May 20, 1941. _ A. Y.

DODGE 2,242,515
TRANsMlssIo'NA
Filed April 3o. 1934 8 Sheets-'Sheet 1

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TRANSMISSION
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BY
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A TTORNEY
 Patented May 20, 1941- _. 2,242,515

UNITED sTATEs- PATENT OFFICE

-Talirzsumrs;grou l
Adiel Y. Dodge, South Bepd, Ind.
Aapplication April so, 1934, serial N0. 123,083
34v Claims. (ci. 'r4-189.5)
This invention relates to automatic transmis was previously held stationary, thereby gradual
sions, and is illustrated as embodied in several ' ly and smoothly increasing the speed through
transmissions intended for use in automobiles. the intermediate range luntil one-to-one drive
A very important object of the invention is to is reached for high speed. In some cases, as ,
utilize eillciently a hydraulic torque amplifier o_r Gl pointed out above, I prefer to provide centrifugal
converter. These converters havel great advan or other speed-operated means to lock all the
tages in the way of smoothness and quletness, parts together mechanically for rotation in uni-
but heretofore their use has been restricted by son to give a direct one-to-one high-speed drive.
their very great inefficiency at low speeds. and to VIn the preferred embodiments, the hydraulic
some extent by permitting them to slip at high 10 unit is provided with means for directly by-pass
speeds instead of arranging them to give at suchV ing the driving fluid from the impeller to the
speeds a direct drive at a one-to-one ratio. driven rotor as one-to-one drive is approached,
One of the main features of the invention is so that thereafter the unit functions like what is
therefore the arrangement of the transmission to known commercially as a fluid flywheel (i. e. a
utilize the most effective range of speeds of a hy two-element hydraulic unit), whereas at lower
draulic unit of this type, but with a positive me speeds it functions as a true torque-amplifying .
chanical drive for the ranges in which such a three-element hydraulic "torque converter. This
unit is not eflicient. Preferably there is a posi has the substantial advantage that the third or
tive geared low-speed drive, and I may usealso "stator element of the hydraulic unit may be
a mechanically-connected direct one-to-one drive bolted or otherwise fastened positively in place,
at high speed, together with an intermediate since the fluid does not drag against" it excessive
range -in which the hydraulic unit is utilized to ly at high speeds. -
give a torque-amplifying speed increase varying ,
'I'he above-described arrangement gives, in for
gradually and smoothly automatically from ward drive., a two-path flow of power in'parallel
low to liigh. 25 or series-multiple" from a. single drive shaft,
Where such a mechanically-connected direct to a single driven shaft. with the novel torque
drive is not used, the novel arrangement of the amplifier arranged in one path.
parts of my transmission reduces the slip until~ Another important feature of the invention re
it can be disregarded (e. g. to 5% or less at the lates to taking advantage of the above construc
output shaft). -
tion to secure reverse drive without added parts,
In the various embodiments illustrated,- this is for example by connecting the propeller shaft or
accomplished by the use of balanced driving the equivalentl driven shaft selectively to one lor
means such as a planetary gear or the equiva the other of two oppositely-driven parts of 'the
lent, one of the elements of which is the driven planetary gear. As direct drive is not possible in
means of the transmission, while the two other reverse. and as high reverse speeds are not de
elements are driven respectively by the hydraulic sirable, I preferto simplify the operation in re
unit and by a mechanical means, such as a drive verse by disconnecting oneor the other .of the
shaft directly engaging the sun gear of the plane two -driving means. Thus in the preferred ar
tary'unit, both the hydraulic unit and the drive rangement, the hydraulic unit is disconnected
shaft or its equivalent being driven by the same 40 in reverse, vthe drive being a positive geared drive
driving means, e. g. theengine crankshaft. As a from the sun gear of the planetary unit. Alter
matter of convenient arrangement, I prefer to" natively, the mechanical drive may be discon
. space the hydraulic unit and the planetary gear - nected, reverse drive being entirely from the hy- '
apart along the drive shaft, with the other parts draulic unit. _ l
of the transmission arranged between them. 'I'he embodiments illustrated in the drawings
'This arrangement permitsthe use of a one ' have various ancillary improved features in the
4way brake or the like to prevent reverse rotation construction and arrangement of the parts, and
of the driven element of the hydraulic unit. so in the arrangement of the control means, which
that at low speeds this brake is effective to hold are described below and referred to in certain
one element of the planetary gear 'stationary in 50 of the claims. The various illustrated modifica
' such a mannerthat the sun gear drives the car tions of the hydraulic unit. and the preferred ar
positively at a predetermined low speed. As soon rangements of gearing, also embody in them- .
as the driven hydraulic elementv picks up enough selves substantial novelty and add greatly to the
speed to enter an efficient operating range, it effectiveness and simplicity and' smooth opera- v
picks up the element of the~ transmission which tion of the transmission. These and other ob
 2 2,242,515
iects and featuresof the invention, including nu In the vembodiment of Figure l the above
mentioned objects are attained by hooking a
merous structural improvements and desirable special novel hydraulic vortex type torque con
arrangements and specific constructions and ef verter in series multiple (i. e- in parallel) with
. fective combinations of parts, will be apparent a special planetary gearchain. Figure l is a
from the following description 'of the embodi section showing parts in side elevation, and part
ments illustrated in the accompanying drawings,
50 shown therein is the end of a drive shaft such
in which: > as the crank shaft of an internal combustion
Figure 1 is -a vertical longitudinal section
through one form of transmission embodying my engine. The illustrated transmission is intended
invention, with some of the parts. shown above 10 forAttached
use in an automobile having such an engine.
to a flange at the end of crank shaft
the center line in side elevation; v 50 is shown a ily-wheel 5|. which in connection
Figure 2 is a partial section showing a cushion
with a cooperating part 52 bolted or otherwise
' drive which may be added to the transmission secured thereto forms an enveloping case to house
shown in Figure 1; 15 the impeller and rotor blades. The impeller
Figure 3 shows a side elevation, partly broken
away in section, of a transmission embodying an blades 58 turn with the fly-wheel, being secured
to part 52, whereas the rotor blades 54 are not
other modification of the invention; connected to the ily-wheel but are flxed to a
Figures 4 and 5 are fragmentary sections
1 showing on a larger scale detail parts of Figures rotor sleeve or steni 55. The rotor stem or sleeve
1 and 3; 20 55 is shown fixed to a clutch hub 56 provided with
the line 8-6 of Fig 'an' encircling series of one-way brake rollers 51.
V Figure 6 is a section on
The rollers 51, with an outer sleeve 58, form a
ure l; one-way brake permitting the rotor member 55 to
-Figure 7 is a section similar to Figure 6 but
with the addition of Aa centrifugal clutch; turn forwardly but preventing rotor member 55
Figure 8 is. a partial section taken on the sec from turning in reverse so long as a friction disc
tion line 8-8 of Figure 9; brake (hereinafter described) is engaged.
Figure 9 is a section on tne une e-s of Fig The operation of the friction disk brake is herc
ure 1, and approximately the same as a section K inafter more fully described, but it should be
noted here that it includes disks 88 slidably ar
along the line 9--9 of Figure 3;
Figure 10 is a fragmentary section looking in 30 ranged on bolts 96 rigidly connecting annular
the direction of the arrows |0--|0 of Figure 9; carrier parts 91, 98, and 99 with the sleeve 58 of
Figures ll and 12 are diagrammatic partial the one-way brake, together with a cooperating
sections illustrating modifications in vane con series of .disks 81 keyed to the housing by pins
8|. The disks are normally held engaged by a
struction; -
Figure 13 is a sectional view of Figure 1l show series of springs |00 compressed between the
ing the vanes in plan;
outer disk 81 and an annular retainer stamping
Figure 14 is a partial sectional transverse view |02 seated against a ledge on the housing 90 and
on the line |4--|4 of Figure 15; held by the pins 9|. The springs |00 can be '
Figure 15 is a sectional view of Figure 17 on overcome, to disengage the brake, by two opposite
40 bolts or the like |03 arranged respectively with
Figure 16 is an enlarged partial radial section in the springs, and connected at their left hand
of the flywheel and uid elements of Figure 3, ends to the last disk 81 and at their rlghthand
which elements are similar to Figure l, although ends to an operating ring |04, actuated by the
clutch pedal or the like. Normally the above
slightly modified;
Figure 17 is a sectional view similar to Figure 45 described brake locks the member 58 to the hous
ing, to serve as a. stationary abutment for the
16 with certain modiiications;
Figure 18 is a perspective view of a stamped one-way clutch rollers 51.
bucket, a cluster of which may form the blades The clutch hub 56, held as described against
of the stator of the hydraulic vortex in one form rotation in one direction, is provided with clutch
of construction; -` 50 keys or teeth 59 whichmesh with clutch teeth
Figure 19 is a projected view of Figure 18; 60 on a stem or sleeve 6| formlngpart of a
Figure 20 is a projected view of Figure 19; planetary cage 89, when this cage, forming part
Figure 21 is a sectional view 'along the line of an axially-movable planetary unit, is suitably
2|--2| of Figure 2_2; '
shifted. The clutch teeth 60 are shown formed
-Figure 22 is an enlarged developed view looking 55 on a separate sleeve keyed or otherwise secured
radially into the stator element with the buckets to the central stem or sleeve 6| formed on the
shown in Figure 18 clustered; planetary. cage 89- In this way, the planetary
Figure 23 is a diagrammatic view showing the cage 89 is also prevented from reverse move
angular arrangement of the rotor blades with ments so long asl the above-described friction disc
respect to the stator blades; 60 clutch remains engaged. However, when there is
Figure 24 is a partial radial section of a modi sufcient force acting against the rotor blades 54
fied form of my hydraulic vortex means, intro to overcome the torque reaction, these blades 54
ducing automatic clutches; `
will pick up the load and cause the planetary
Figure 25 is a. side elevation with a preferred cage 89 to turn forwardly, the torque passing
` hook-up arrangement of control levers; 65 from the blades' 54 through the rotor stem 55
Figure 26 is a diagrammatic arrangement of into the clutch hub 56, through the teeth 59 and
one of the controls; 60, and into the planet cage stem 6|.
Figure 27 is a diagrammatic illustration of A center shaft 62 is normally xedly connected
another control; to the driving shaft 50 and therefore turns with
Figure 28 is a vertical longitudinal section of 70 the driving shaft 50. Splined to the center shaft
another modification; and -
62 is a driving member such as a sun gear B3
Figure 29 is a diagram illustrating a compari which therefore normally turns with and at the
son of the characteristics of my transmission with same speed as the driving shaft 50 and the center
those of a standard three-speed transmission of shaft 62. Thus, planet gears 200-20l (Fig. 6)
the type now generally used. - ' ~ - 75 driven by the sun gear 63 and carried by the
 auatic 3
planet carrier 88 are caused to revolve whenever housing is now held fixed by the friction vdisc
the driving shaft is revolving. It will be noticed brake 81. The power- is taken off the gear car
that rotating force is put into the planet gear rier 6i-88, instead of the ring gear 85, and is
assembly through two paths: first, through the delivered to the driven> shaft 64 through clutch
center shaft 62 and the sun gear itz/and second, teeth 66. In reverse movements, as in position
through the rotor assembly inclosed in the parts No. 3, the variable hydraulic speed elements are
5I-52 into the planet cage. v allowed to run idly.
As explained below, the planet gears are so ar It _will-be seen that the revolving parts of this
ranged that their driven ring gear 85 lturns in the transmission are supported entirely upon the
same direction as does the sun gear 63 when the 1.0 center shaft 62 with the exception of the driven
planet cage 6I is held or turned forwardly. A shaft 64 and the impeller housing 5i and 52.
driven shaft 64 normally turns with the ring To facilitate shifting, friction synchronizing
gear 85 and its housing, a Bear tooth clutch 66 rings 15 are provided, shown more fully in Figs. _
normally engaging a second gear tooth clutch 4 and 5, but also shown as parts 15 in section
66 to that end. Gear tooth clutch 66 is on an en 15 in Figure 1. In addition to the rings 15, the
larged portion 64' secured to or integral with the synchronizing clutch 10 is provided. This clutch
driven shaft 84. It will be observed that, when is in the form of a split hub which engages a hub
rotor stem 55 and center shaft 62 turn at the ' on the ring gear housing 16. 'When the part 10 '
same speed, the planetary gear assembly will is shifted tov theright, engagement takes place
turn as a unit about the main axis of the shaft 20 between itwo conical Asurfaces 11 and 18. These
62, thereby turning the driven shaft 64 at the conical surfaces act as a brake to bring the speed
same speed as the driving shaft 58 and thus ef of the clutch'teeth 65more nearly to that of the
fecting a direct drive at one-to-one ratio. clutch teeth 66 before they actually mesh. 'I'he
By this means I am able to produce a full range clutch 18 is provided with splines 19 which en
of speed ratios lying between a fixed low speed 25 gage splines 80 integral with the enlarged por
ratio and one to one ratio, and also to deliver a tion 6_4' of shaft 64. When shifted to the left
corresponding full range of torque ratios, only the clutch 16 engages the hub of the ring gear
slightly diminished due to losses in the hydraulic housing 16 on.the plane surface 8i; thus having
elements. v .
less clutching action.
' Means are provided to shift the entire planet 30 In order that cone clutch 10 will have- no
gear assembly in a novel manner axially along the tendency to drag when the transmission is in
shaft 62 in order to engage and disengage all neutral .'position, an auxiliary position finder is
v of the `tooth clutches and for producing in one provided, for example in the form of a spring
position where they are all disengaged a neutral loaded ball 82 located in a transverse hole in the
position. The shift mechanism, in this embodi 35 shaft 62, which ball drops into a groove in the
ment, is shown as comprising a lever 61, and a stem of the sun gear 63. If desired, other grooves
trunnion block 1| traveling in a groove 69. As ' may be provided for the other gear positions. It
shown, the groove 69 is locatedin avcone clutch willbe noticed that the contour of the 'clutch
member 10, more fully described below. For the teeth 59, 12 and 66 isgrounded to permit the
present, -the clutch member-_ 10 might be con 40 passage of the synchronizing rings 15.
sidered as rigid with the hub of the ring gear Whilel the center shaft 62 may be splined to
housing 16. By causingthe lever 61 to revolve either the flywheel 5l or the driving vshaft 50,
about the axis of its shaft 68 the entire planet I prefer to have the center-shaft 62 coupled to
gear assembly may be shifted fore and aft axial the ily-Wheel 5I andthe driving shaft 58 by
ly. As shown` the transmission is in its neutral 45 'means such as a coiled clutch 83 (Figure l). - The
position, with all of the dog tooth clutches dis-` right end of the coiled clutch is embedded in the
engaged. .
shaft 62 at 86. _The two left coils of the clutch
The transmission shown in Figure 1 and de 83 are shown provided with excitation springs
scribed above may be set in any one of four 84 and 85. This coiledl clutch is arranged so
positions, as follows: . 50 that the driving force from shaft 58 in a counter
Position No. 1'.-Neutral, as shown. clockwise direction is transmitted to the center
Position No. 2.-Forward. In this position the shaft- 62, but driving force in a counter-clock
planetary assembly is shifted to the right so that wise direction, as viewed from the right end, e. g.
clutch teeth 60 engage clutch teeth A59 and clutch when 'the car is driving the engine on a down
teeth 65 engage clutch teeth 66. - 55 grade, will be transmitted from 62 to 50 only to a
Position No. 3.-This position is a further shift predetermined amount depending in part upon
to the right in which case the long clutch teeth the load imposed on springs 84 and 85.
65 still engage clutch teeth 66, but clutch teeth Such an arrangement might be used for free-l
60 engage clutch teeth 12 on the part 88. When wheeling purposes. However, _in the illustrated
in this position the transmission is at all times in 60 case, I use it mainly as a safety measure. The
positive low gear. Whether the engine is driving load imposed on the springs 84 and 85 is prefer
the car or the car is tending to drive the engine - ably sumclently large to cause the coiled clutch
~ the gear ratio of theplanetary gear chain Apre 83 when unwinding normally to turn the engine
vails. This position may occasionally be used over when the car is coasting, so that the engine
for descending icy hills or the like. In this posi 65 maybe used as a brake. However, should by any
tion the hydraulic unit is dlsconnected'from the mishap the engine become jammed, slippage will
planetary gear, and runs idly. take place at the coiled clutch 83 before the rear
Position No. 4.-In this position the planetary wheels of the automobile are caused to slide.
gear assembly is shifted to lthe left until the A similar safety feature I have, introduced- in
clutch teeth 13 engage the clutch teeth 12, and 70 vtwo other places, hereinafter described..
the teeth 14 engage the teeth 66. In this posi Tn this Way and by these means I have 'pro
tion as in position 3,*the action of the planetary vided a transmission which may have control ele
gears is controlled by the friction disc clutch 81. ments and characteristics identical, so far as the
However, in this fourth position reverse move driver is concerned, with the present day trans~
, ments are -effected inasmuch as the ring gear 75 mission, having merely eliminatedthe necessity-
 4 2,242,515
of shifting into second and high. In operation, drum, _thus producing more nearly a solid drive.
the operator ordinarily first shifts from 4the il Among other things this cushion drive is provided
lustrated neutral position to the forward position to vfacilitate and quiet the shifting of the
(i. e. position No. 2) previously described. The clutches. -
In Figure 3 I have a somewhat simpler trans
shift is made with the clutch pedal depressed. v mission ofthe same general type as shown and
thereby opening or disengaging the friction disc
brake plates 81 and 88 by a pedal connection described in Figure 1 and having many of the'
acting on the ring |04. When the brake pedal . same advantages. In Figure 3 similar or corre
is allowed to rise the brake plates 81- and 88 be sponding parts bear the same reference numbers
come engaged, thus causing the car to move for 10 as the corresponding parts in Figure 1, with a
ward in low gear, the reaction being taken from _ sufiix a. In this figure, also, I have shown a band
the planet cage 88 through clutch teeth 60 and 59 type brake |34a instead of the friction disc brake
into the one-way brake 51 and thence through 81. In both cases the brakes are normally en
the brake discs 88 and 81 into the transmission gaged. The band type brake |34a is more fully
case 90 through pins 9|. described and shown and is claimed in my co
As the engine accelerates, the hydraulic force pending application No. 693,569, filed October 14,
imposed on the rotor plates 54 increases until 1933 now matured into Patent No. 2,082,444.
suilicient torque is reached to pick up the hub 58, Figure 3 also shows an automatically cen
relieving the load from the one-way brake 51 trifugally actuated clutch |35, described below,
and thereby causing the tooth clutch 80 and the 20 acting between the impeller assembly and rotor
planet cage 89 to turn in a forwardly direction, assembly, the blades of which are indicated at
slowly at first but increasing in Vspeed as less 53a and 54a respectively. This clutch is of the
torque is required at the rear wheels. In this shoe type, similar to that shown in Figure 7 at
way, the transmission progresses automatically 2|1. The clutch shoes |35 are pivoted on pins
through the full range of speed and torque ratios 25 |36 located in the driven core |38. When cen
until approximately a one-to-one drive is trifugally expanded the shoes |35 engage the
driving core |31, thus frictionally engaging and
reached. locking together the impeller |31 and the rotor
During the intermediate ratios the torque re-'
action is imposed on stator blades 92 hydrauli |38 to. cause them to turn at the same rate
cally. These stator blades 92 are xed in a stator 30 and effecting a one-to-one drive. It is often
housing 93 which in turn is fixed to the transmis desirable to effect such a one-to-one direct drive
sion case 90 by fastenings 94'. After starting no at speeds above a predetermined high speed, e. g.,
further shifting is necessary; stopping momen above 4_0 or 45 miles' an hour, thus eliminating
tarily at stop-lights, etc., may be effected by de slipping and increasing eiciency.
pressing a pedal and allowing the engine throttle 35 Another feature shown in Figure 3, and which
to close to an idling position. Shifting only be may be used if desired, consists of a mechanical
comes necessary for a prolonged stop or for a release to disengage the center shaft 62a. This
reverse movement.
disengagement may be effected by the last inch
The construction and arrangement of the vor of a pedal movement when the pedal is suitably
tex hydraulic torque converter, as above and 40 hooked up to a shaft collar |39 (similar to the
hereinafter explained, embodies substantial nov- . hookup shown in Figure 25 and hereinafter de
elty. Likewise the planetary gear arrangement scribed). By shifting the collar |39 rearwardly
utilized in the illustrated transmission is of new or to the right, a hexagonal rod |40 is moved out
and novel form and arrangement. However, it of engagement with clutch pins |4|, allowing the
should be especially noted that the "seriesvmul 45 clutch pins |4| to move radially inward, thus
tiple hook-up" between the vortex hydraulic disengaging the y-wheel hub |42. 'I'his release
torque converter and the planetary gears, as de is intended for use only in emergencies to effect
, scribed above, to provide two paths of power flow a complete disengagement between the driving
is a combination which in many of its features and driven parts. This release is arranged so
I believe to lbe entirely new, and which has out that the only load on the release rod |40 to be
standing advantages. . overcome when releasing as described is a fric
In Figure 2 I have shown an alternative con tional drag at right angles to the driving force,
struction for the rear or right end of the trans thus making it possible to release even though
mission illustrated in Figure 1. Like parts bear under full load.
the same character numbers in Figure 2 as are In Figures 1 and 3 I have shown, and will
used `in Figure 1. I here provide a rear auxil now describe in connection with Figure 3, a
iary 'housing |20 to accommodate a second means of lubrication. In order to insure prop#
bearing for the shaft 64. _In this housing there er lubrication, lubricants should be fed in as
may, if desired, be located a free-wheeling de nearly at the central axis as possible, so-that
vice or a speedometer drive of conventional con 60 centrifugal force will tend to carry the lubricant
struction. In this gure, I show a cushion drive outward, whereas with a splash system centrifu
interposed between the shaft 64 and a driven gal force tends to throw the lubricant away from
shaft |2|. This cushion drive may consist of a the center parts. However, it is proposed that
. heavy coiled spring |22, one end of which is em some of the parts of this transmission shall run
Q, lgecided in a drum |23, and the other end of which 65 in a bath of oil. In the transmission shown in
is._,embedded in a flange A|24 integral with the Figure 3, it is proposed that the same fluid be
ff?> shaft m. The hub of the drum |23 is shown used for the hydraulic vortex as is used for lubri
splined to the shaft 64. cating the running parts of the transmission.
In this way, I have provided an internal and In addition to furnishing a force feed lubrication
external drum into which and onto which the 70 I have therefore furnished circulating means to
coil spring |22 may wrap. The cushion drive is circulate driving uid into and out of the hy
limited to a predetermined amount of cushioning draulic vortex chambers.
in either direction after which the coil spring Running from the low part of the case I have
wraps solidly onto or solidly into, depending on provided a tube |43. Preferably the mouth of
the direction of the drive, the corresponding 75 the tube |44 is turned to face the direction of
 amasar: 5
swirl of the fluid. From this point, the tube |43 -largesurfacevand quantity of fluid in the entire
conducts the fluid up to a ring |45 surrounding transmission, I have secured very effective heat
the ldriven shaft, and which is provided with dissipating means. The surplus fluid provides a
suitable axially-spaced packing glands |46 en time element for dissipating the heat to the
gaging the shaft. Fluid is drawn from this ring transmission casing and thence to the surround
through holes |41 and |48 into the hollow center ing atmosphere. Thev entire outer surface of the
of the shaft 62a, It will be noticed that the rod case therefore in effect provides cooling area.
|40 lying in the center of the shaft 62a is hex The swirl of the fluid in the case provides turbu
agonal in cross-section. thus providing passages lence to bring the fluid into engagement with
between the round bore in the shaft 62a and the 10 .this cooling surface. A '
hexagonal ats of the rod |40. Figure 3 also shows at S a conventional speed
Fluid passes from the hole |46 around the rod ometer drive which may be used in any of the
I 40; which may be made round at this point, to illustrated embodiments.
a hole |49 in the shaft 62a. 'I'he hole |49 com In Figure 4 I have shown a fragmentary sec
municates with a groove |50 in a surrounding tion of the synchronizing ring 15 on a larger
bushing. The groove |50 communicates with a scale. Figure 5 shows the synchronizing ring 15
passage |5| in the planet cage 89a. By suitably viewed in elevation, in a plane extending across
arranging the planet gears, as described below in the main'axis of the transmission. Synchroniz
connection with Figures 6 and '1, they act as gear ing ring 15 is held centered yieldingly by an
pumps drawing fluid into the space |52 between 20 undulated spring |90. It will be seen from these
the planet cage 89a and the ring .gear cage 16a. two figures that the ring 15 is a divided ring
Fluid drawn in between the planet gears is com seated in a suitable groove or recess |9|. 'I'he
pressed and discharged under pressure on the groove |9|A is interrupted by a suitable abutment
opposite side into the space |53. |92 which may be a pin inserted across the groove
Fluid is thereby positively forced from this 25 |9|, or'which may be integral with the shaft |93.
space through suitable slots |54 to communicating The ring 15 is yieldable, preferably being made
holes |55, |56, and |51, back into the hollow of spring steel, its normal outside diameter be
shaft 62a. The rod |40 may be made round in ing too large to pass under the clutch teeth such
section and nearly filling the bore of shaft 62a as 12 in Figure 4. vClutch teeth 12 are suitably
at a place directly under the sun gear 63a, in 30 rounded in contour as also is the outer surface
order to provide a dam against the short-circuit of the synchronizing ring 15, so that when force
ing of the circulating fluid. Other suitable oil acting in an axial direction tends to push the
holes may be provided in a similar manner to ring 15 under the teeth 12, a wedging action
lubricate other bearings along the shaft 62a. takes place, causing the ring 15 to contract.
The remaining fluid passes out of a hole |58 35 Friction is thereby set up between the teeth 12
in the shaft 62a and nils a space |59 between the and the ring 15. The ring 1_5 moves into en
, shaft 62a and the rotor stem 55a. Oil is com gagement with abutment |92.
municated from this space to an outer space |60 It will be seen that further friction against the
through a suitable opening in the rotor stem`55a. outer surface of the ring 15 sets up an internal
From the space |60 the uid circulates thru a 40 wrap or self-energization, and in this way con
drilled passage |6| into an annular chamber |62. siderable friction is created between the teeth
From here the fluid is carried centrifugally into 12 and the synchronizing ring 15. This friction _
the vortex circuit through suitable openings |63 has a tendency to bring the shaft |93 and the
which are arranged to admit the uid generally clutch teeth 12 to the same speed or, in other
in the direction of circulation of fluid inthe 45 words, to synchronize the teeth 12 with the teeth
vortex. |94. It \will also be seen that when the synchro
When the vortex becomes entirely filled with nizing ring 15 has passed completely under the
fluid the fluid is discharged from the vortex teeth 12, and when teeth |94 have meshed with
chambers thru passages |64 and |65. It will be ` the teeth 12, the synchronizing ring will expand
noted that the passage |64 passes through one on the opposite or left-hand side of the teeth 12,
of the impeller vanes 53a from what might be thus retaining the teeth 12 and the teeth |94
called a focal or central point where the pres yieldably in mesh. Other means may be pro
sure of fluid will be zero until such time as the vided if desired to'prevent the teeth |94 from
- vortex chambers are entirely filled. It will also shifting too far to the left. -
be noted that the passage |65 does not actually 55 'In this way, the synchronizing ring 15 answers
enter the vortex chamber; it merely acts to re two purposes; first, the function of synchroniza
lieve the pressure in the space |66, forming an tion; and second, the function of position retain
auxiliary outlet forA the vortex chambers if they ing. synchronizing ring 15 may be pulled back
should become too full. In the arrangement of from the left side under the teeth 12, due to-
Figure 3 the alignment of the stator shell with 60 their contour, in the same manner as previously
the impeller shell is such that the uid tends to .described in passing from the right to the left. It
jump over the space |61 between the two shells, will be noted that the synchronizing ring will
so far as itsvelocity pressure is concerned, but bring about synchronization for revolution in
should the static pressure become too greatV fluid either direction. '
may be forced out through this space |61. 65 In order to guard against centrifugal force (at
The static or pressure head may be controlled high speeds) throwing the synchronizing ring 15
by lvarying the radial position of the passage out of place, it is arranged so that a portion of
|65. - - l the ring projects under a counter-bored portion
In> this way, I have provided means for cir of the teeth'l94. In order to facilitate assembly
culating fluid into and out of the vortex cham 70 of this arrangement, a spacer ring |95 may be
bers and means for automatically preventing the introduced to fill up the surplus width of the
building up of a static uid pressure above a de slot | 9| . The spacer ring |95 may be locked in
sirable point in the vortex chambers.A By means place by any suitable means, not shown.
of this circulation of fluid into and out of the Figure 6 shows a section along the line 6-6 of
_ hydraulic vortex, and due to the comparatively 75 Figure l. The ring gear housing is shown with
,6 2,242,515
one side removed and with a portion of the planet
cage housing broken away, to show the planet _
gears, the sun gear, and a portion of the ring
gear in section. As shown in Figures 1 and 6, the
ring gear 95 is secured to and turns with the ring el drive, I may provide one or more centrifugal shoe
gear housing 16. During forward movements the
final driven shaft is coupled with the ring gear 85
and therefore turns at the same speed. Ordi
narily the ring gear of an internal planet system
turns in a direction the reverse of the direction of 10 220, thus being held normally out of engagement
revolution of the sun gear, when the planet cage
is retarded. However, by utilizing planet gears
200 and 20| in pairs, as shown in Figure 6, so that
' each planet gear 20| meshes with the sun gear 63
but not with the ring gear, and each planet gear 15 the spring 2|! allowing the clutch shoe>2|1 to
200 meshes with the corresponding planet gear
20| and with the 4ring gear 05 but not with the
sun gear 63, the ring gear 95 is caused to turn in
the same direction as the sun gear, when the
planet cage 89 is held against rotation or when 20 2 | I as shown is arranged to have a relatively large
the planet cage 89 is driven forwardly. y measure of self-actuation.
Trunnions 202 and 203, on which the planet
gears 200 and 20| revolve respectively, are
mounted on the planet cage 88. Therefore, pre
cession of the centers of the planet gears 205 and
20| about the main axis depends on the rate of
revolution of the planet cage 89. In order to se
cure the right and left hand discs I! rigidly to
gether to form a suitable planet cage, spacers 204
and bolts 205 are used. . '
It will be seen that reverse movements of the
driven shaft may be secured by shifting the
planetary gears, as previously described, in a man
ner which will provide means for holding the ring
gear against >movement and cause the planetary
cage to become connected with the driven shaft
while the sun gear remains connected to the
driving member. Thus, when the ring gear is
held fixed, revolution of the sun gear- 63 in a
forward direction, as indicated by the arrow, i. e. 4.0
counter-clockwise as viewed in Figure 6, will cause
the planet cage to turn clockwise or in a direction
the reverse of the direction of revolution of the
driving member 63. 'I'he means for effecting this
change or shift is shown in and has lbeen described s
in connection with Figure 1 and is effected by
shifting the entire planetary gear assembly as
previously described.
Parts 224 curved about the peripheries of the
planet gears 200 and- 20| cooperate with them to
give a gear pump action circulating the lubri
eating fluid, as has already been described.
Figure 7 shows a modification generally similar
to Figure 6, being a transverse section along the
line 1-1 of Figure 3. The arrangement of the
shaft is however somewhat diiIerent in this modi
iication. In Figure 7 I have shown the planet, i
gears 200a and 20|a having counter-weights 2|5
andI 2 I6, respectively. When so counter-weighted
their revolution about their own centers and their
precession about the main'axis will set up posi
tive and negative impulses: viz., positive impulses
tending to drive the planet cage 89a forwardly
and negative impulses tend-ingV to drive the planet
cage 89a in a reverse direction. Due to the fly- -.-
wheel effect of the revolving parts, these positive
and negativeimpulses will cancel each other,
bringing about a zero result Vuntil such time as
the planet gears cease to revolveabout their
own centers. When the planet gears come to "
rest about their own centers, the counter-weights
2|5 and 2|6 will seek an outermost position re
mote from the main axes and will tend to re
main in such position due to centrifugal force.
By this means a one to one direct drive is effected
Within certain torque limits by causing the planet
cage 89a to turn with and at the same speed- as
the ring gear 95a. . `
As a further means to effect such a one-to-one
clutches 2|1 mounted in the planet cage`109a and
each pivoting on a pin 2|8 ixed transverselyin`
the planet cage 89a. The centrifugal shoe 2|1
is urged inwardly -by a spring 2|9 against a stop
with the cylindrical inner faces of the teeth of the
internal ring gear 95a. However, when the 'ro
tative speed of the planet cage exceeds a prede
termined rate, centrifugal force willl overcome
swing outwardly and engage theA ends of the
teeth of the ring 'gear 95a. Since the direction of
' forward revolution of planet cage 89a is counter
clockwise as shown by arrow 22|, the clutch shoe
l
In order that the clutch shoe 2|`| may have a
decisive action, and in order to reduce to a mini
mum the range during which the shoe 2 |1 would
hesitate between engagement and disengagement,
I have introduced a spring loaded roller 222 which
engages a groove in the end of the shoe 2|1.
Since the leaf spring 223 which loads Vthe roller
222 normally holds it in the groove in the end of
shoe 2| 1, it becomes necessary for the shoe 2 |'I to
overcome a substantial holding force caused
thereby in order to move outwardly and become
engaged. However, after the shoe 2|1 has moved
outwardly and engaged the ring gear, the roller
222 no longer rides in the groove in the end of
the shoe 2|1, but rides on a rounded surface at
the end of the shoe 2|'l adjacent the groove.
Thus the force of the spring 228 and the Aroller 222
tend to hold the shoe 2|'I engaged after it once
becomes engaged. I have described two means
of effecting a one-to-one direct drive besides the
one described in connection with Figure 3. Any
one of these three methods may be used, or it is
feasible to use any two or all three of them in
combination to effect the desired one to one direct
drive. '
In Figure 7 I have also further illustrated the
means whereby I make use oi' the planet gears
for the purpose of circulating the oil. By insert
ing blocks 220 between the planet gears, a suit
able housing is produced which causes the planet -
gears to become gear pumps in accordance with
well known practice. As the planet gears turn
in the directions indicated by the arrows there
on, the oil is drawn in through ports 225 and
forced out through ports 226. The ports 226 are
shown dotted, since they`are located in the half
of the planet cage which is not shown.v In the
part not broken away the communicating pas
sages are shown properly at 221. This circulation
of oil may if desired be used as a further means
tending to lgive a one-to-one direct drive. as more
fully described in my Patent No. 1,857,365, granted
May 10, 1932.
Figure 8 is a fragmentary radial section of
Figure 1 showing the hydraulic vortex of this
embodiment, somewhat enlarged and in more
detail. Figure 8 is also a section oi.' Figure
9 on the line 8_8, and Figure 9 is a transverse
section of Figure 1 on the line 9_9. The hy
draulic vortex or hydraulic torque converters
shown in these figures are of a type which in
themselvesV embody substantial novelty. Among
. other advantages, they embody the most desir
able characteristics of both the twoelement and
 2,242,515 l 7
the three element types of hydraulic vortex, i. e. as for the sake of efiiciency, I do not desire any
the so-called fluid flywheels (two element) and circulation of the fluid over the stator blades at
torque converters" (three element). speed ratios of approximately one-to-one.
As will be clearly seen in Figure 8, the fiuid is When the transmission is used without the
set in motion by the impeller blades 53. - The Ul
mechanical clutching means |35 or 2H or 2|5, or
fluid thus set in motion passes between the irn the equivalent, to give direct drive at high speeds,
peller blades 53 and out of the impeller, through there will at high speeds still be a slight slip of
openings 231, entering the rotor ,at points 238 the rotor relatively to the impeller. However, at
and passing between the rotor blades 54. Fluid wide open throttle this slip at the vortex will be ,
may pass out of the rotor at either points 239 or 10 not more than approximately 10%, which means
240. In the latter case, i. e. at low speed and about 7% at the output shaft 64. and at less than y
substantial torque amplification, the iiuid enters wide 'open throttle (i. e. in all ordinary driving)
the stator at points 24| and passes between the the slip will be much less. Unless specifically
stator blades Q2, leaving the stator- at points otherwise limited, it is my intention that the
242 and entering the impeller at points 243. phrases "one to one drive, direct drive. and
The route just described, outlines the path taken the like be interpreted broadly enough to include
by the fiuid when the hydraulic vortex is oper a drive having this slight slippage which is so
ating as a three-element hydraulic torque con
verter. Should the iiud leave the rotor at points small even at the vortex device 'and is still fur
ther reduced in effect by the planetary drive ar
239 and enter the impeller at points 244, then 20 rangement. _ ` .

my hydraulic vortex operates as a two-element

fluid fly-wheel. In operation, my hydraulic At speed ratios approaching the ratio of one
to-one, portions of the uid may take both the
mechanism sometimes operates in one of the longer and the shorter paths. In some cases this
manners above described, while under other con y may be desirable, but in cases where it is un
ditions it operates in the other manner, and'` desirable for the fluid to take both paths at this
under some conditions it may operate in a man -time I propose to provide flexible guideA vanes
ner which is a combination of the two.
245, located between the rotor blades 54. The
.When the impeller is revolving at a relatively ' fexible guide vanes 245 are secured to the rotor
high rate, >compared with the rate of revolution shell at their outer ends by some suitable means
of the rotor, i. e. when the vehicle is moving at -
a low speed, my hydraulic vortex operates as a such as rivets. These flexible vanes 245 by their
own elasticity, aided by the centrifugal force,
three-element hydraulic torque converter, the will cause the fluid to take the shorter path until
fiuid taking the longer path andV passing down such time as the velocity pressure of the fiuid
between the stator blades 92. This is due to the deiiects the vane`s 245 yieldingly back against
centrifugal force imparted to the fluid by the the rotor shell. When thus deflected back
relatively high rate of revolution of the impeller, against the rotor shell, the fluid has a free pas
which at such a time is considerably greater sage to take the longer course, between the sta
than the counter force imposed upon the uid tor blades, as previously described. When the
by the relatively slower rotation of the rotor.l flexible vanes 245 are so deflected against the
The velocity at the discharge points 231 is suffi 40 rotorshell they are in a radial plane, and when
ciently high to carry the fiuid over the longer in this position, the action of' centrifugal force no
path, i. e. between the stator blades. When longer urges the vanes 245 to close the openings
operating in this manner, the iiuid is returned to 240. In this way, centrifugal force is made use -
the impeller from the stator at a considerable of to impart a decisive action vto the blades 245,'
velocity and in a direction having a relatively 45 that is, to eliminate an indecisive or fiuttering
large component in the direction of movement action.
of the impeller blades at points 243. The direc There are certain substantial advantages in
tion of fiow of the uid when passing between the illustrated skeleton rotor construction. Part
the stator vanes 92 is partly reversed, both as 246 may be considered _the flywheel proper. and
' to its radial and circumferential directions. The 50 the part 241 bolted thereto may be considered
substantial reversal of its circumferential direc the impeller shell. Parts 245 and 241 together
tion imposes a substantial torque upon the sta form a hollow flywheel, turning at engine speed.
t'or, in the opposite direction to the direction of Heretofore, it has been usual to form a complete
revolution of the impeller. As is well known, rotor shell as shown in Figures 3 and 28. In
it is by this means that a hydraulic torque con 55 Figures 1 and 8, however. I provide a rotor which
verter is enabled to amplify torque, the stator makes use, in effect, of the flywheel 245 as a
forming the necessary reaction member. y
portion of the rotor shell. In other words, I
.When the rotative velocity of the rotor blades have provided a. skeleton shell carrying the
54 nearly reaches the rotative velocity of the driven vanes 54`and comprising an annular disc
impeller blades 53, the counter force imposed on 248 and an outer ring 249. The portion of the
the fiuid by the rotor more nearly `equals the rotor blades 54 along their outer edge between
centrifugal force imparted by theimpeller, thus the disk 248 and the ring 249 are exposed to the
encouraging the fluid to take the shorter path, fiywheel housing 246, with only the necessary
leaving the rotor at points 239` and entering the running clearance therebetween. This arrange
impeller at points 244. Under extreme condi ment not only lightens and cheanens the'con
tions, at or near a one-to-one drive, substan- struction, but it produces added efficiency in the
tially all of the fluid takes this shorter path, in
which case my hydraulic vortex operates as a two following ways: First, it reduces the amount
two-element fluid flywheel, without torque mul of surface to which fluid is subjected. since the
Afiuid does not extend into any space between
tiplication. However, when the driven member the impeller and rotor shells as in previous con--
turns at substantially the rate of the driving.
member no torque multiplication can in any structions. Second, since the housing 246 is a
event be expected, nor is it desired in the present portion of the driving member, its inner surface
case. It is therefore not desirable at this time
will continue to impart some driving force to
to have the fluid circulate over the stator blades the fiuid which circulates over it, thus increasing
the effectiveness of the impeller.
8 2,242,515
in the modiilcations already described, and other
_' In order to fix the vanes securely and lend parts bear the same reference character as
them stability I have provided suitable inner previously used. However, in this gure I have
rings 250, 25|, and 253, in addition to the usual introduced auxiliary impeller blades 215. These
toroidal core comprising halves 254 and 255 car blades 215 are securely fastened at their inner
ried by the impeller and the rotor respectively. ends to the main impeller blades 53 whereas
It will be seen that the rings 250, 25|, and 253 their louter ends are free to move circumferen
are suitably placed to form an auxiliary core, tially in openings 231. 'I'he outer ends of the
separating the two above-described paths of auxiliary blades 215 are pivotally secured to an
'fluid circulation. 10 outer ring 216 by means of pivots 211.
In order that my hydraulic mechanism may _In addition to the natural spring of the aux
promptly change its character from a two ele iliary blades 215 a coiled spring 218 shown in
ment fluid ywheel to a three element torque Figures 14 and 15 is located in the core 254,
converter and vice versa, without acquiring or one end of which is secured at 219 to the core
discharging undue quantities of uid suddenly, 254 whereas the other end of spring 218 is se
I have made the following provisions: 'I'he cured to a lug projecting inwardly from the
space or chamber lying between dotted lines 251 ' annular ring 215 at 285. A suitable stop 28| is
and 258 in Figure 8 and the space or chamber secured to the core 254 to limit the peripheral
lying inside of the core between the parts 254 movement of ring 213 in one direction. As
and 255 are of sumcient volume to ll or nearly shown in Figure 11 the auxiliary blades 215 are
fill the stator. .That is, when operating as a 20
normally yieldingly held in their normal posi
three-element torque converter, the core and the tions by the above-described spring means. By
space between the lines 251 and 258 are sub means of these yieldable auxiliary impeller
stantially empty while the spaces between the blades 215 I direct the circulating flow of the
stator vanes 82 are filled or nearly nlled, as is fluid back against the direction of' revolution
also the space between the impeller and the 25 indicated by the arrow in Figure 1l. _
rotor veins, except as above stated. But when l By this means, at slow speeds little or no force
operating as a two-element flywheel the space is imparted to the rotor blades. In fact,l a
between `-the stator vanes 32 is substantially ' slight tendency to revolve in thev reverse direc
empty and the above-mentioned spaces become
nearly filled; ~
.30 tion can be producedif desired. Since it is de..
I might here explain that fluid enters the core sirable to shift the transmission into different
positions at low speeds only, it is at low speeds l
at the joint 258,: by centrifugal force, and exits only that I desire to impart little or no motion
at 260 only when the passages at 231 and 238 to the rotor members. As the speed of the im
Attention is called to the' apparent widening 35 peller is increased, the velocity pressure of the
are not full. ' '

duid forces the auxiliary blades 215 back against

of the passages (axially of the unit) as they ap the main impeller blades 53 as shown in Figure
proach the main axis. As shown in Figure 8 >12. When held in this position the impeller -
the :passages are of uniform area or approxi blades function in the manner previously de
--mately uniform area in cross section. The
scribed iust as though there were no auxiliary
widening of the passages between the vanes as 40 blades 215. The natural action of centrifugal
they approach the center axis is, or is intended force on the auxiliary blades 215 tends to return
to be, proportional to the shortening-of the an them to the position shown in Figure 12; i. e.,
nular dimension at the radial points under con centrifugal force assists the velocity pressure in
sideration. It is apparent that the angular or returning the auxiliary blades 215 to the operat
circumferential distance between the vanes de-. 45
creases as the center axis is approached. In
ing position shown in Figure 12.
In Figures 9, 22 and 23 I have shown my stator
order to provide fluid passages of-uniform area, vanes and their arrangement. 'Ihe angular ad
I have widened the passages in the direction vance of the fluid caused by the stator vanes
normal to the annular w'idths, i. e. in the direc amounts to the angular change caused to take
tion of the axis, as shown in Figure 8. The 50
place between the entering column of fluid and
widening takes place uniformly in such a man the ,existing column of fluid, and will, of course,
' ner as to make the cross section or capacity of cause a counter torque on the stator, equal to
the passages of substantially constant size. the output torque less the input torque. The
In the illustrated construction, however, I angle of exit from the stator vanes to the im
have included the following modification: Tak-. 55 peller vanes is such as will deliver iiuid to the
ing the passages between the impeller blades at impeller at an annular velocity and angle ap
, 231 (Figure 8) as 100% in size I have made proximately equal to or greater than the an
the passage 238 110%, the passage 240 102%, nular velocity _of the impeller. In some cases
the passage 24| 112%, passage 242 106%, and my impeller vanes are shaped to receive rotative
the passage 243 112%, in cross sectional area. 60 impetus from the fluid coming oif the stator
Passage 238 is 104% and passage 244 is 112%,
vanes. _
These small differences do not show up plainly Figure 16'shows a modification which is very
in the small scale drawings suitable for patent similar to that of Figure 8. In Figure 16 I i1
purposes. By this method, however, I accom lustrate how the impeller, rotor, and stator vanes
plish the following: First, a substantially uni may be constructed from sheet metal stampings
form cross sectional area of the passages; sec spot welded or otherwise secured in place as in
ond, passages increasing slightly in area to com dicated. Spot weids are indicated at points 300
pensate for the loss of circulating velocity due while arc weids are indicated at points 30|. As
to friction; third, passages having somewhat
larger entrance openings than the preceding exit _ 70 shown at 300 the blades are provided with suit
>able tongue members extended to be parallel
openings. _ with the respectivehousings into which the
Figures 11 to 15 are diagrammatic illustra vanes are to be secured. Figure 16 also shows
tions of my impeller vane construction but show an enlarged view of the central portion of
ing in detail a further modification. I have Figure 3, includingthe hexagonal wedge-ended I
> here shown the impeller blades 53 the same as 75
 3,242,515 9
rod |40, the lock pins |4|, the oil passage Figure 18 is a perspectiveview of a stamped '
|6I. etc. vane or bucket, a cluster of whichmay form the
Figure 16 also illustrates the fact that the' blades or vanes of the stator member of my hy-~
tortuous path of the fluid between the stator draulic vortex in any one of its alternative forms.`
blades, and the reduced eective cross section 5 `This vane or bucket is so constructed that a por- '
of the outlets caused by the angle of discharge. tion of its sides practically form the 'stator shell .
~ sets up a substantial resistance to the flow of when a series of them is secured together. -The
the liquid through the stator. Part 0f the stator blade or vane so formed is unlike previous
velocity pressure prevailing in the rotor is there stator blades in that the blade is not one con
fore converted into pressure head to force fluid 10 tinuous blade from the inlet to the outlet but is in \
through the stator. During this conversion a the form of two half blades. These buckets may
part -of the fluid loses its velocity, and may take be arranged so that the half blades meet edge to
the shorter path direct fromthe rotor to the edge `at the center line to form one continuous `
impeller. blade, or they may be arranged staggered so that '
In Figure 16 there is illustrated the arrange the column of fluid entering between the first `
ment of fluid intake passages |63 through the half of the blades is parted bythe second half
rotor vanes (or tubes carried by the rotor vanes) of the' blades, thus forming a new column o_f
to a low-pressure central point just inside the fluid of the same size from two fractions of ad
core; this arrangement of the intake passages jacent entering columns. 'v
|63 is also shown in Figure 3. The impeller 20 Figure 18 is a perspective view showing the
housing 302 is extended down to seal against entering? bucket 320 in Figure 22. The discharge
the hub 302' of the stator housing 33. There is bucket 32| may be similar or identical in con-l -
a substantial fluid pressure along the> walls of struction, but turned in the opposite direction as
the vortex, and therefore at the joint 303 be shown in Figure 22. Figure 19 is a .top view look
tween the impeller and the stator, so that fluid 25 ing down on the bucket of Figure 18. Figure 20
tends to discharge at 303 under considerable is an end view projected from Figure 19. Figure
pressure. Varies or blades 303' maybe placed
on the impeller housing 3_02 to build up a cen 21 is a cross section along line 2 |-2| of Figure 22.
trifugal pressure against which this discharge Figure 22 is a developed top view showing the ar-y , '
pressure must work. 30 rangement of the buckets, the curvature about the
This increases the pressure against which main axis being omitted. These figures merely
discharge must take place, having the effect of show one preferred form of constructing the
maintaining a larger volume of fluid in the vor stator blades from stampings. In a somewhat
tex. The amount of the fluid in the vortex can similar manner the impeller blades and rotor
therefore be controlled by varying the cen 85 Vblades may be constructed of stamped buckets
trifugal head against which the discharge takes adapted to be secured together to form or help
place. As one illustrative means of adjustably to form the impeller assembly or the rotor as~
controlling the centrifugal head, I show in , sembly.
Figure 16, a gooseneck tube 304 adjustable about Figure 23 is a diagrammatic illustration show
an axis 305 to change the effective radial posi 40 ing the angular arrangement of the rotor blades
tion of its outlet 306, thereby varying the effec with respect to the stator blades, 'I'herotor
tive centrifugal head in the annular chamber blades are indicated at 350 whereas the stator
301._ In some cases the tube 304 may be xed blade may be one of the buckets shown in Figure l
in position (in which case a drilled passage may 18 and is indicated at 35|. The direction of '
be substituted for it if desired), or means may 45 the flow of the fluid olf of the blades 350 may
be provided in other cases for changing its be in the direction of the 'dotted line 352,v but
angular position while running. due to the revolution of thev rotor in the direc
Figure 17 shows a construction somewhatv tion of the arrow the resultant velocity will be
similar to that of Figure 16, but in which the in the direction of the dotted line 353. Diierent
auxiliary vanes 215 described above in connec-. 50 resultant velocities of iiuid from the rotor blades
tion with Figure 11 are used, together with the 350 will lie some place between the dotted lines '
spring 218 and the annular ring 216. The vanes 352 and 353. Fluid willv irnplnge against the
in Figure 17, like the vanes in Figure 16, are
made up of sheet metal stampings suitably helical curved surface of the rotor blade 35|
secured in place. However, I have in Figure 17 55 at some angle between dotted lines 352 and 353.
introduced a somewhat different vane design. The angularl arrangement and curvature of the
In this figure the vane areas and lengths bear a blades 35| is such as to accommodate diiferent l
modified relation to each other as compared with ranges of angular approach to the best advantage. .
the previous figures. In Figure 17 it will be seen In Figure 24 I have shown the upper half of
that each of the impeller vanes 3|0-extends in 60 a radial section of my hydraulic torque converter
wardly toward the center considerably beyond , in a form'slmilar to those already described. ,
the corresponding rotor vane 3||. It will also However, in this view I have introduced two fric
be noticed that the impeller vane 3|0 is con tion .clutches and a tooth brake, all of which
siderably wider at- its central portion than the are automatically actuated. Ihe rst clutch 465
width of the rotor vane 3| |. This increases the 65 when engaged attaches an impeller assembly 466
centrifugal force imparted to the iluid by the to a ywheel housing 461, causing the impeller as
impeller vanes over and above the counter force sembly 466 to turn with the ywheel housing
imparted to the fluid by the rotor vanes 3| |. In 461. By means of weighted'levers 468 suitably
this way I am enabled to increase the rate of pivoted on the flywheel housing 461 at 469, the
circulation .when the rotative speed of the rotor 70 friction disc clutch 465 is engaged by centrifugal
reaches more nearly the rotative speed of the force acting on the weights 410, when- the rate
impeller. This enables my hydraulic vortex of revolution of theilywheel is suflicient to cause
~ mechanism to' transmit an increased torque load enough centrifugal action on weights 410to over
at the ratiosmore nearly approaching a one-to come torsion. springs 41|. Until such speed` is
one drive than can previous hydraulic vortexes. 75 reached the friction disc clutch 465 remains dis
 10 2,252,515
engaged, thereby imparting little or no rotative sirable qulcklyand completely to disconnect the
force to the impeller assembly 488. ' d engine from the driven shaft. '
A second friction clutch 415 is normally dis In Figure 2'8 I show diagrammatically an al
engaged and is yieldlngly held so by means of a ternative means for interconnecting with the
helical spring 418. However, when the rate of transmission the hand brake lever 48|, so that
revolution of both the impeller assembly 455 and either the clutch may be disengaged or the shift
the rotor assembly 411. becomes sufllciently high lever moved to yneutral when the hand brake is
so that the hydrostatic pressure of the uid be applied. Due to the curvature of a slot 488 the
tween them tends to separate the impeller shell hand brake lever 481 may be moved to any de
481 and the rotor shell 411, the spring 41| be gree desired. On the other hand there is a cross
comes compressed thus allowing the friction discs slot 482 permitting the lever 488 to move to any
of the clutch 415 to become engaged, thus effectf degree within its limits when the hand brake
ing a one-_to-one drive between the flywheel 418 lever is in its' disengaged position. But when the
and rotor assembly 411. The movement of the hand brake lever is moved to the position to ap
rotor stem 418 and the rotor assembly 411 just ply the brakes, the lever 488 will be engaged and
described will cause the stator shell 4,88 to move moved to a denite position by thehand'lever
toward the ywheel, motion being imparted 48|, the lever 491 having for that purpose an ex
through a thrust bearing 48|` from the rotor stem ' tension or boss 284'which finds its way into the
418 to the stator shell 488. This movement will slot 488 and,- which moves therein. Now by suit
cause the disengagement of a tooth brake 482, 20. ably connecting the end 485 of the lever 488 to
thus allowing the stator shell 488 to revolve at either the clutch or the shift mechanism they
will whereas when the tooth brake 482 is engaged may be brought to a desired definite position
the stator shell 488 is held against movement by when the hand brakes are applied.
the stationary transmission housing 488. Spring . - In Figure 27 I have shown diagrammatically a
484 is introduced to normally maintain a.y clear- ' _f hook-up actuated by the brake pedal 481, to close
ance at the joint 485, By theseV means I provide the> engine throttle when the brake pedal is de
an automatically operated friction clutch for con pressed. This is a precautionary measure toin
necting- and disconnecting the impeller from the sure the closing of the throttle when foot brake is
prime mover, an automatically4 actuated friction applied, should the foot accelerator mechanism
clutch for connecting and disconnecting the prime 30' stick. Since my transmission is automatic Ide
mover from the rotor at desired speeds, and auto sire to eliminate the likelihood of the engine
matic means for connecting and disconnecting turning too fast and causing an intermediate
the stator from a fixed member. l speed tending to drive the car when the brakes
In all forms of my'novel torque converter I are applied. Should such a thing happen the
prefer to provide the three. elements with differ 35. engine and transmission would tend to drive the
ent numbers of blades or vanes, the numbers car while the operator was trying to stop the car,
preferably being prime to each other. Thus thus prolonging the stopping distance and time.
there is at any given instant only ,one blade on I accomplish this by introducing means such
each element crossing a single blade on one of as a bell crank lever 488 with an end extended to
the otherelements. Moreover, the crossing of 40 engage the pedal 481; By means of a one-way
the blades occurs so frequently that it is prac slip joint a rod 488 is caused to move aft or to
tically continuous. By using prime numbers of the right, when pedal 481 is depressed. Rod 488
blades, also, the rhythm set up is of a period maybe connected by suitable yielding means
least apt to harmonize with the natural period (not shown) to the accelerator rod or to the
\ of the other moving parts. ~ throttle rod (not shown) to cause them to move
Figure 25 shows an outside elevation of a v to close the throttle to idling position.
transmission such as the one shown in Figure 1, The transmission shown in Figure 2-8- includes
with a preferred form of operating hook-up. The a turbine unit 58i driving, through a series-mul
shift'lever pivot 58 of Figure 1 and of Figure 25 tiple connection, a planetary gear unit 582. The
, are the same in construction and operation; turbine unit includes a vaned impeller 588 bolted
however, in Figure 25, the angular location of or otherwise secured to a housing or flywheel
this pivot is swung around 90 from the position carried by the end of the driving shaft 5I8, a
shown in Figure 1. 'Ihe lever 488 turns the pivot vaned rotor or impelled member 584, and a vaned
shaft 68, effecting a shift as previously described stator or reactance member 585, all axially ar
under Figure 1. Normally the lever 488 is moved ranged. l
by means such as a hand shift lever 48|. In ad The gear unit 582 includes a first sun gear 508
dition I provide suitable connecting links 482 and driven by and rotatable with and at the speed of
483 and a lever 484 embodying a one-way slip the impeller 508, a first set of planet gears 501
joint 485. When the clutch pedal- 488 is de meshing with the sun gear 588, and a gear car
pressed all the way, the last inch or so of move 60 rier 508 for the planet gears 581.
ment causes the lower end of lever 484 to strike 'I'here is also a second sun gear 588 rotatable
an adjustable abutment 481 on the rod 482 and with and at the speed of and driven by the fluid-y
move the rod 482 aft'or to the right, thereby , propelled rotor584, a second set of planet gears
causing the shaft 68 to turn to a position causing 5I0 meshing with the second sun gear 588, and a
the transmission parts to move into their neutral ring Bear 5H meshing with the planet gears 5I8
position at the time the pedal 485 strikes the toe and having a one-way reactance device 5|2 of
board or a suitable stop (not shown). In this - the type described and claimed in my applica
way I provide means for completely disconnect tion No. 468,786, filed July 18, 1930 now matured
ing all driving means from the driven means, and into Patent No. 2,007,442. The reactance device
this means is' operated by a movement which is 70 512 prevents rotation of the ring gear 5H -in one
now instinctive to experienced drivers of present direction but permits it to turn in the other di
day automobiles. This is an emergency measure, - rection.
on such rare occasions as when an automobile 'Ihe gearing also includes a second gear car-l
engine jams or locks while the automobile is trav rier-5H for the planet gears 5I8, and carrying
eling at a high rate of speed, when it becomes de rigid therewith s_second ring gear 5I4 meshing
 2,242,515 11
with the'planet gears 501. A contracting band vided for the rotating parts. The connection be
brake 515 is provided for holding the gear car tween the ring gear 511 and the extension 523 is
rier 513 against rotation when desired (e. g. for shown as a bell housing 524 inclosing the other
reverse drive), while an axially-shiftable driven gears.
member 516 is provided with a clutch having 5 'I'he reactance member 511, as described in
teeth engageable selectively with corresponding Patent No. 1,959,349, enables member 505 to start
teeth either onthe gear carrier 508 or on an ex rotating and pick up speed gradually until it
tension 523 of a\housing bolted to the ring gear finally turns as a unit at high speeds with the
51 I, for forward and reverse drive. turbine members 503 and 504. .
A one-way reactance device 511 is provided for 10 The reaction member 512 may act as an im
holding the reaction or stator member 505. Suit pulse rectifier for alternating positive and nega
able iiuid passages 518 are provided for main tive impulses, if the planet gears 510 are counter
taining a supply of fluid in the turbine unit 501. weighted as shown on one side. In this case the
'I'he illustrated reaction device 511 is more fully positive impulses drive the ring gear 511 and the
described, and is claimed, in my application No. 15 negative impulses are held by the member 512.
525,968, led March 28, 1931 now matured into The rectified positive impulses give a second
Patent No. 1,959,349. torque amplification in series with the hydraulic
In forward drive, the clutch member 5|6 is torque ampliiier, driving the ring gear at an in
connected to the gear carrier 508, and the one creasing intermediate speed until a one-to-one
way reaction device 512 is set as described in 20 direct'high drive is reached with theiweighted
Patent No. 2,007,442 to prevent reverse rotation pinions 510 in effect locking the rotor 504 to the'
of the ring gear 511, while permitting it to turn ring gear 514.
in a forward direction. Rotation of the power Thus in this modification there is a positive low
shaft 519 drives the impeller 503, as well as the gear, all of the drive then being from the sun
sun gear 506, causing power to be supplied to 25 gear 506, followed by an automatic infinitely
the driven member 508-516 through two paths variable intermediate speed drive, and finally a
in parallel or multiple. If a positive low gear direct one-to-one high speed drive.
drive is desired at the start, the brake member In all ofthe above-described modification ad
515 may be engaged to hold the ring gear 514 vantage is taken of the most effective range of
against rotation in the reverse direction. Upon 30 speeds of a hydraulic torque converter, there is a
release 'of this brake member the hydraulic torque positive geared low speed, there may if desired be
converter will operate automatically to vary the a positive lock connecting all of the parts to turn
driving ratio through an infinite number of steps as a single unit in a direct drive at high speed,
in accordance with speed and torque conditions. and reverse is secured without the addition of
One path is from the drive shaft 519, through 35 extra mechanism.
a central shaft 520 rigidly connected thereto, to Some of the advantages of my transmission are
_the sun gear 506 keyed on the shaft 520, thence illustrated in Figure 29. In al1 transmissions, it
to the planet gears 501 and through -those gears is desirable to balance engine torque and speed
to the gear carrier 508 on which they are against the required output torque to produced
mounted. The other path is from the drive shaft 40 maximum acceleration at the given engine speed,
519 through the impeller 503, and in cooperation or (with wide open throttle) to give the maximum
with the reaction member or stator 505 driving speed of which the engine torque curve is cap
the driven member or rotor 504, thence through able. This desirable characteristic is attained by
a sleeve 52| to the sun gear 509 keyed thereon my transmission, as described above, more exactly
and to the planet gears 510 meshing therewith, 45 than with any previous transmission that I know
from the planet gears to the ring gear 514, and of. '
then through the planet gears 501 to the gear In the diagram of Figure 29, the ordinates in
carrier 508. the direction of OT indicate output torque, along
Since the ring gear 511 is held against reverse the abscissa OM are plotted car speed, and along
rotation, by means such as the reactance member 50 the parallel line OM are plotted elapsed time. '
512, it may absorb a considerable part of the The dashed line A indicates useful available
torque load, thus preventing over-loading the engine torque. The dotted line B is a plot of the
turbine unit. With the proportions illustrated, useful engine torque A multiplied by the rear axle l l.
the reaction load on the fluid turbine unit is ap- - ratio.
proximately one-third of what would be imposed 55 The line `C is a plot of the useful engine torque
on it if the gears 509, 510, and 511 were omitted (a) multiplied by the rear axle ratio (as in B)
and the sleeve 521 connected directly to the ring and by the second gear ratio of a standard three
gear 514. / speed automobile transmission, while the line D'
For reverse, the clutch member 516 is shifted is a similar plotted line for low gear. The full~
to connect it to the member 523 (and therefore 60 line curve E shows car performance at wide open
to the ring gear 511), the reaction member 512 is throttle (with the same rear axle ratio as be
placed in neutral or reverse, and the brake 515 is fore) with my improved transmission herein de
set to hold the gear carrier 513 stationary. With scribed.
this setting, the entire power for reverse is sent By way f additional comparison, curves F
through the hydraulic turbine unit, the sun gear 65 and G illustrate the characteristics of an or
506 and the gears 501 and ring gear 514 turning dinary torque converter of the three element
idly without driving. Power goes from the shaft . type when used above, i. e. when not arranged
519, through the turbine members 503, 505, and in my novel combination series-multiple ar
504, thence through the sleeve 521, sun gear 509, rangement with a planetary gear or the like.
and planet gears 510,'to the ring gear 5.11. Since 7o The curve F is plotted on the ordinate OT and
the gear carrier 513 is held against rotation, the the lower abscissa OM (i. e.,it is a time char
ring gear 51| (and therefore the driven member acteristic), and the curve G is plotted on OT
' - 5|6) isdriven in a reverse direction at a reduced and OM, as unlike the cases previously discussed
speed. l f ,
the curves are in this case diierent for the two
Suitable anti-friction bearings 522 may be pro 75 abscssae.
12 2,242,515
Comparison of the curve E with the other rier for said second planet gearing, a second
curves shows how my use of a positive geared ring gear rotatable with and at the speed of
low drive gives a very rapid rise to maximumv said second gear carrier and meshing with said
torque amplification at low gear, in starting, first planet gearing, selective means for holding
followed by successive positions substantially said second gear carrier against rotation for
tangent to the curves D and C until high gear reverse drive, a driven member, means for se
is reached, and then coincident with curve B.
lectively connecting said driven member to ro
In other words, the curve E ofA my transmission tate either withl said first gear carrier or with
is substantially the curve obtainable ii' there said first ring gear, and a reversible one-way
were an infinite number of gear changes with
reactance for controlling said second ring gear.
individual curves like D and C, and the driver` 4. A parallel series Vvariable speed transmis
were able to shift from each one to the next at sion comprising a turbine unit and a gear unit,
said turbine unit comprising a vaned iiuid-pro
exactly the most favorable instant. pelling member, a vaned fluid-propelled mem
Due partly to this favorable characteristic,
and partly to the quictness with which my 15 ber and a vaned iiuid-reactance member, said
transmission operates, it is feasible to _use a much three members being coaxial, said gear unit com
lower gear ratio than usual in the rear axle, as
prising a first sun gear rotatable with and at
there is no objection to driving in intermediate thespeed ot the fluid-propelling member, a. iirst
gear at much higher speeds than usual, so that planet gearing meshing with. said first sun gear,
at high speeds the engine turns more slowly 20 a iirst gear carrier for said planet gearing, a
than in cars equipped with conventional trans second sun gear rotatable with and at the speed
missions. The advantages of this are too well of the mild-propelled member, a second planet
known to require discussion herein. gearing meshing with said second sun gear, a
While several illustrative embodiments have iirst ring gear meshing with said second planet
been described in detail, it is not my intention 25 gearing, selective means for holding said ring
to limit the scope of the invention to those par gear against rotation, a second gear carrier for
ticular embodiments, or otherwise than by the said second planet gearing, a second ring gear
terms of the appended claims. Part of' the rotatable with and at the speed of said second
subject-matter disclosed and claimed herein is gear carrier and meshing with said iirst planet
continued from my prior application No. 646,777, 30 gearing, selective means for holding said sec
filed December 12, 1932, now matured into Pat ond gear carrier against rotation for reverse
drive, a driven member, and meansfor selective
ent No. 2,003,108. ly connecting said driven member Vto rotate
I claim: '
1. A parallel series variable speed transmis either with said rst gear carrier or with said
first ring gear. . .
sion comprising a turbine unit and a gear unit.
said turbine unit comprising a vaned iiuid 5. A parallel series variable speed transmis
propelling member, a vaned fluid-propelled mem sion comprising a turbine unit and a` gear unit,
ber and a vaned iiuid-reactance member, said said turbine unit comprising a vaned iiuid
three members being coaxial, said gear unit propelling member, a vaned fluid-propelled
comprising a first gear connected to rotate with member and a vaned fluid-reactance member,
and at the speed of the fluid-propelling member, said gear unit comprising a gear member rotat
a second gear connected to rotate with and at able with and at the speed of the duid-propelling
the speed of the fluid-propelled member, and a. member, a gear member rotatable with and at
the speed of the huid-propelled member, a series
member driven by both gears. f
2. A parallel series variable speed transmis 45 of gear members drivably connected with both
sion comprising a turbine unit and a gear unit, said gear members, one of said series tending to
said turbine unit comprising a vaned uid-pro rotate in one direction and another in the op
pelling member, a vaned fluid-propelled _mem posite direction, a driven shaft, and means for
ber and a vaned uid-reactance member, said
selectively connecting said shaft with one of
three members being coaxial, said gear unit 50 said members for rotation in one direction or
comprising a first gear rotatable with and at with the other member for rotation in the op
the speed of the fluid-propelling member, Va posite direction. '
second gear rotatable with and at the speed 6. A parallel series variablespeed transmission
of the fluid-propelled member, a planet gear comprising a turbine unit and a gear unit, said
ing meshing with said second gear, a gear mesh turbine unit comprising a vaned duid-propelling
ing with said planet gearing and held against member. a vaned fluid-propelled member and a
reverse rotation, a gear carrier for said planet vaned iiuid-reactance member, said gear unit
gearing, and a member driven both by said first comprising a gear member rotatable with and at
gear and by said gear carrier- the speed of the fluid-propelling member, a gear
3. A parallel series variable speed transmis 60 member rotatable with and at the speed of the
sion comprising a turbine unit and a gear unit, fluid-propelled member, a member driven by both
said turbine unit comprising a vaned. fluid of said gear members in one direction. and a
propelling member, a vaned fluid-propelled member driven by the last named gear member
member and a vaned iiuid-reactance member, only in the opposite direction.
said three members being coaxial, said gear unit 65 '7. A parallel series variable speed transmission
comprising a first sun gear rotatable with and comprising a turbine unit and a gear unit, said
at the speed of the fluid-propelling. member, a turbine unit comprising a vaned fluid-propelling
first planet gearing meshing with said first sun member, a vaned duid-propelled member and a
gear, a first gear carrier for said planet gearing.. vaned fluid-reactance member, said gear unit
a second sun gear rotatable with and at the 70 comprising a gear rotatable with .the iiuid-pro
speed of the fluid-propelled member, a second pelling member, a planetating gear meshing with
planet gearing meshing with said second sun , said gear and a second gear meshing with said
gear, a first ring gear meshing with said second planetating gear, a gear rotatable with the iiuld
planet gearing, selective means for holding said propelled member. a planetating gear meshing I
ring gear against rotation, a second gear car 75 'with said gear, and a ring gear meshing with the