mass
to~ providev thenecessary 494 pounds force at 3600
pounds. . _ _

To obtain a proper- overlap between shift up engine R. P. M. then the curve u Fig. 20, would
and shift down Ain the booster gear, 'the axial represent the force at less R. P. M. From the
curve u it will be seen that a conventional- weight
thrust of the ring gear ||4 should be about 15% arrangement -which will produce 494poun`ds at
greater than the maximum required _clutch len 25 3600 engine R. P. M., Willat 1200 engine R. P.
gaging pressure, or 1.'15><430=495 pounds._ The M., i. e.,y 1/3 the speed produce only 1A; the force.
helix angle of the teeth is then determined by It is obvious that, at low driving speeds, it would
selecting the nearest even angle which will pro be impossible to eliminate the bo'oster gear with
duce approximately 495 pounds axial thrust when out reducing the applied torque to a value too
transmitting the foot pounds torquel which the 30 low forsuccessful operation. The proportioning
engine can deliver at its maximum H. P. speed. and arrangement of the weight 'mechanism
.In F'ig. 20 of the drawings the curve w showsl shown >obviates the foregoing diiliculty. ' _
the torque curve, and the vcurve v the HI. P. curve Fig. 1 shows aweight 15 in place and in the
of an engine of 110 I-I.v P. at 3600 R. P. M., and clear in position. -A vline drawn through the
while the maximum torque vis seen to be 186 ..35
- hinge pin 16 and the roller 19 which is at the
foot pounds, the torque at 3600 R. P. M. or maxi center of gravity is at an angle of 10 degrees
mum'H. P. point is only 160 foot pounds. yThe
with the transmission axis.
helix angle of the boosterring gear is there When the Weight reaches the clear out po- 4
fore selected at 35 degrees, and the axial thrust ' sition, i. e., when it has shortened the springs
which will occur at maximum H. P. point, that 40
92' to half the length shown, the same line will
is, at 160 goot pounds torque will be 494 pounds. be at an angle of 80 degrees-with the transmis
This axial thrust of the ring gear will be for sion axis. '
ward, i. e.,vtoward the engine. , Obviously, if the weight were allowed to swing
The springs 92 are now so proportioned that out until the above mentioned line was 90 de
when the weights 15 compress them to the short' 45 grees with the transmission axis no amount of
est length, that is, whenthe weights reach the vincrease in .speed would further increase the
"clear out position, the stress in the'eight springs force applied to compress the springs 92. .
will be 494 pounds or just equal to the axial Fig. 19 shows diagrammatically the constantly
thrust of the ring gear H4. The springs 92 diminishing leverage through which the weights
should/therefore _be made of .1-20 inch round wire 50l 15 apply their force to the springs 92 as the
coiled "/ inch pitch diameter, have ve coils ' weights swing outward. The point o represents
and a free length of 1.39 inches. When in place the center of a hinge pin 16. The points a, b,
and with the weights 15 clear in as shown in c, d, e, f, g, and h represent the center of a roller.
Fig. 1 they are 11A inches long and the eight 19 which is the center of gravity of the effective
springs together are under a stress of 90 pounds. 55 mass of the Weight at 10, 20, 30, 40, 50, 60, '10,
When the weights are clear out the springs are and SOdegrees outward movement.
% inch long and the eight together are under a Obviously, since the centrifugal force is radial
stress of 494 pounds. and the force of the resisting springs is. axial',
The weights 15 are now so proportioned that theeective leverage, through which the cen
when they are in their~-clear out position they 60
trifugal force is applied to the spring resistance
will be holding the spring to a % inch length at any point from a to lh will be the
or 494 pounds stress, the mass of the weights
being suchl that they will have the requisite'force cosine
when rotating 2160 R. P. M. which is the speed ' . sine

of the weights when driven through-the booster 65 of the angle with the axis or
gear bythe engine rotating 3600 R. P. M. i. e., the
point of maximum H. P. > , ' ' sine
It follows that if the` maximum torque of the cosine
engine designated were being " transmitted
through the booster gear, and the vehicle speed 70 of the angle with - radius. , .
was. constantly increasedthereby, the 'stress of The radius between `the hinge pin 16 and the
the springs would reach 494 pounds at 3600 R. roller 19> is .770 inch. The diagram therefore
P. M. of the engine and since 494 pounds was ' has tabulated the sines and cosines of the angles
the ring gear thrust at 3600 R. P. Mpany in 10 to 80 degrees times .7'10 inch.
crease in engine speed would lower its torque be 75 The difference between the cosine 10 degrees
l
 2,257,333 9
>< .770 and the cosine 20 degrees ><.770 will of engine R. P. M., however, (see vbottom of chart)
course be the movement of the spring compress the curve t shows that, if the clutch |00 is en
ing plate 86 caused by movement ofthe roller gaged anda sudden spurt of power is needed,
'I9 from a to b. In the table this is .0347 inch. the application of 133 foot> pounds out of the 182
In like` manner the total movement of the plate maximum possible foot pounds at that speed, will
86 is tabulated for each position from a to h. shift down and make available the booster gear.
`From the dimensions representing the move Thus it will` be seen that, if the booster gear
ment of the spring compressing plate, the length is operating, it may be retained by the operator
of the springs with weights at points a to h may by keeping the curve of the torque he is apply
be found. Since the spring lengths are slightly. 10 ing anywhere above the curve s, but that there
different f_or any point when the clutch |00 is comes a time, at 3600 engine R. P. M., when the
engaged than they are when it is disengaged, one engine is incapable of producing torque above ,
column shows the length of the spring when the the curve s and an enforced shift out of the
clutch is operating and the next the length booster gear will occur. This is as it should be,
when the booster gear is operating. >The next for there is no object in retaining a reduction
two columns show the pounds stress stored in the gear in effect after the engine speed can rise no
springs at the several spring lengths. - higher without losing power.
Having the spring stress which the weights The booster gear is forcibly Yeliminated at the
' must overcome to reach any .point a to h and the maximum H. P. point only whenthe engine is
distance from the axis of the transmission to 20 delivering maximum I-I. P. It will be eliminated
each point, and the leverage at lower speeds whenever a lesser torque curve '
cos. angle with axis w is being created and it falls low enough to
sin. angley with axis . cross the curve s going downward.
through which the centrifugal force must act Furthermore, since 433 pounds clutch engag
on the weights at each point, the R. P. M. at 25 ing pressure applied by the springs 92 to the
which the weights will reach any given point clutch, will keep it engaged under maximum or
may be readily calculated. One column shows 186 foot pounds torque, it follows that 216
V the R. P. M. at which the weights reach points pounds pressure or half as much will keep iten
a to h when the clutch |00 is operating and an gaged under half the maximum torque or 93 foot
other column the R. P. M. when the booster gear 30 pounds, and from curve t it will be seen that 216
is operating. . ` pounds will be supplied by the weights when the
From the latter two columns the curves t and clutch is engaged and at a speed as.low as _670
s respectively Fig. 20 are plotted. The curve s R. P. M. Therefore, at 670 R. P. M. the clutch
shows that at 3600 engine R. P.M. the weights may be eliminated in favor of the booster gear
'l5 will stress the springs 92 with a force of 494 ' by the application of 93 foot pounds torque.
pounds while at 1200'engine R. P. M. the weights Stated another way, at 670 engine R. P. M. with
will stress the springs with a force of 252 pounds. . the auxiliary clutch engaged the operator may
Thus at 1200 engine R. P. M., which maybe at drive about 81/2 M. P. H., the transmission gear
9, 14, or 22 M. P. H. depending on whether the 40 set being at that speed still in underdrive, with
transmission gear set is operating in underdrive, half the total/ available H. P. applied without
direct, orl overdrive, it Will be necessary for the eliminating the auxiliary clutch and substitut
operator to apply at least 83 out of the possible ing the booster gear therefor. ' -
183 foot pounds engine torque available at 1200 ` Operation
R. P. M. to prevent an enforced elimination of i
the booster gear. . . The normal condition of the mechanism, that
Curve u shows that, with conventional centrif is, the condition _which exists> when the engine is
ugal mechanism, no shift up out of the booster at rest or4 is idling below 400 R. P. M. is that
gear drive could be had at-1200 engine R. P. M. which is shown in the drawings,'where the cen
unless the torque application was reduced to 17 trifugal weights of the main clutch 10, the aux
out of a possible 183 foot pounds available. Ob iliary clutch |00, and the transmission clutches.v
viously with conventional centrifugal mechanism 204 and 206 are all in their clear in positions
the operator would be unable to rid himself of and the reversing gear set is in neutral. In this
the booster gear even though thev load conditions condition the engine may be run and warmed if
desired.` '
werelight enough toifmake such a course desir-Y
able. ' As the engine speed rises, the clutch 10 rst
When the clutch |00 engages, the engine speed engages and operates the booster gear, which in
will be the same as the Weight speed, and the turn rotates the shaft 68 which in turn operates
engine speed must be taken from the figures at the clutch |00. The weights of the transmission
the bottom of the curve chart Fig. 20. clutches also operate in and out at certain points
_
From -curve t and the iigures at'the bottom 60 in the rise and fall of (the speeds. This limbers y
of the chart it may be seen that, if the clutch up not only the engine but the entire transmis
. |00 is engaged, and the speed of the engine is as sion mechanism. No power- is transmitted be
much as` 1800 R. P. M., the springs 92 will be cause the reversing gear isin neutral.
holding the clutch in engagement with a force `To set the .reversing gear set., for moving the
of about .433-pounds which is near enough the vehicle backwardly, the hub 390 of the reversing
430 pounds tentatively established- hereinbefore lever 314 is moved rearwardly, which draws the
as suitable to enable the clutch to carry the max carrier 338 forwardly and engages the carrier
imum torque which the enginecan vproduce at clutch teeth 356 with `the internal teeth of the
1800 R. P. M. " clutch plate 358. When thecarrier 338 is thus
obviously then, if the clutch lou is once en 'held non-rotative, forward rotation 'of >the sun
gaged, and the engine is rotating above `1800 gear 320 willcause rearward rotation of the ring
R. P. M., the applicationf'c'f- even the maximum gear 336 and the vehicle will move backwardly.
torque of which the engine is capable will not` For all forward driving, the hub 390 of the re
cause a shift down into booster gear. At 1000 versing lever 314 is drawn forwardly, which
pushes the carrier 338 rearwardly until the n
 . 2,257,383 v

ternal clutch teeth. 362 slide overV the teeth of power to a value above the curve t for the then
existing speed and return to rst speed if he
the sun gear 320. has not raised the vehicle speed past 16 M. P. H.
The vteeth of the planet pinions 344, being still If the vehicle speed is exceeding 16 M. P. H.
meshed one third their length into the teeth of
both the sun gear 320 and the ring gear 336, a `v5 and the applied power is suddenly released, the
_ locked up condition is provided wherein the tail
transmission gear will change to direct drive.
shaft/324 must rotate in unison with vthe trans >and the booster gear willbe eliminated simul
taneously. With the transmission gear in di
mission output member |45. -
If the engine is now speeded up past 400 rect drive and the booster gear eliminated, the
engine to wheel ratio is 4.67 to 1. _ .This ratio may
R. P. M., the main clutch 10 engages, drives the 10
be retained by the operator if he increases his _
booster ring gear ||4 which starts revolving the applied power gradually, or, with the transmis
booster sun gear |08 backwardly, which is imme sion remaining in direct drive he may bring back
diately arrested by the roller brake |01, where the booster gear at 16 M. P. H. by applying power
upon the carrier 99 rotates forwardly at reduced
speed. ' '
15 above> the curve t which at 16 M. P. H. in direct
The carrier 99 is secured to the transmission drive is._about 59 H. P. If he thus brings back
_ the booster gear with direct drive in the trans
`- input shaft 68, therefore both rotate at the same _
speed. The input shaft 68 being normally con-' mission, his engine to wheel ratio will be.'7.'l8 to
1. But he may not hold the booster gear effective
`nected by the clutch 206 to the ring gear ele- .
past 41 M. P. H. (3600engine R. P. M.) '
ment 200 of the transmission gear set while the 20 If, however, the vehicle speed is raised, grad
carrier 4element 202 is connected by the clutch ually, without the booster gear, or rapidly with it.
204 to the outputmember |45, both gear sets will to a speed in excess of 36 M. P. H., the transmis
be in series and both operating at reducedout _ sion gear set will shift into overdrive the first
put member speed. This provides low gear or time the applied power is sufliciently lowered to
rst speed and the engine to wheel ratio -will be 25 cause the vehicle to drive the engine. When this
11.46 to 1. - " y
occurs the shift up of the booster gearI and the
Now as soon asI the vehicle starts moving, the The en
_ transmision gears will be simultaneous.
auxiliary clutch |00 starts rotating, whereupon gine to wheel ratio will be 3.17 to 1. Atl 36
the weights 15 start moving out and compressing
vthe engaging springs 92. _'l'here is an unvarying 30 M. P. H. with the transmission gear in overdrive.
the operator may already apply 80 H. P.- with
position of the weights and an unvarying length out shifting back into booster gear. This he
and stress of the springs for `any given vehicle may increase gradually, always keeping it below
speed. ~Whether this stress will engage the aux the curve t as -the vehicle speed increases.
.iliary clutch |00 or not depends on the 'forward l
axial thrust of the booster ring gear |I4. If this 35 If, however, he is not content with the ac
thrust is zero, as for instance when the vehicle celerationobtainable with the 3.17 to l ratio, he
may suddenly apply power above the curve t and
is allowed to start itself on a steep down grade, booster g r will be momentarily returned giv
the clutch |00 will engage immediately follow ing an e gine to wheel ratio of 5.24 to 1. This
ing the beginning of vehicle movement. booster ratio may then be employed to raise the
This is important, for, it insures engine brak- 0
vehicle speed to not exceeding 61 M. P. H. (3600
' lng under any and all circumstances even when engine R. P. M.) when booster gear will be forci
the engine is dead or idling and the main clutch > bly eliminated. It may of course be voluntarily
10 is disengaged. It also permits the engine to - eliminated at any speed by allowing the torque
be started when the- battery is dead by pushing curve _w to drop below the curve s.
the vehicle. Oi course, after the engine is ro- 45 'I'hus it willj be Vseen that `for a given speed.
tated through the auxiliary clutch |0l0 by vehicle the auxiliary clutch |00 develops a given clutch
movement to a speed of 400 R. P. M. or more,l engaging pressure and stores it in the clutch
` the main clutch "10 will automatically engage. engaging springs 92. Likewise- for a given ap
If, on the other hand, a start is being made plied torque,- _the booster ring gear ||4 provides
against vehicle resistance as is substantially al- 50' an axial thrust which transmits through the pins
ways the case, then the booster ring gear will . |34 to oppose the clutch engaging force of the
thrust forward in proportion to that vehicle re. springs. When the spring force outweighs the
sistance to oppose auxiliary clutch engagement, thrust, the booster. gear is eliminated. When the
l ` -and itsengagement willl be proportionately de 5 applied torque exceeds the clutch carrying ca.
._layed. ' pacity at the then existing speed, the booster
In starting from a dead stop, the transmission gear returns to operative condition. When the
gear set will alwaysbe coupled for underdrive. l booster gear is operating, it assumes the axial
By consulting chart Fig. 20,`it may be seen that location shown in the drawings. When the aux
[with the transmission gear in underdrive, a speed iliary clutch engages,l the booster gear is free
of 5 M. P. H. may be reached without engage- 60
ment of the clutch |00 and consequent elimina _tomove into the space |4| and permit free
clutch engagement because the sun gear |08 is
tion of the booster gear, if the operator is ap _ now revolving freely forward and does not serve
plying at least 33 out of a possible 110 H. Pi as a reacting member to thrust the ring gear
If, at 5 M. P. H. he is applying less than 33 H. P. axially. _ _ - '
or purposely drops his torque to less than this _65
value, the torque curve w will fall and cross the _ ~The transmission gearing contained in the
curve s and the booster gear will be eliminated
housing 30 and the reversing gearing contained
and the engine to wheel ratio which was 11.46 in the housing 33' have been heretofore shown
to 1 will now be 46.88 to 1._ He may-- now con- _ in my copending application Serial No. 239,224
tnue at this ratio up to but not beyond 28 M. P.- H. 70 filed Nov. .7, 1938, and are here illustrated and
(3600 engine R. P. M.) by gradually increasing described because of their close cooperation with
the applied power. Ifhe exceeds t28 M. P. H. the novel features herein disclosed. The man
a shift up outof booster gear will be involun ner in which the transmission and reversing gear:
` tary. operate ~is therefore preferably described herein
He vmay also suddenly increase the applied 75 'I'he transmission input shaft 68 drives thi
 2,257,333 1 .1
ring gear element 200 of the transmission gear carrier. It may not, however, rotate faster than
set forwardly by the pawl ends 304x (see Fig. 14) the ring gear nor slower than the carrier. It
which are normally in the notches 222, of the i follows that, if the engine power is reapplied
ridge 220 (see Fig. 1), the pawl ends 304r being too soon, that is, when ratchetng has just begun,-
driven by the clutch frame 309 which is splined U1 the carrier catches up to the output member and
on the input shaft. Since the sun gear M6 is drives it with a one way ratchet drive, whereas
permanently fixed against rotation, th'e carrier before the shift started it drove it With a two
element 202 will rotate forwardly at less speed way drive. If, however, after'ratcheting begins,
than the ring gear element, the ring gear ele the operator waits one or two seconds- until the
ment revolving 1.474 turns to one turn of the car 10 drop in engine speed slows the ring gear down
rier element. to that speed which the carrier had before, the
The carrier element 202 drives the output mem ring gear pawl ends 304i- will drop into the ring
ber |45 by the carrier notches 2I6c (see Fig. 10) gear notches 2I0r and theshift from .underdrive
cut in the carrier rim 2|4 (see Fig. 1) which are < to direct drive will be completed. '
normally over the pawl endsA 304e, the pawls 15 When the- ends 304r of the ring gear pawls
being held in the clutch frame 232 which is end thus drop into the notches `2I0f, the ring gear
splined at'236 to the output member head i94. lugs 294r will necessarily act against the carrier
Obviously, the input member normally revolves ' lugs 296e and the carrier pawl ends 304C will be
1.474 turns to 1 turn of the output member, the drawn completely from 'their half out ratcheting
' pawl and notch drive being such that there is 20 positionsto fully disengaged positions. In short
no overrunning. For engine braking 4when de the lugs 294 and 296 ofv Fig. 7 are so placed that l
scending steep hills, the normal connections de the carrier and ring. gear pawls may never both
scribed produce a ratio which is equivalent to be even slightly entered in their notches for
second gear of common practice. ` positive drive at the same time. To enable one
At 16 M. P. H. the weights 246 have generated 25 pawl to start in its positive drive notch, the other
enough centrifugal force to start moving out must be out. - ,
Wardly and do in fact move halfway out at this ' Fig. 11 shows vthe direct drive clutch> 204 in
speed, so that thev pawl operating lugs 266e en- . the transition period. During this period, the
counter the pawl lugs _294e whereupon the weights clutch frame and pawls, being secured to the out
stop when half way out because they can not put member, maintain a -constant speed due to
pull the carrier pawl ends 304e out of the notches vehicle momentum. As the engine speed falls, 1
2|8c against the frictional- resistance between the ring gear ratchet 212i rotating raster than the
the pawl and notch caused by the pressure due f ring gear pawls 304i- ratchets over them, while
to the torque load being carried. If, however, >the carrier ratchet 218e rotating slower than the
the operator inadvertently or purposely momen ,carrier pawls 304e ratchets overthem. Fig."1l
tarily releases the applied power'to lessen the " shows the condition of-the mechanism at'the
pressure between the pawl ends and the slots, instant the driving eiortwas sufliciently released
lthe weights will move the other half of the way and the weights 246 moved clear out. It will
out, as in Fig.A 11,and in doing so, the lugs 266e be seen that the pawl operating lugs 266C of the
- actingragainst the carrier pawl lug 294e will draw 40 weights have acted against the carrier pawl lugs -
the carrier pawl ends 304e half of their ultimate 294C and have thereby drawn the ends of the
travel toward disengaged position, that is, when carrier pawls 304:from the two way drive posi~ '
the weights move the second half of the weight tion Fig. 10 to the ratchet drive position Fig. 11.
travel they move the pawl ends 304C the rst With the same movement, the weights have put
half of the pawl travel. ' i the springs 282 in compression and applied their
The ring gear pawl ends 304r are now urged stress through the plungers 214 and the lugs
toward engaged position in the notches 2|_0r by ' 296r to urge the ring gear pawls 304r toward
the now compressed springs 282, acting against engagement in their notches 2I0r.
the plungers 214, which in turn act against the In Fig'. 11 the heels of the carrier pawls 304e
ring' gear pawl lugs 29Er. The ring gear pawls are just about to allow the two toothedV carrier '
may, however, move only halt of their ultimate ratchet 2|8c to'move slower than the pawls by
travel because then the ring gear lugs 296! will ratcheting, and the toes of the ring gear 4pawls
have caught up to the carrier lugs 294C which 304r are just being passed by the more rapidly
themselves have moved only half the total travel. moving notches 2|0r of the ring gear ratchet
The result i's that the carrier pawls 304e are 2I2i~. 'I'he lugs 298 of the pawls are so spaced- p

vnow located with their heels out oi' their respec
tive notches but not their toes, so that instead
of the carrier pawls being engaged with a positive
twoway drive, they are engaged with a one way
ratchet drive, and while the ring gear pawls .304r (il) when the pawls are in the condition shown in
are tensioned to enter full depth into their notches
2|0r they are at present limited to entering
halfway to the ratcheting position only because
the lug 296x will encounter the lug 294e.
At the instant this one way ratchet drive begins'
, the ring gear is rotating 1.474 turns tov 1 of the
carrier which is, of course. 1.474 turns of the two
tooth ratchet 2 I 2f, to 1 turn of the pawl ends 30h
which are spring pressed against the ratchet as
it rotates. During this transition periodw'herein
the' output member is' disconnected from the
carrier element and ultimately connected to the
ring gear element, the double ratchet drive al
lows the output member to rotate at any speed
between that of the ring gear and that of the
that when the highest points' of both ratchets
2|21~ and 2|8 pass overthe `toes of their respec
tive ratchets 304r and 304e, th lugs will not come
quite together. Lugs 298 will be farthest apart
Fig. 10 or 13. The small springs 302 always urge l
a carrier pawl anda ring gear pawl apart until
they arestopped by a lug 296e abutting a lug
294 that is, the position> shown in Fig. 13,
whereupon the chordal measurement across the
pawls is just enough to prevent both pawls
entering a positive drive notch at one and the
same time. The small springs 302 are, however,
only concerned with spreading the pawl ends
304e and 304r apart. y'I'hey are not concerned
with which direction, with respect to the ratchets,
rthey go.
Because the weights are now in the out posi
tion, the heavier shifting springs 282 are also
at the maximum stressed condition and these
 1 2 '_' l _ , , . 2,257,338
_

springs are acting only against the plungers 214 as the engine speed is let down that amount to
andfllugs 296i. Their full pressure is therefore cause the shifts .

`being exerted to force the pawl ends 304x into _ When the weightslose 33% of their speed, they
the notches 2|0r. v ' _ . _
lose 57% of their centrifugal force, 'since the
They will do so as soon a's the ring gear drops force is in proportion to thesquare of the speed.
to the output member speed, at vwhich time the It follows that some provision must be made to
notches 210i and pawl ends 304i are synchronized. assist the centrifugal force which is left after the
The lugs '284i- and 296i- Ion the ring gear pawls shift to hold the weights out, otherwise the in
._(see Fig. 13) .will act against vthe lugs 294e and stant the transition period was complete the
_ 296e of the carrier pawls, whereby entrance of 10 weights would move back in. This assistance is
the ends'304r of the ring gear pawls into the posi ' provided by the detent mechanism comprising
tive drive notches 2I0r may not take place until the spring 308 ~and ball_3l0 together'with the
pocket 3|2. _ '
the ends 304e of the carrier pawls are drawn far
enough out of the notches 216e to break the posi At 36 M. P.' H., the weights 3| l, Fig. 1'4, gen-_
tive drive. 15 erate >80 pounds outward force. 'This will over
When the shift from underdrive to direct drive come the main springs 316 having 52 pounds re
- is completed as above explained, the direct drive sistance, compress the shifting springs 32| hav
clutch 204 will appear as in Fig. 12, where the ing 14 pounds resistance plus 14 pounds resist
weights are still being held clear out by _centrifu ance offered by the deteritmechanism 308, 310,
gal force, against the stress of the main springs 20 3I2. When the weights move out, the stress of
256. 'I'he shift from carrier pawl engagement the main springs 316 increases from 52' pounds to
to ring gear pawl engagement has relieved the 62 pounds. After the _shift up, in order to shift
stress of the shifting springs 282 as well as the back down, the. main springs of 62 pounds must
small springs 302. compress the shifting springs, of 14 pounds, over
Now in order that the weights could move out, 26 come 'the detent mechanism of 14 pounds, which
they had to stress both the main springs 256 and leaves only (i2-28:34 pounds'which must be
the shifting springs 282 which required a cen sustained by the centrifugal force, that. is, it
trifugal force of about 32 pounds-H3 pounds=40 takes 80 pounds centrifugal for'ce to force the
pounds. After the weights are out, the main weights out, but only 34 pounds centrifugal force
springs are shorter and their stress is increased 30 tov hold them out after they are out.vr l
to 36.6 pounds, but the shifting of the pawls has By calculation it may be found that with the
relieved the _centrifugal force from having tov overdrive clutch 206 engaged, the vehicle speed
stress the shifting springs. Now when the main must still be reduced as low as 30 M. P. H. before
v springs move the weights back in, they must not a shift down from overdrive _to direct will take
vonly overcome the centrifugal force but must re 35 place. Thisoverlap of 6 M. P. H; is adequate
` stress the shifting springs. It follows that the to prevent too frequent shifting. .
centrifugal force of the weights must be It is not intended that the operator of a ve
S24-8:40 pounds before they move out, and be hicle having the herein describedA transmission
' reduced to -36.6--7.2=_29.4 pounds before they mechanism must necessarily pay any attention
will move backl in. . . _ 40 to the ratio. in effect, because in normal driving,
By calculation it will be seen that, although . the power application is quite frequently varied
the weights will move out at 16 M._ P. H., they unconsciously to an extent sufficient to cause the
will not move backlin until the vehicle speed has vehicle to drive the engine for an instant, and
f fallen to 12.3 M. P. H; This overlap is necessary
i' to` -prevent too frequent shifts should the operator whenever this occurs, if the transmission' gear
be maintainingan almost >constant vehicle speed set is not connected for the most desirable ratio,
`Vapproximately the shifting speed. _
the change to the- most desirable ratio will take
place without the operators knowledge. Inter
~ As long as the direct drive clutch 204 remains
mediate the time of the changes in the gearing
iin-~ the conditionshown in Fig.' 12, the output the booster gear will operate to increase or re
'member `will be connected yto the ring gear ele 50 duce the overall ratio as speed and load condi
`-.1ment, and, sincethe input member is normally tions require. '
"'lfconnected'to the ring gear element, la. direct drive
' fratio is in effect, wherein both input and output Thus, any time and with any transmission gear
-~ members are connected tothe ring gear and the ratio effective, a- reduction in ratio may be had'
'carrier isconnected to neither but merely rotatf 55 through the booster gearby the application of
~ ing-idly at' -less than engine speed.l '_ heavy power against heavy vehicle resistance if
'JU-After a speed of '36 M. P. H. is exceeded in dl the engine speed has not at -that time reached
f"rect' drive, thevoverdrive clutch 206, shown in its a value which is too near its maximum, in which
*f normal c_ondition'in Fig'. 14_may be shifted up case the 'engine could not increase its speed suffi--
fin the same manner as explained relative to the ciently to drive the vehicle at the then existing
>`_directjdriveclutch 204. The clutch frame 309 is speed through any lower ratio.
rotated by the input member and the rlnggear , Engine braking will always be had at engine
' '_"v'g'pawls"_304il are- normally in ring- gear notches to wheel ratios of 6.88 to 1 if the 'speed is below
2'2r`, but, yupon shift up, the carrier pawls 304e 16 M. P. H., 4.67 to 1 if the speed is _below 36
:__will enterthe notches 226e. Thesame ratcheting 65 M. P. H., and 3.17 to 1 if the speed is above 36
' wilitakeplace in the transition period.. _ M. P. H.
_ Thereis, however, _a difference between the op Claims in this application are conned to the
eration ofthe direct drive clutch 204 'and the mechanism within the clutch housing 26 and
-overdrive clutch 206, in that, during the transi booster gear housing 29, claims to the transmis
tion period of _the direct drive clutch 2_04, the 70 sion gear being made in my copending,r applica
weights, _being rotated by vehicle momentum do tion Serial No. 239,224, filed Nov. 7, 1938, and
notlose any substantial speed, while during the _ hereinbefore mentioned. Inl the claims herein
transition period of the overdrive clutch, the _ presented, the member H8 may be taken as the
weights, being rotated by the input,> member at input member and the, shaft 68 as the output
engine speed will lose about'33% of their speed 75 member. The clutch 10 may be referred to as
 2,257,338 13
the main clutchv and the clutch I 00 as the aux to be stressed by said centrifugal means more or
iliary clutch. ' less as the output member speed rises and falls,
I claim; " means for applying the stress of the resilient
1. In a- power transmitting device, an engine, means to the engaging member to urge move
. a gear set having input and output members, a ment into engagement, and helical teeth on said
clutch engageable for connecting the input mem gearing operative by the torque load carried'
ber to the engine, a second clutch engageable for thereby to shift axially to apply pressure against
connecting the output member to the engine di and oppose movement 0f said engaging member
rectly and irrespective ofwhether the rst clutch to eiiect engagement ofthe second clutch.
is engaged . or> disengaged speed responsive 10 6. Power transmitting mechanism comprising,
means _carried by the engine and operative at en in combination, an engine, a gear set, a pair of
gine speed for engaging the rst clutch, a second dry plate clutches, 4an oil tight housing surround
speed responsive means carried `by the output ing the gear set, a separate housing surround- y
member and operative at output member speed ing the clutches, an input and an output member
for engaging thev second clutch, and means re for the gear set both extending/from the gear
sponsive to torque load received by said gea-ring housing into the clutch housing, one of said
from said engine through said first clutch opera Y clutches being carried by the engine and the
tive to oppose said second speed responsive means second by the output member and operative re
engaging said second clutch. spectively to connect the engine to the input
2. In a power transmitting device, a power 20 member ~and the output member to the engine
source, driving and driven members, a gear set each independently of the other, torque sensitive
for connecting the driving and driven members means associated with said gearing and having a
for reduced speed, at least one gear being secured force proportionate to the load on said gearing
to the driving member, means for connecting and means for applying said force to said second
thedriving membervto the power source, a clutch 25 clutch to cause said second clutch to remain dis
engageable for connecting the driven member to engaged. .
the' power source directly and independently of '7'. In a power transmitting device, the com
its connection through said gearing, speed re bination ot an engine. a gear set, a pair of dry
sponsive means rotatable by the driven member plate clutches, an oil tight housing surround
for engaging said clutch, and torque responsive 30 ing the gear set, a separate housing containing
means including means on the driving member the clutches, an input and an output member for
gear acting against the engageable member of the gear set both extending fromthe gear hous
said clutch to keep it disengaged. ing into the clutch housing, one of said clutches
3. Power transmitting mechanism comprising, being carried by the _engine and the second by
an engine, a gear set having input and output a5 the output member and operative respectively to
members, a speed responsive clutch on the en connect the engine to the input member and the
gine operativesby engine speed to connect >the output member_to the engine each independ
engine to the input member, a second 'speed re ently of the other, speed controlled means oper
sponsive clutch on the output member operative ative to urge engagement of the second said
by output member speed to connect the output 40 clutch, torque controlled means on the gearing
member to the engine directly and independently in the gear housing, and means extending from
of whether the first clutch is engaged or disen the` torque controlled means to the second clutch
gaged, and helical teeth on one of said gears j in the clutch housing and eiective in proportion
operative by torque load received from said en to the torqueload carried by the gearing to op.
gine through said rst clutch to create an axial 45 pose engagement of the second clutch.
thrust and transfer it'to the engaging member 8. The combination in a power transmitting
ot the second said clutch, thereby to 'resist en ' device, of anlengine, a gear set having an input
gagement in proportion to the torque being member and an output member, means for con~
transmitted. y necting the engine to the input member, an oil
4. Ina power transmission mechanism, a power tight housing surrounding said gear set, a clutch
__source, driving and driven members, a gear set housing, said output member extending from the
for connecting the driving and driven members gear housing into the clutch housing, a dry plate
for rotation at diiIerent speeds, at least one gear clutch carried'by the output member in the clutch
beingl secured to the driving member to rotate ' housing, operative to connect the output member -
. therewith, 'meansNIor connectiing the driving 55 to the engine independently oi.' the means'for
member Vto the power source, a clutch engageable connecting the engine to the input member, a
for connecting the driven member to the power centrifugally operative device vrevolvable at out
source directly and independently of its connec put member speed for engaging saiddry plateV
"tion through Said. gearing, `speed responsive ' clutch, and helical teeth on one of the gears oper
means rotatable by the driven memberl at driven ative to thrust said gear axially in proportion t0
member speed for; engaging said clutch, and its load, and -means moved by said thrust fromI
helical teeth on the driving member gear adapted said gear housing into said clutch housing opera
under gear load to thrust said driving member -tive to oppose engagement of said dry plate
gear axially to hold the engaging member of clutch. i
said clutch from'moving to engaged position. 65 9. A power transmitting device comprising, an '
` 5. The combination, in a power transmitting engine, a clutch housing, a gear housing, a gear
- mechanism. of an engine, a gear set having an ` set in the gear housing >having input and output
input andan output member, a. clutch responsive members both extending from the gear housing
to engine speed for connecting the engine to into the clutch housing, an engine flywheel in
the input member, a second` clutchy on the output 70 the clutch housing, a dry plate clutch for con-`
member having. an engaging member movable necting the ilywheel to the input member, asec- -
to connect the output member directly to the _ ond dry plate clutch for connecting the output
engine independently of `whether the rst clutch member to the flywheel, independently of .wheth
isengaged or not, centrifugal means on the sec er the ilrst clutch is engaged or not, a resilient
ond clutch, stressible resilient means operative 75 means stressible to urge _movement of the en
14 2,257,333
.
.
i

gaging portion of the second said clutch to en
gaged position, centrifugal weights rotated at
output member speed for stressingsaid resilient
means more or. less as the speed rises or falls,
and torque controlled means comprising one of
the gears having helical teeth and space for axial
movement under load in the gear housing with
means extending from the gear housing into the
to the engine independently of the main clutch
means, resilient means for urging engagement
of the auxiliary clutch. and'torque controlled
means, operative by and in proportion to thel
reaction .of the gearing under load _and extend
ing from said gearing to said resilient means
to control engagement of the auxiliary clutch by
said resilient means. _ ' '

clutch lhousing whereby said axial movement 14.- The combination of an engine and a gear
may hold said engaging portion'from moving to set comprising a ring gear, a sun gear, planet
engaged position irrespective of the movement of pinions in mesh with both gears, a planet pinion
the weights or the degree of stress of the springs.- carrier, and a one way brake for holding the sunv
10. In combination, an engine, an engine iiy gear against backward _rotation only, with main"
wheel, a gear set, an oil tight housing surround clutch means for connecting the engine- to the
ing the gear- set, a separate clutch housing sur ring gear, an auxiliary clutch for connecting the
rounding the flywheel, Van input member and an carrier directly> to the engine independently of
output member both extending from _the gear the main ~clutch means, resilient means normal
housing into the clutch housing, a normally~ dis ly inoperative to engage the auxiliary clutch but
engagedv dry plate clutch carried by> the flywheel adapted to be stressed and applied to the en
'within the clutch housing adapted upon engage 20 gaging member thereof to eiect its engagement,
ment to connect'the flywheel to the input mem Aa speed responsive means rotatable at carrier
ber, a second dry plate clutch carried by the out speed for stressing the resilient means more or
put member within the clutch housing adapted less as the carrier speed rises and falls, and a
upon engagement to connect the ,output member torque operated member responsive to load car-.,
to the ilywheel, centrifugal means for engaging ried by the gearing, extending from the gearing
the. i'lrst clutch, a resilient- means capable of be to the engaging member of the auxiliary clutchA
ing stressed andapplid to a movable part of the"y to oppose its engagement by the resilient means
second clutch to effect engagement, a centrifu-l in proportion to the power being trarsmitted.
gal means driven at output member speed and 15. The combination of an engine and a heli
adapted to vary the stress of the resilient means 30 cal toothed gear -set comprising an axially shift#
as the speed of theoutput member varies,A and able ring gear, a sun gear, planet vpinions in mesh
control means which includes one of the gears with both gears, a planet pinion carrier, and a
having helical teeth and space to move axially one way brake for holding the sunv gear against
in the gear housing with means extending from backward rotation, with a main clutch for con
said gear within i said gear housing into said necting the engine and ring gear, an auxiliary
clutch housing and to said movable part, where clutch, having an axially movable engaging
by the second clutch is urged to remain out of member, for connecting the carrier directly to
engagement in proportion to the` torque load car the engine independently of the .main clutch,
ried by said gear and urged >into 'engagement in spring means normally inactive but adapted to
> proportion to the stress oftheresilient means. 40 be stressed and applied to the axially movable
11. The combination of an engine `and aj gear engaging member to effect engagement of the
set- comprising a sun gear, la- second concentric auxiliary clutch, a centrifugal weight rotatable
' gear, planet pinions in mesh with,l both gears, a at carrier speed for stressing the resllientmeans,
planet pinion carrier, and braking means for said weight being hinged near one end, the other .
holding the sun gear against backward rotation, 4 end being swingable outwardly, the body of the
with means for connectingL the second gear to weight extending- nearly parallel with the axis
the engine, a clutch forvconnecting the _carrier in the inner position and nearly right anglesl
directly to the engine independently of the sec with the axis in the outer position, an axially
ondv gear connecting means, means to engage said ` movable spring stressing member having a work-4
clutch, and means operative by reaction of the ing surface in a planeat right langles to the axis,
gearing in proportion to the torque load carried means secured to the weight near the free end
extending from said gearing `to said clutch to bearing against the said working surface whereby
hold it in disengaged position. a given amount of centrifugal force will exert
12. In a transmission mechanism, the combi a >greater axial force on the spring stressing
nation of an engine and a gear set comprising member when the weight is near the inner posi
a sun gear, a ring gear, planet pinions in mesh >tion than when it is near the outer position, and-
with 'both gears, a planet `pinion carrier and a means connecting the- axially'rnovable ring gear ,
means for holding the sun gear against back and the axially movable clutch engaging member
ward rotation, with >means for connecting the whereby axial movement of the ring gear u_nder
ring gear to the engine, and a clutch for con 60 load will oppose and prevent engagement of the
necting the carrier directly to the engine inde-_ -auxiliary clutch until the axial, force of the
pendently of' its connection to the ring gear, spring exceeds'the axial force of the ring gear.
means for engaging the clutch, and helical teeth 16. In a power transmitting mechanism, an in
on the ring gear operative to shift said gear` ax put member, an output member, a `clutch for con-a
ially under gear load into a position to hold the 6.5 necting said members directly, a sun gear, means
engaging member of said clutch in disengaged to hold said sun gear -against backward rota
position. l' ' " '
tion, a ring gear concentric with the sun gearv
13. The combination of an engine and a gear A' adapted to be rotated by the input member, a
-set -comprising a sun gear, a second gear con planet pinion carrier on the output member,
centric therewith, planet .pinions in mesh with 70 ' -planet pinions on said carrier in mesh with both 1
gears, normally inactive spring means adapted to .
_ `bo'th gears, a planet pinion carrier, and a one way
v'brake for holding the sun gear against backward be compressed and'applied to'theclutch to effect
rotation only, with a main'clutch means for con `~ engagement, centrifugal. weights rotatable by
' nectingthe engine tothe second/gear, an aux-' said- output memberand hinged tol swing out- -
iliary clutch for connecting the carrierdirectly 75 Awardly to different angular positions, _leverage
 2,257,333 15
means between said weights and springs whereby put member, a clutch for connecting the output
the ratio of outward movement of the Weights v member to the engine directly and operative in
to the shortening of the springs is always dependently of the input member clutching
sine means, said clutch having a movable clutch en
cosine gaging member, a resilient means adapted to be
stressed and applied to said movable member vto
of the angle with a radius, helical teeth on the eiect clutch engagement, a centrifugal weightv
ring gear adapted to force it axially under load, hinged away from its centerfof gravity to said
and means extending 'from the ring gear to the clutch and adapted to swing outward until a line
spring means to oppose said spring means en 10 drawn through two points representing its hinge
gaging said clutch.
and its center of gravity is nearly radial and 'to
17. The combination of an engine and a helical swing inward until a line drawn through the
toothed gear set comprising a sun gear, a ring
same two points is transverse to the said radial
gear shiftable axially under load,rplanet pinions line, a stressing member movable in the general
in mesh with both gears, a planet pinion carrier, direction of the said transverse line to stress the
means to hold the sun gear from rotating back resilient means, means secured to said weight
, \wardly, a main dry plate clutch for connecting substantially on said line operable against a sub
the engine to the ring gear, an auxiliary dry stantially radial'surface of the stressing'member,
plate clutch for connecting the carrier to the whereby the radial centrifugal force of said
engine independently of the main clutch, a hous 0 weight at any angular position in its travel will
ing surrounding the gear set, a separate housing have a transverse stressing component of
surrounding the dry plate clutches, means to en
gage the main clutch, means to engage the aux sine
iliary clutch comprising a movable clutch engag cosine
ing member, a spring adapted to be stressed and 25 of the angle with a radius, and means responsive
applied to said member to move it axially to ef to torque load on said gear mechanism extending
Iect 'clutch engagement, a centrifugal weight, y from said gear mechanism to said movable clutch
hinged to said clutch at a point on theweight engaging member to restrain its movement by
away from its center of gravity, normally'having said stressed resilient member.
an inner position such that a line drawn through 20. Power transmission mechanism comprising
two points representing itsffihinge center and its a driving member, a driven member, a clutch for
center of gravity will be nearly parallel to its axis y connecting said members directly, a sun gear,
of rotation, said weight being swingable on its means to hold the sun gear against backward ro
hinge toan outer position where said line is near tation, a second gear concentric with the sun gear
_ ly at right angles to said axis, an axially movable 35 adapted to be rotated by the driving member, a
sprixig stressing member havinga working sur planet pinion carrier on the driven member,
face at .right angles to the axis, a roller on said,l planet pinions on said carrier in mesh with both
weight at or near said center-ofA gravity, adapted gears, speed responsive means for engaging the .
to roll on said surface as the weights move out- i clutch, ari/d torque responsive means comprising
wardly to move said stressing member axially to 40 helical teeth on the concentric` gear and pinions
stress said spring, whereby the radially outward adapted, under load to move axially and oppose
centrifugal force of said weight at any angular engagement of said clutch by said speed respon
vposition to which it swings will havev an axial sive means. , .
spring compressing component of 21. In combination with a power unit, a
cosine 45 planetary gear-set comprising, a sun gear, a driv
sine
ing gear, a planet pinion in mesh with both
gears, a driven planet pinion carrier, means for
of the angle with the axis, and means extending~ retarding sun gear rotation, a clutch for connect
from the axially shiftable ring gear to the mov ` ing the'driving gear to the power unit, a second
able clutch engaging member and operative by clutch for connecting the carrier directly to the
torque load on said ring gear to oppose move power unit independently of the rst clutch,
ment o! said engaging member thereby to re automatic means for moving the second_clutch
strain said spring from effecting auxiliary clutch to engaged position, torque sensitive means on
engagement. Y - ` '

said gearing, and means operative by load on said

18. Power transmission-mechanism comprising, torque sensitive means to move said second
an input member, an output member, a clutch for 55 clutch to a disengaged position.
connecting said members directly, a sun gear,v 22. The combination with a motor, of planetary
means to hold the sun gear against backward ro gear mechanism comprising, a sun gear, a driving
tation, a ring gear concentric with the sun gear gear, planet pinions in mesh with both gears, a
adapted tobe rotated by the input member, a driven planet pinion carrier, means for arresting
planet pinion carrier on the output member, 60 rotation of said sun gear, a clutch for connecting
planet pinions on said carrier in mesh with both the driving gear- to the motor, means drivably
gears, resilient means normally incapable of en connecting said driving gea?and clutch whereby
gaging said clutch but adapted to be stressed and said driving gear -may move axially while being`
applied to said clutch to engage it, speed respon rotatably driven, torque sensitive means includ
sive means for stressing said resilientn means ing means on the driving gear for moving it
more or less as the speed rises and falls, and axially, a second clutch engageable for connect
torque responsive means comprising helical teeth ing said carrier directly to the motor independ
on the ring gear and pinions adapted to move ently of the iirstclutch and adapted to be held
said ring gear axially under load to obstruct oper- 70 in fully disengaged position by axial movement
ation of said resilient means to effect clutch en of said driving gear under torque load thereon.
gagement. 23. The combinationwith a power source oi
19, The combination of an engine and gear , a planetary gear mechanism comprising a sun
mechanism having input and output members, gear, a concentric driving gear, planet4 pinions
clutching means connecting the engine to the in- 75 in mesh .with both gears, a driven planet pinion
 16.'
carrier, means to hold the sun gear against back members directly and independently of said gear
ward rotation, a clutch for connecting the driv A ing, said clutch comprising, an axially movable
ing gear to the power source, 'means interposed clutch engaging member, a resilient means
between said driving gear and clutch whereby adapted to be stressed and applied to `said mem
said 4driving gear may move -axially while being ber to move it axially to effect clutch engage
rotatably driven thru said clutch, a second clutch ment, a centrifugal weight hinged to said clutch
for connecting the carrier to the power source at a point on the weight away from its center
directly' and independently of the rst clutch. of gravity normally having aninnerposition such
means to engage the second clutch, andhelical that a line drawn thru,two points representing
teeth on the driving gear operative to move said 10 its hinge center and its center of gravity will be
driving gear axially under load, and means in ` nearly parallel to the-axis of rotation, said weight
terposed'between said driving gear and said sec being swingable on its hinge to> an outer posi
ond clutch whereby said axial movement holds 'tion where said line is nearly at right angles to
said second clutch fully disengaged. the said axis, an axially movable stressing mem- y
24. In combination, an engine, a sun gear,- 15 ber having a working surface-at right angles to
means to hold said sun >`gear against backward said axis, and. means on said weight substan
rotation, a driving ring gear, a clutch for con tially on said line for engaging said working
necting said ring gear to the engine, planet pin surface and moving said stressing member to
ions in mesh with both gears, a driven planet increase the stress of said resilient means as the
pinion carrier, a second clutch for connecting said~y 20 weight swings outwardly, whereby the radially
carrier tothe engine independently of whether ' outward centrifugal force of said weight at any
the rst clutch is engagedor disengaged, helical position in its travel will have an axial stressing
teeth on saidgears whereby they tend to move component of
axially under load, said- ring gear having space _cosine
to move axially, antiipiction means connecting 25 sine
- said first clutch and ring gear whereby said ring
-of the angle with the axis. '
gear may move freely in an axial direction while
being rotatably driven, means to engage said
27. Power transmission mechanism compris
~ second clutch and means connecting said ring _,ing, a driving member, a driven member, gear
gear and second clutch whereby said ring gear 30 ing for
lfor connecting said members, and a clutch
connecting said members directly and inde
movement fully disengages said second clutch; pendently- of said gearing, said clutch having a
25. In combination, an engine, a driving gear
movable clutch engaging. member, a resilient '
rotated by said engine, ya sun gear concentric means adapted to be stressed and applied to said
therewith, means -to> control- vsun gear rotation, a movable member to eiect clutch engagement, a
planet pinion in mesh with both gears, a driven centrifugal weight hinged away from its center,-
planet pinion carrier, and a clutch for connect-- of gravity to said clutch and adapted to swing
ing said carrier to` said engine directly and in
dependently of said gearing, said clutch compris outward until a line drawn thru two points rep
resenting its hinge and its center of gravity is
ing an axially movable clutch engaging member,> nearly radial and to swing inward until. a line
a spring adapted to be stressed and applied to
said member to move it- axially to effect clutch drawn thru e same two points is transverse'to
engagement, a centrifugal weight hinged to ,said thesaid radial line, a .stressing member movable
clutch at-a point on theweight away from. its in the general direction of the said transverse
center of gravity, normally having an inner posi line to stress said resilient means,` and means
tion such that a line drawn thru two points rep
carried by said weight substantially on saidline
resenting its hinge center and its center of grav operable againsta substantially radial surface
4of said stressing member, whereby the radiall
ity will bel nearly parallel to the axis of rotation, centrifugal force of said weight at any ~angular"
said weight being swingable on its hinge to an
outer position where said line is nearly at right position in its travel will have a transverse
angles to the axis, an axially movable spring 50 stressing component of `
stressing member- having a working surface at _ 3 sine
right anglesI to the-_ axis, and _a roller on said cosine
weight at a point away from said hinge and sub
stantialiy onA said Aline adapted to roll on said
of the angle with a radius.-
surface as the weight moves outwardly _to move 55 ing28.clutch
The combination of an engine, a driv
part rotated by said engine, a driven
said stressing member axially to ~ stress said clutch member arranged to engage said part, a
spring, whereby the radially outward centrifugal Y
centrifugally moved weight carried by the driven '
force of said weight at any angular'position to `
which it swings will have an axial .spring com
clutch member for effectingsaid engagement, a
pressing component of ' . 60
separate lpower transmitting means for rotating
the driven clutch member ,by -the .engine before
' gam said engagement has been eected, and torque
sine y responsive connecting `parts between a member
of the angle .of the line with the axis. of -said separate power transmitting means and
26. Power transmission mechanism compris 65 said weight for controlling movement of the
ing, a driving member, a driven member, gearing weight to eifectsaid engagement.
for connecting said.E members to revolve _at dif
ferent speeds, and a clutch for connecting said