Nov. 20, 1951 F. R.

MGI-ARLAND` 2,575,522
TRANSMISSION
Filed Aug. 14, 1946 5 Sheets-sheet 1
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TRANSMISSION
Filed Aug. 14, 1946 5 Sheets-Sheet 2

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TRANSMISSION
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2,575,522

UNITED STATES PATENT, FFICE

2,575,522
TRANSMISSION
Forest R. McFarland, Huntington Woods, Mich.,
assignor to Packard Motor Car Company, De
troit, Mich., a corporation of Michigan
Application August 14, 1946, SerialrNo. 690,517
14 Claims.
1 2
This invention relates to motor vehicle trans Fig. 2 is a fragmentary view of the shifter
missions and control means therefor. mechanism looking from the inside of the trans
The invention pertains generally to transmis mission toward the outside;
sions of the planetary gear type and having a Fig. 3 is a horizontal sectional view of the
brake device adapted to coact with a reaction transmission with part of the casing shown in full
member for establishing geared drive and a and with the section taken on the central axis
clutch device adapted t'o lock the gearing for of the transmission;
unitary rotation'for establishing direct drive. Fig.- 4 is a rear end elevation of the transmis
Shift mechanism, conditioned by the driver, is sion lwith parts broken away to show certain
provided for connecting and disconnecting the 10 valves and the shifter locking device in verti
driven and the tail shafts for forward or reverse cal section;
drive or neutral. ` Fig. 5 is a horizontal sectional view of the speed
An object of the invention is to provide a and vacuum control device taken substantial
transmission in which the brake device is not ly on the axis of the device;
fully released until the clutch device is suiii Fig. 6 is a transverse sectional view of the
ciently engaged to take up the motor torque geared drive control devices taken substantially
upon shift-up from the geared drive >to direct on line 6_6 of Fig. 1;
drive, while quicker release of the brake de Fig. '7 is an elevational view, largely diagram
vice is effected when the driver is lmaneuvering matic, of portions of a motor vehicle, showing
the vehicle and geared drive is disestablished 20 the general arrangement of some of the control
without establishing direct drive. devices of the transmission; and
Another object of the invention is to provide Fig. 8 is a diagrammatic and partly sectional
the transmission with fluid operated means so view of the control system for the transmission.
controlled that the driven shaft is held station Referring to Figs. 1 and 3 of the drawings, the
ary until after the driven and tail shafts are transmission is housed in a casing comprising
connected for forward or reverse drive. sections I5, |3 and I1, the forward section I5
Another object of the invention is to provide being secured to the rear wall |8 of a conven
a pressure fluid. system supplied with iiuid from tional internal combustion engine provided with
pumps driven by the engine and the wheels of the usual crankshaft I9 (Fig. l). A uid cou
the vehicle, and having means disconnecting pling is housed in the casing section I5 and com
the wheel driven pump from the engine driven 30 prises an impeller carrying member 2D, secured
pump when the vehicle is standing still and by bolts 2| to the rear end of the crankshaft, a
the engine is running. primary runner 22 with its power or drive shaft
' Another object of the invention is to auto 23, and a secondary runner 24 splined to a sleeve
matically lock the shift mechanism against op drive shaft 25 concentric with the shaft 23. A
eration while it is in forward position and the 35 one-way clutch 26 provides a driving connec
vehicle is in motion. tion between the runner 22 and a sleeve 21 splined
Another object of the invention is to provide to the shaft 23. A sleeve shaft 29 telescopes shaft
improved valve control devices for the brake de 25 and has a hub 30 splined on its forward end.
vice and clutch device. Fixed to the impeller carrying member are two
Another object of the invention is to provide 40 plate members 3| and coil springs 32 are dis
a transmission of the character referred to with - posed in recesses in the hub 3U and plates 3|
means for automatically effecting direct drive, to provide a flexible driving connection between
a device operated at the will of the driver for the impeller and'sleeve shaft 29.
overruling such means to effect step-down from Change speed gearing, housed within the cas
direct drive to geared drive, and means, respon 45 ing section I6, is preferably of the planetary type
sive to the speed of the vehicle, for preventing and provides a plurality of different gear ratios.
such step-down under the control of said device The planetary gearing includes drive gear 34
when the vehicle is traveling above a certain fixed on shaft 23, drive gear 35 fixed to shaft 25,
high speed. driven gear 36 and planetary gears 31', 38 and 39
Other objects of the invention will appear from 50' meshing with gears 34, 35 and 36 respectively.
the` following description taken in connection The planetary gears 31, 38, 39 are rotatably
with the drawings, which form a part of this spe mounted on a pin 4| fixed to a carrier 42, it being
cication, and in which: understood that there may be more than one of
Fig. 1 is a longitudinal sectional view of a these groups of gears 31, 38 and 39 and their sup
transmission embodying the invention; 55 porting pins 4|. '
 asiatica '
3 4
The driven gear 35 is fast to the forward end Rotatably mounted on the sleeve of the sun
oi' sleeve shaft 43. Tail shaft 44 is in axial align gear 45 (Figs. 1 and 3) is a carrier 12 which
ment with the shaft 23 and extends into the through suitable pins thereon supports planetary
sleeve shaft 43. Shift mechanism housed in the gears 13 meshing with the sun gear 45 and in
casing section |1 is adapted to connect the shafts ternal teeth on an annular gear 14. The latter,
43 and 44 for forward or reverse -drive. This in turn, is splined to the tail shaft 44 through
mechanism includes a sun gear 45 splined on the the splines 45. When the carrier 12, with the
rear end of the shaft 43. When the sun gear is sun gear 45, is shifted to the left, as viewed in
shifted toward the right, as view in Fig. 1, in Fig. 1, brake teeth 15 on the carrier are moved
ternal clutch teeth 45 on the sun gear are moved 10 into engagement with internal teeth 15 on an
into mesh with splines or teeth 45 on the tail abutment ring 15 secured by bolts to the rear
shaft so that the vehicle may be driven forwardly. wall of the casing section |5. Thus the carrier is
When the carrier 42 is not restrained against held stationary so that the drive from the sun
rotation, it will be driven freely in a direction gear 45 to ring gear 14 through planetary gears
reverse to that of the shafts 23 and 25 and no 13 will' rotate the tail shaft 44 at a reduced speed
drive will be transmitted to the shaft 43. Gears and in a reverse direction relative to that of
34, 31, 39 and 35 comprise the low speed reduc shaft 43.
tion gear train and gears 35, 30, 39 and 35 com When the engine is running and the shift
prise the higher or intermediate speed reduction mechanism is in neutral position, a synchronizer
gear train. When the carrier 42 is held sta 20 brake 19 is eifective to hold the shaft 43 sta
tionary by brake device 50. to be later described, tionary and thus prevent clash of teeth 45 with
torque will be multiplied through the low speed splines 48 or of teeth 15 with teeth 18 when the
gears 34 and 31 or the intermediate speed gears sun gear and carrier 12 are shifted into forward
35 and 38. depending upon which of the runners or reverse drive position; Brake plates 8|, posi
_ 22. 24 is effective. The primary runner 22 is ef tioned within the ring member 16, are splined
fective to drive power shaft 23 and the low speed to the sleeve shaft 43 and are engageable with the
gear train during low speed operation of the uid member 15 by means of a piston 82 which is fluid
coupling, and at some increased speed operation actuated against the action of springs 83. With
of the coupling secondary runner 24 takes over the brake 19 applied, the sleeve shaft 43 is held
the drive through the shaft 25 and the interme 30 stationary and hence there is no rotation of teeth
diate speed gear train, the clutch 25 then permit 45 or 15 while being shifted into engagement with
ting overrun of the primary runner. Thus either splines 40 or teeth 18, respectively, to effect for
low or intermediate gear ratio is established auto ward or reverse drive.
matically when the carrier 42 is restrained from The carrier 12 and sun gear 45 are shifted into
rotation by the brake device 50. Drive through 35 forward or reverse position through a fork 85
either of the train gears is called geared drive." (Fig. 3), the arms of which engage in a groove 11
The brake device 50 (Figs. 1 and 6) includes a in the carrier 12. The fork 85 is fast on shift
brake band 5| and a forwardly extending shell rail 86, having a slot 88 (Figs. 2 and 3) into which
52 on the carrier 42, the shell forming a reaction extends an arm 81 xed on shaft 9| (Fig. 7). An
.member against which the brake band is applied 40 arm 89 external of the casing |1 (Fig. 7) fast on
to hold the carrier stationary. One end of the shaft 9| is connected by a link 90 and other suit
brake band 5| is anchored to the casing section able connections (not shown) to the lower end of
I5 and the band is adapted to be engaged with a rod 95 which is arranged adjacent the steering
or released from the reaction member 52 by an wheel column 95 and has a handle 91 for opera
actuator device 54 through piston rod 55 and 45 tion by the driver. The shift rail 85 is mounted
lever 55. The brake is applied only when geared in a valve and actuator sleeve 99 (Fig. 3) axially
drive through the planetary gear is to be estab movable in a bore in casing section |1 and the left
lished. The brake control means will be de hand or valve end |00 of the rail is axially mov
scribed later. able in sleeve |0| fixed in casing section |5.
Housed within the shell 52 on the carrier is a 50 The synchronizer brake 19, the reaction or
friction clutch 54 which, when applied, eifects geared drive brake 50 and the direct drive clutch
high speed or direct drive through the planetary 54 are controlled by a fluid system which has a
gearing. The clutch includes clutch plates 55 plurality of valve .control devices, the system be
slidably splined alternately to the shell 52 and to ing shown diagrammatically in Fig. 8. A pump
clutch hub 55, which latter is splined to the rear 55 |04 of conventional design (Figs. 1 and 8) has a
end of the sleeve shaft 29 driven by the shaft |9 stationary gear |043 and a movable gear |04b the
and through the impeller carrying member 20. latter beingv driven from the sleeve shaft 29 of
. Coil springs 51 normally hold a pressure plate 55 the impeller 20. A like pump |05 has its movable `
towards the left (Fig. 1) so that the plates 55 are gear |05b driven from the tail shaft 44. These
disengaged. The plates are engaged through two pumps circulate the fluid through the system
means of fluid operated pistons 55 slidably under suilicient pressure to operate the synchro
mounted in pressure chambers _10. nizer brake 19, reaction brake 50 and direct drive
When the clutch 54 is engaged, the carrier is clutch 54. The pumps |04 and |06 draw fluid
driven directly by the impeller carrying member from the bottom of the casing section I5 through
20 thereby imparting rotation to the gear 39 a common screen |01 and passages |08 and H0,
bodily about the axis of the carrier, thus rotating respectively. The pump |04 delivers fluid to main
the gear 35, so that power will flow from the delivery passage |09 and pump |05 to delivery
carrier through the planetary gears to the sleeve passage |||. Suitable relief valves |02 and |03
shaft 43. At the same time the fluid coupling (Figs. 4 and 8) are associated with the outlets of
speed is such that the primary rotor 22 will be the pumps |04 and |05, respectively, to limit the
driving shaft 23 and thus impart rotation to the pressure in the delivery passages. A check valve
' lower speed gear train drive. This two-path H2 is interposed between passage ||| and a
drive will cause rotation of the sleeve shaft 43 at branch passage ||3 leading from the main de
substantially the same speed as that of the livery passage |09. Valve ||2 is uted as at ||2a
crankshaft. ' 75 so that fluid from passage ||3 may bleed to the
1
 atmen
5 8
ends of the valve. When the car is standing still, Passage | 22 connects with passage |28, which
at which time there is no pressure in the passage leads to port |29 in valve sleeve `|3| of control
|||, the valve H2 is held closed initially by a device |23 and to port |30 (Figs. 6 and 8) in valve
spring and by uid pressure in branch passage sleeve |32 of control device |24. Passage |33 con
||3, so that the pump |06 is shut off from the nects port |34 in the valve sleeve |3| with a port
fluid pressure created in the passage |09 by pump |35 in the valve sleeve |32.
|84 and there is no leakage through pump |06. The valve device |24 controls operation of the
When the car is in motion, however, the pressure geared drive brake 50. Within the sleeve |32 is a
of the pump |06 will hold the valve ||2 open to valve member |38 which is under the control of a
connect the delivery passages of the two pumps, spring |39 (Figs. 3, 6 and 8) and pressure in the
if the pressure of pump |06 is greater than that engine fuel intake manifold |40 (Fig. '1). A dia
of pump |04 by amount equal to the pressure phragm |4| is clamped between the sleeve |32 and
0f spring ||9b. a cap |42 which houses the spring and provides a
The valve and actuator sleeve 99 has a periph chamber |43 adapted to be connected by a conduit
eral groove ||5 (Fig. 8), a narrow portion of 15 |44 to the intake manifold |40. The valve mem
which is adapted to register with the branch ||3 ber |38 is connected to the diaphragm and the
and a wider or elongated portion ||5a of which is spring |39 normally urges the valve member to
adapted to register with passage ||6 leading to wards the left. as viewed in Fig. 8, to open posi
the synchronizer brake device 19. A coil spring tion. Associated with the valve member |38 is a
||1 is compressed between one end of the sleeve 20 second valve member |46 positioned between the
99 and a collar on the adjacent end of the shaft
valve member |38 and a xed disk |41 which
rail 06 and a coil spring || 8 is compressed be closes one end of the valve sleeve |32. The mem
tween the opposite end of the sleeve and the ber |46 (Fig. 6) has a hollow cylinder portion |48
hub of the arm 85. With the shift mechanism
in neutral position, as shown in Fig. 8, the valve 25 fitting in a bore in the valve member |38 and a
sleeve 99 is held in its central position by the coil spring |49, located within the portion |48 and
springs which are balanced, and the groove ||5 the bore tends to hold the member |46 with its
projections |50 in engagement with disk |41.
is in registry with passages ||3 and ||6, so that When the engine is idling, the chamber |43 is
pressure fluid causes engagement of the syn
open to the sub-atmospheric manifold pressure in
chronizer brake which then holds the sleeve shaft 30 the manifold |40 through a. valve |54 (Figs. 7 and
43 against rotation.
The end of the shifter arm 81 extends into the 8) in the conduit |44 and such pressure is suiii
upper portion of a slot ||9 (Fig. 2) in the valve cient to overcome thespring |39 and cause the
sleeve 99 and as this portion of the slot is nar valve member | 38 to move to the position where
rower than the central portion of the slot 88, in 35 in it closes a passage leading to the brake operat
the shift rail 86, when the arm 81 is rocked fore ing mechanism (to be hereinafter described), as
or aft by the operator the sleeve valve will be shown in Fig. 8 which illustrates the system in
shifted ahead of the rail. Upon such movement, neutral position with the engine idling. The
the narrow portion of the groove ||5 is shifted throttle |51 is operated through connections, in
out of registry with the passage ||3 to shut off 40 cluding lever |58 (Fig. '1) by the accelerator pedal
fluid iiow to the synchronizer brake and the wider |60. Upon depression of the latter, cam |56,
portion ||5a of the groove is shifted to vent the which is moved with the lever |58, shifts the valve
passage ||6 to the case |1 at |20 or |2|, depend |54 against the action of its spring |6| to close the
ing upon the direction of the shift, thus permit connection with the manifold and vent chamber
ting release of the synchronizer brake. When the |43 to atmosphere through vent |62. Thus, with
sleeve valve 99 is shifted to the right or left from = the engine idling and the vehicle standing still,
neutral position (Fig. 8) either spring ||1 or ||8 the brake control valve |24 is ineffective to hold
will be compressed to shift rail 86 to engage the the planetary gear carrier 42, but when the shift
forward or reverse clutch or brake teeth (45 and rail 86 is rst moved to forward or reverse. posi
48 or 15 and 18) just prior to the venting of the tion and the accelerator is then depressed, the
synchronizer brake. In the event the clutch or 50 valve |54 is closed and the chamber |43 vented to
brake teeth abut when the shift is made, the the atmosphere, whereupon the spring |39 shifts
' compressed spring will complete the shift upon the valve member |38 from the position shown in
slight rotation of the released shaft 43, so that Fig. 8 toward the right to the position wherein it
engagement of the clutch or brake teeth will be opens the aforesaid passage leading to the brake
accomplished without clash. 55 operating mechanism, in which condition it is
A spring pressed detent |21 (Fig. 3) is adapted illustrated in Fig. 6.
to engage lightly in notches |21a formed in the Associated with the valve device |24 is the
outer side of the valve sleeve 99 to retain the shift compound piston and valve device 54 (Figs. 6
mechanism in neutral, forward or reverse. and 8) forming part of the means for actuat
60 ing the brake 50. Mounted in cylinder |65,
The shift rail 86 also serves as a primary valve
for controlling flow in the fluid system through formed in the casing section I6, is a sleeve piston
branch passage ||4 and passage |22 (Fig. 8) to |66 having a flange |61 sealing off chamber |68
direct drive valve control device |23 and geared in the end of the cylinder |65 from chamber
drive valve control device |24. Sleeve l0|, sup 65 |69` around the sleeve portion of the piston |66.
porting the valve end of rail 86, is provided with The chamber |68 is connected by passage |1|
with a port |12 in the valve sleeve |32 and cham
ports aligned with passages | I4 and |22. The rail ber |69 is connected by passage |13 to a port |14
is provided with passages or grooves |25 and |26
adapted to register with the ports in the sleeve |0| in the same sleeve. The valve member |38 has
flanges |10 and |10a so that either passage |1I'or
when the shift rail 86 is in forward or reverse 70 |13, depending upon the position of the valve
position. Thus when the rail is in neutral posi member, may be connected with the port |30 and
tion, the fluid system is shut off from the valve passage |28. With the engine idling and the ve
devices |23 and |24 but the system is open to hicle standing still, the valve member |38 is in
these devices when the rail is in forward or re its right-hand position, as shown in Fig. 8, pas
verse position. 75 sage |28 through port |30 then being open to
 2,515,522 J
7 l 8
Y passage |13 and closed to passage |1|. Piston gagement is effected at a reduced speed. thus
member |16, connected to the brake operating avoiding harshness and noise.
rod 55, is slidably mounted in the sleeve piston With the geared drive brake 50 applied, the
|66. A valve |15 is mounted for slidable move lower speed or intermediate speed is established,
ment in the right-hand end (Fig. 8) of the sleeve as above described. When shift-up `to direct
piston |66 and the 'piston member |16. A spring drive is established, which occurs approximately
|80 normally holds the valve |15 against a stop at a vehicle speed of fifteen miles per hour, for
ring |11 and the piston member |16 against a small throttle opening, the -geared drive brake
stop ring |18, these stop rings being carried by is released and thedirect drive clutch 64 is ac
the sleeve piston |66. With the parts in such In tuated. To this en the valve device |23 is op
condition, the left-hand end (Fig. 8) of the pis erated under the co binedinuence of the ve
ton member |16 is spaced from an interior flange hicle speed and sub-atmospheric pressure in the
|19 on the sleeve piston |66 and space |8|, be . intake manifold. The valve device |23 and its
tween the flange |19 and the adjacent end of the control means will be described later. It will
piston member |16. is open to ports |82 in the pis suffice for the present to state that, upon shift`
ton |66. At the same time radial ports |83 in up from geared drive to direct drive, ports |29
the valve |15 are out of communication with the and |34 in the valve sleeve 13| are placed in
space |8I, and the flange |61 on the sleeve pis communication with each other resulting _in fluid
ton |66 engages a projection |84 (Fig. 6) on the pressure flowing from passages l |22 and |28,
case so that the chamber |68 is always in com 20 through ports |29 and |34 and passages |33 and
munication with the passage |1|. 'Ihe piston |36 to the chambers 10 resulting in operation of
member |16 has vent openings |85 in its end the clutch 64. The fluid also flows from the pas
which is fixed to the rod 55. sage |33 through port |35 into the left-hand end
When the shift rail 86 is in forward or reverse (Fig. 8) l of the chamber in the valve sleeve |32
position and the engine is idling, the valve |38 and the pressure moves the valve members |38
is in the position shown in Fig. 8, anduid pres and |46 to the right as a unit against the action
sure is supplied from the pump |64 through pas of the springs |39 and |49. The port |30 is then
sages ||l9 and |28 and the valve |38 to the cham' closed to passage |1| but open to passage |13 so
ber |69, which at such time has no outlet as the that fluid flows into the chamber |69, thus forc
space |8| and ports |82 are closed by the valve ing the piston sleeve |66 and associated parts to
|15. When the accelerator is depressed. the valve the right to release the brake 50. With the valve
|54 is operated to close the chamber |43 to the members |38 and |46 in their right~hand posi
intake manifold |40 and open it to the atmos tion, groove |5|, formed in the periphery of the
phere, whereupon the spring |39 moves the valve flange of member |46, is in registry with vent
|38 to its open position as above explained and . openings |52 (Figs. 3 and 8) so that the oil under
as shown in Fig. 6. Thereupon the flange |10 of pressure in the chamber |68 is vented into the
the valve closes the port |14 and the passage |36 case. As the groove |5| is restricted in size, how
is opened to the passage |1| and the fluid pres ever, the fluid in the chamber |68, while being
sure causes uid to flow into the chamber |68 to vented, is under some pressure so that there is
move the compound piston and valve device (|66, 40 gradual release of the brake and at no time is
|16, |15) to the right to apply the geared drive the brake fully released before the clutch 64 is
brake 59, as shown in Fig. 6. sufficiently engaged to take over the motor
As the pressure fluid in chamber |69 is trappedl torque. Thus racing of the motor is avoided dur
by the closing of the port |14, this fluid flrst ing the change from geared drive to direct drive.
opposes movement of the sleeve piston |66 to the At the same time the brake releases sufficiently p
right (Fig. 6) and the fluid flowing through the/Y fast so that the clutch 64 is not fully engaged
port |1| into the chamber |68 first moves the valve while the brake band is unduly restraining rota
|15 against the action ofthe spring |89 until tion of the carrier 42. This action is alsoim
flange |81 on the valve strikes the interior flange proved by the fact that the capacity of the brake
|19a on the sleeve piston |66. This movement to act as an abutting member for the gear drive
of the valve relative to the sleeve piston brings the reaction is approximately twice that of a brake
ports |83 in the valve into registry with the ports member attempting to delay the action to the
|82 permitting venting of the chamber |69 clutch. The difference in braking capacity is
through these ports and the relief ports |85 in brought about by the fact that the brake is slip
the piston member |16. Thereupon the pressure .- . ping during engagement of the clutch and the
in the chamber |68 moves the sleeve piston >|66 torque of the clutch is in opposition to the torque
and the valve |15 rapidly toward the right and producedby the brake. Due to the respective
this movement through the spring |80, piston torques involved. this action is still of sufficient
member |16 and operating connections to the capacity to handle geared drive when the motor
brake causes initial but light engagement of the (if) is used as a brake, as when the vehicle is going
brake band 5| with the reaction shell 52. The down a steep grade.
reaction of the engaged band is transmitted back The valve sleeve I3| (Figs. 3 and 8) of the con
through the connections to the piston member trol device |23 has two valve chambers |9| and
|16 so that further movement of the piston |66 |92 connected at their adjacent ends by passage
toward the right (Fig. 6) relative to the member |33 formed in the sleeve. Associated with the
|16 progressively reduces the escape area of the chamber |9| are the previously mentioned ports
ports |82 resulting in slowing up of the travel of |29 and |34 communicating with passages |28
the piston |66. Near the end of this travel, the and |33, respectively. Valve |96 in the chamber
flange |19 abuts _against the left-hand end of |9| is normally held in its right-hand position,
the piston member |16 so that the piston sleeve 70 as shown in Fig. 8, by spring |91 compressed
|66 acts positively on the piston member and between the closed end of a bore in the valve
the band brake is fully and firmly engaged with and a fixed plate |98 having vents 200. With the
the shell 52. Thus the arrangement is such that valve in such position, the passage |33 is open
the brake is operated in two stages. The initial to the vents 206.
light engagement is rapid and the ilnal firm en- 75 Positioned in the valve chamber |92 is the
 9,575,522
9
valve |99 having a wide groove 20|. The valve is chamber 233 increases due to the increased speed l
attached to a diaphragm 202 and a spring 203 oi the engine relative to the position o! the ac
normally holds the valve inits left-hand position celerator pedal |30, the valve member 229 also
as shown in Fig. 8 with the wide groove 20| plac moves to the right as viewed in Fig. 5. With the
ing port 204 in communication with the passage transmission in geared drive and the vehicle
|93. A vent port 205 leads from the left-hand speed below the governed speed, which is about
end of the chamber |92'to the atmosphere. The niteen miles per hour, the ports 2|8 are' closed
port 204 is connected by a conduit 203 to a pas to the ports 229 and there is no fluid flow from
sage 201 in the casing 208 of the control device the pump |03 to the passage 203. These ports,
(Figs. 3, 5 and 8) which is operated under the in 10 however, may be placed into communication with
uence of the vehicle speed and sub-atmospheric each other at any speed above the governed speed
pressure in the engine intake manifold. This depending upon the pressure in the chamber 238.
-control device is for the main part the subject Thus the valve member 225 selects the speed.
matter of my copending application Serial No. above the governed speed, at which this occurs.
644,850 filed February l, 1946. 15 so that the valve member |93 is moved to eilect
A passage 2|0 (Fig. 8) leads from the pump |03 ' operation oi the direct drive clutch 34 and re
to a passage 220 in the casing 208. Valve mem lease the geared drive brake 50, as already de
ber 2|| (Figs. 5 and- 8), having a cylindrical valve scribed, up shift from seared drive to direct drive
chamber 2|2, is rotated through gears 2|3 and being thereby accomplished. Before the up shift
2|4 fast on the projecting shank of the member 20 is effected, the inner end ol' the valve member
2|| and on the tail shaft, respectively. The 224 does not cover the groove 229*l so that the
member 2|| has ports 2|5 registering with groove passages 203 and 201 are open to the vent 234
2|6 in standard 2|1, in which the member 2|| is through the passage means in the valve member
mounted. The member 2|| also has ports 2|8 225. When the ports 2|8 and 229a are brought
registering with groove 2|9 in the standard, and 25 into register, the inner end of the valvemember
the passage 220 leads to this groove. Pivoted 224 closes the ports 229* from the vent 234 and
on the outer end of the member 2|| are fly the pressure uid passing through port 229 and
weights 22| having arms carrying pins 222 ex passage 23| acts _against flange 230 on the valve
tending into a groove 223 on a valve sleeve 224 member 225 to move the latter and the plunger
slidable in member 2| I. Siidable in the sleeve 30 223 to their extreme outer position, at which
224 is another valve member 225, the outer end time the outer end of the plunger shank is
of which is held in engagement with plunger 226 moved into engagement with the bottom of the
by spring 221 compressed between the inner end boss 24|'. As the valve member 225 is thus
of the chamber 2|2 and a ange 230 on the moved to its extreme outer position, beyond that
member 225. 'Ihe valve sleeve 224 has radial 35 shown in Figs. 5 and 8, the sleeve valve 224 has
ports 228 and groove 228a adapted to register to move to a position below its governed speed
with the ports 2| 8 and groove 2|9 and the mem position before the pressure iiuid through the de
ber 225 has radial holes 229 and a grooved port vice is cut oil and the inner end of the sleeve
229a adapted to register with ports 228. Holes Valve 224 opens the vent 234 to the passage means
229 connect with an axial passage 23| in the 40 in the valve member 225. Thereupon pressure
member 225. There is a groove 232 in the bore on the end of the valve member |93 is relieved,
of the standard 2|1 and this groove, through the valve moves to the right (Fig. 8) and the
holes 232a in the member 2| I, remains in com direct drive clutch 34 is released and at the same
munication with a space 233 between the mem time valve members |38 and |43 move to the
bers 2|| and 225, and a vent port 234 opens the ' left, due to loss of pressure to the left of mem
groove 232 to the atmosphere. _ ber |46, the geared drive brake 50 being applied
Plunger 226 is carried by a diaphragm 236 to again establish geared drive.
which is secured to the casing 203 by a cap 231. Means are provided for overruling the action
The chamber 238 within the cap is connected by of the governor device, when effective to establish
a conduit 239 to the engine intake manifold |40 50 direct drive, in order that geared drive may be
(Fig. 7). The shank of the plunger (Fig. 5) is established at the will of the driver. One means
slidable in a boss 24| on the cap 231 and a spring oi' obtaining this overruling consists of solenoid
242 around the boss 243 tends to move the plung 252 (Figs. 3 and 8), associated with the direct
er inwardly in opposition to spring 221. A spacer drive control device |23, and energized under
member 244, slidably mounted in the bore of the ~ the control of the accelerator pedal |30 (Fig. 7).
plunger shank, has a slot 245 fitting over a pin The armature member 253 oi' the solenoid is con
246 carried by the shank. Except when there is nected to the valve |99. Battery 254 is connected
fluid pressure acting on the valve member 225 to with line 255 to the solenoid and interposed in
move the latter outwardly to its extreme position, the line is the usual switch 2.56 for the engine
springI 241, acting on the spacer member 244, 60 ignition system, a switch 251 operated by the ac
always maintains the end of the slot against celerator pedal, and a wind switch 258 which is
the pin 243 so that the outer end of the mem normally closed. The switch 251 may comprise
ber 244 is in its fully projected position, as shown stationary contacts and a contact movable by
in Fig. 5. This is true even when lowest sub the accelerator pedal. The switch 251 is only
atmospheric pressure exists in chamber 238, at closed while the accelerator pedal is in overdrive
which time the outer end of the member 244 position, that is, beyond its wide open throttle
abuts the bottom of the boss 24| and the outer position. Thus, upon pressing the accelerator
end of the plunger shank is held out of contact down to this latter position, the circuit to the
with the boss bottom. solenoid is established whereupon the valve |99
The speed and Vacuumcontrol device is so .70 is moved to the right (Fig. 8) to closed postion,
arranged that as the weights 22| move out in even through the intake manifold pressure and
response to increased vehicle speed they move centrifugal force dictate that the valve should
the valve sleeve 224 inwardly (to the left _as be in open position. With the valve |99 closed.
viewed in Fig. 5) and as the sub-atmospheric port |93 is shut ofl.' from the pressure fluid in
pressure in the intake manifold and thus in the 75 the conduit 203 leading from the speed and vac
 2,575,522
11 12
uum control device and the left-hand end of the the vacuum in the chamber |43 will move the
valve chamber |92 is vented through the passage valve member |38 to the right if the throttle
205 to the atmosphere. The spring |91 moves the |51 (Fig. 7) is closed.
valve member |96 to the right breaking the com A lock 21| (Figs. 4 and 8) is provided to pre
munication between the ports |29 and |34 and vent sliifting of the transmission to neutral or
thereby cutting oft uid pressure through the reverse while the vehicle is moving and the shift
passage |33 to the direct drive clutch 64 and to mechanism is in forward position. A piston 212
the chamber at the left of the valve member |46. and its spring 213 are mounted in a chamber
At the same time the pressure in the passage |33 214 in the case I1 and under the shift rod 86 and
and this chamber is relieved through the vent sleeve 99. The outer end ofthe chamber 214
ports 200. Thereupon the clutch is released and is connected by a passage 215 to the outlet side
the valve members |38 and |46 are shifted to of the rear pump |06. When the shift mech
the left so that the brake 50 is applied, thus ef anism is moved to forward position with the
fecting shift down to geared drive. engine idling and the vehicle stationary, a notch
The wind switch 258 is provided to prevent 216 in the shift sleeve 99 is moved opposite the
shift down from direct drive to geared drive end of the shank of the piston 212. At such time
when the vehicle is traveling at high speed, say the valve ||2 is closed, there being no fluid pres
above fifty miles per hour, and the accelerator sure in the passage 215. Upon operation of the
pedal is depressed to its overdrive position. If accelerator and movement of the vehicle, fluid
the shift down were effected at higher speeds, the 20 iiows from the -passage 215 into the outer end
brake band 5I, when applied to the reaction of the chamber and moves the piston inward
member 52 probably would be unduly worn. This against the pressure of the spring 213, the end
switch may comprise two contacts, one of which of the piston shank then engaging in the notch
is connected to a paddle 259 positioned in the 216 and locking the shifting mechanism in for
air stream of the cooling fan (not shown) of the ward position until the vehicle is brought to a
engine, the contacts being held in normalen stop, whereupon the shift mechanism may be
gagement by a spring 260, and the paddle being moved to neutral or reverse position, if desired.
operated by the air pressure to open the switch Means are also provided to prevent the driver
when the vehicle speed reaches approximately from starting the engine except when the shift
fifty miles per hour. l 30 mechanism is in neutral position. To this end
A manually operated switch 26| (Figs. '7 and 8) a switch 280 (Figs. 3 and 8), comprising sta
on the vehicle instrument board is also provided tionary contacts and a movable contact 28|, is
as another means by which the driver may shift positioned in the line 282 to engine starting motor
down at will from direct drive to geared drive. 283, and starting motor switch 283B, and the
The switch 26| is in parallel with the switches 35 switch 280 is closed only when the shift mech
251 and 258, and in series with the ignition anism is in neutral by a projection 284 on the
switch 256 so that when switch 26| is closed by shift fork 85 engaging a plunger 285 carrying
the driver the solenoid is actuated and the shift the contact 28|. p
down is accomplished the same as when the ac It will be understood that various forms of the
celerator switch 251 is closed with the wind 40 invention other than those described above may
switch 258 in closed condition. When the switch be used without departing from the spirit or scope
26|' is closed the shift down will be accomplished of the invention. -
even though the vehicle speed is over fty miles Certain subject-matter disclosed in this ap
per hour. plication, such as the specific means for operat
With the valve |99 closed by the solenoid by 45 ing brake device 50, is disclosed and claimed in
operation of either switch 251 or 26| and the Forest R. McFarland application Serial Number
transmission in geared drive, if the throttle valve 659,774, filed April 5, 1946, for Transmission.
were fully closed, as when coasting downhill, the I claim: Y
valve |54 would open the chamber |43 of the l. In a transmission for motor vehicles, change
valve device |24 to the intake manifold and the speed mechanism, pressure fluid operated means
low pressure in the chamber would overcome the for controlling operation of said mechanism for
spring |39 and move valve member |38 to the different ratio drives, a iiuid pressure system
right (Fig. 8). This would result in release of the adapted to operate said means, and including
geared drive brake, which of course would be ob pump means, driver operated shift mechanism
jectionable. Provision is therefore made to pre for controlling operation of the transmission for
vent shifting of the valve |38 to the right under forward or reverse drive or neutral, means oper
such conditions. To this end, the valve |99, when ated by the fluid pressure for locking the shift
moved to the right by the solenoid 252, carries its mechanism against operation while the latter is
wide groove 20| into register with port 263 so in forward position and the vehicle is in motion,
that pressure fluid iiows from the passage 206 and a valve preventing operation of said locking
through port 204, groove 20|, port 263. conduit means when the shift mechanism is in forward
264 and port 265 to the right-hand end of the position, the engine is idling and the vehicle is
chamber for valve member |38. The pressure standing still.
thus exerted on the valve |38 holds it to the left 2. In a transmission for motor vehicles driven
regardless of throttle position. by an engine and having a fuel intake manifold,
The valve |99 (Figs. 3 and 8) has a narrow a power shaft, a driven shaft, planetary gearing
groove 266 connected with bore 261 in the valve including a carrier adapted to drivingly connect
by a hole 268. Upon opening of the switch 251 _the shafts, a brake device for the carrier, a clutch
or 26| by the operator, the solenoid is deenergized device for locking the gearing for unitary rota
and the spring 203 moves the valve |99 back to tion, a pressure fluid system, a valve device in
the left and in this position the groove 266 is in the system responsive to the pressure in the intake
registry with the port 263, so that the pressure manifold for controlling operation of the'` brake
fluid in the conduit 264 and in the right-hand device, a second valve device for controlling oper
end of the chamber for the valve |38 is relieved ation of said clutch device and the brake device,
through the valve |99 and the vent 205, so that 75 and compound valve means in the fluid system
 2,575,522
13 14
responsive to engine speed and the pressure in ond valve device actuates the latter to cause
the'intake manifold and having a fluid passage engagement of the clutch device and release of
connected to said second valve device whereby the brake device, and switch means operable at
the iiuid owing through said compound valve will by -the driver for energizing said solenoid to
means and passage into said second valve device overrule said compound valve means and effect
actuates- the latter to cause engagement of the v release of the clutch device and engagement of
clutch device and release of the brake device. the brake device. '
3. In a transmission lfor motor vehicles driven 6. In a transmission for motor vehicles driven
by an engine and having a fuel intake manifold, by an engine and having a fuel intake manifold,
a power shaft, a driven shaft, planetary gearing a power shaft, a driven shaft, planetary gearing
including a carrier adapted to drivingly connect including a carrier adapted to drivingly connect
the shafts, abrake device for the carrier, a clutch the shafts, a brake device for the carrier, a clutch
- device for locking the gearing for unitary rota device for locking the gearing for unitary rota
tion, a pressure fluid system, a valve device in tion, a pressure fluid system. a valve device in the
the system responsive to the pressure in the in system responsive to the pressure in the intake
take manifold for controlling operation of the manifold for controlling operation of the Abrake
brake device, a second valve device for control device, a second valve device for controlling oper
ling operation of said clutch device and the brake ation of said clutch device and the brake device
device and comprising two valve chambers, a and comprising two valve chambers, a port con
port connecting the two chambers, a valve> mem necting the two chambers, a valve member in one
ber in one of said chambers adapted to open and of said chambers adapted to open and close said
close said port, and a second valve member mov port, and a second valve member movable in the
able in the other chamber and adapted to con other chamber and adapted to connect said
nect said clutch device and first-mentioned valve clutch device and first-mentioned valve device
device to fluid flow, and compound valve means 25 to fluid flow, compound valve means responsive
responsive to engine speed and the pressure in to engine speed and the pressure in the intake
the intake manifold and having a fluid passage manifold and having a fluid passage connected
connected to the chamber having said first-men to the chamber having ~said first-mentioned
tioned valve member whereby the fluid flowing ' valve memberwhereby the fluid flowing through
through said compound valve means and pas 30 sa'id compound valve means and passage means
sage means into such chamber operates said into such chamber operates said second valve -
second valve member to cause engagement of member to cause engagement of the clutch device
the clutch device and release of the brake device. and release of the brake device, a solenoid con
4. In a transmission for motor vehicles driven nected to said first-mentioned valve member of
by an engine and having a fuel intake manifold, 35 said second valve device, and switch means oper
a power shaft, a driven shaft, planetary gearing able at will by the driver for energizing said
including a carrier adapted to drivingly connect solenoid to cause said first-mentioned valve
the shafts, a brake device for the carrier, a clutch member to close said port, thus overruling said
device for locking the gearing for unitary rota compound valve means and effecting release of
tion, a pressure fluid system, a valve device in the ll l) the clutch device and engagement of the brake
system responsive to the pressure in the intake device.
manifold for controlling operation of the brake '1. In a transmission for motor vehicles driven
device, a second valve device for controlling oper by an engine and having a fuel intake manifold.
ation of said clutch device and the brake device, a power shaft, a driven shaft, planetary gearing
compound valve means in the fluid system re including a carrier adapted to drivingly connect
sponsive to engine speed and the pressure in the the shafts, a brake device for the carrier, a clutch
intake manifold> and having a fluid passage con device for locking Ithe gearing for unitary rota
nected to said second valve device whereby the tion, a pressure fluid system, a valve device in
, fluid owing through said compound valve means the system responsive to the pressure in the
and passage into said second valve device actu- - intake manifold for controlling operation of the
ates the latter to cause engagement ofthe clutch brake device, a second valve device for control
device and release of the brake device, and means ling operation of said clutch device, automatic
operable at the will of the driver for effecting means responsive to the engine speed and the
operation of said second valve device to cause pressure in the intake manifold for controlling
release of the clutch device and engagement of , said second valve device, a device operable at the
the brake device and thus overrule the compound will of the operator for overruling said automatic
valve means. '
means, and means for preventing operation of
5. In a transmission for motor vehicles driven said' first valve device under the influence of the
by an engine and having a fuel intake manifold, pressure in the intake manifold while said auto
a power shaft, a driven shaft, planetary gearing matic means remains overruled.
including a carrier adapted to drivingly connect 8.' In a transmission for motor vehicles driven
the shafts, a brake device for the carrier, a clutch by an engine and having a fuel intake manifold,
i device for locking the gearing for unitary rota a power shaft, a driven shaft, planetary gearing
tion, a pressure fluid system, a valve device in the
including a carrier adapted to drivingly connect
system responsive to the pressure in the intake the shafts, a brake device for the carrier, a clutch
manifold for controlling operation of the brake device for locking the gearing for unitary rota
device, a second valve device for controlling oper tion, a pressure fluid system, a valve device in the
ation of said clutch device and the brake system responsive to the pressure in the intake
device, a solenoid associated with said second manifold for controlling operation of the brake
valve device, compound valve means in the device, a second valve device for controlling
system responsive to engine speed and the pres operation of said clutch device and the brake de
sure in the intake manifold and having a fluid vice, a solenoid associated with said second valve
passage connected to said second valve device device, compound valve means in the system re
whereby the fluid flowing through said com sponsive to engine speed and the pressure in the
pound valve means and passage into said sec 75 intake manifold for controlling operation of said
 - 2,575,522
15 16 -
tary rotation, a pressure fluid system, a valve
second valve device to cause engagement of the
clutch device and release of the brake device, device in the system responsive to the pressure in
`switch means operable at will by the driver for the intake manifold for controlling operation
energizing said solenoid to overrule said com of the brake device, a second valve device for
pound valve means and effect release of the controlling operation of said clutch device and
clutch device and engagement of the brake de the brake device and comprising two valve cham
vice, and means for preventing operation of said bers, a port connecting the two chambers, a valve
first valve device under the iniiuence of the member in one of said .chambers adapted to
pressure in the intake manifold while said com ope'n and close said port, and a second valve
pound valve means remains overruled. 10 member movable in the other chamber and
9. In a transmission for motor vehicles driven adapted to connect said clutch device and first
by an engine and having a fuel intake manifold, mentioned valve device to iiuid fiow, compound
a power shaft, a driven shaft, planetary gearing valve means\responsive to engine speed and the
including a carrier adapted to drivingly connect pressure in the intake manifold and having a
the shafts, a brake device for the carrier, a clutch 15 fluid passage connected to the chamber having
device for locking the gearing for unitary rota said first-mentioned valve member whereby the
tion, a pressure fluid system, a valve device in fluid flowing through said compound valve means
the system responsive to the pressure in the in and passage means into such chamber operates
take manifold for controlling operation of the said second valve member to cause engagement
brake device, a second valve device for con of the clutch device and release of the brake de
trolling operation of said clutch device and the vice, a solenoid connected to said first-men
brake device, compound valve means responsive tioned valve member of said second valve device,
to engine speed and the pressure in the intake switch means operable at will by the driver for
manifold and having a fluid passage leading to energizing said solenoid to cause said first
said second valve device whereby the iiuid flow 25 mentioned valve member to close said port, thus
ing through said compound valve means and overruling said compound valve means and ef
passage means into said second valve device fectng release of the clutch device and engage
causes engagement of the clutch device and re ment of the brake device, and a conduit leading
lease of the brake device, a solenoid associated from the chamber having said first-mentioned
with said second valve device, switch means op 30 valve member to said first valve device, the con
erable at will by the driver for energizing said duit being opened when the compound valve
solenoid to operate said second valve device and means is overruled so that fiuid passing through
overrule said compound valve means, thus effect the conduit prevents operation of said first valve
ing release o_f the clutch device and engagement device under the infiuence of the pressure in the
of the brake device, and means for preventing 35 intake manifold.
operation of said rst valve device under the 12. In a transmission for motor vehicles driven
control of the pressure in the intake manifold by an engine and having an intake manifold, a
while said compound valve means is overruled. power shaft, a driven shaft, planetary gearing
10. In'a transmission for motor vehicles driven including a carrier adapted to drivingly connect
by an engine and having a fuel intake manifold, the shafts, a brake device for the carrier, a clutch
a power shaft, a driven shaft, planetary gearing device for locking the gearing for unitary
including a lcarrier adapted to drivingly connect rotation, a pressure fiuid system including valve
the shafts, a brake device for the carrier, a clutch mechanisms for controlling operation of thek
device for locking the gearing for unitary rota brake device and clutch device by pressure fluid,
tion, a pressure fluid system, a valve- device in 45 the brake device being engaged and the clutch
the system responsive to the pressure in the in device disengaged when the transmission is in
take manifold for controlling operation of the geared drive, means responsive to the vehicle
brake device, a second valve device for con speed and the pressure in the intake manifold for
trolling operation of said clutch device and the operating the valve mechanisms to disengage the
brake device, compound valve means responsive 50 brake device and engage the clutch device upon
to engine" speed and the pressure in the intake shift-up from geared drive to direct drive, a sole
manifold and having a fluid passage leading to noid connected with part of said valve mech
said second valve device whereby the fluid flow anisms, a switch in circuit with said solenoid and
ing through said compound valve means and operable at the will of the driver to cause oper
passage means into said second valve device 55 ation of the solenoid and overrule said speed and
causes engagement of the clutch device and re pressure responsive means, and a normally closed
lease of the brake device, a solenoid associated switch in circuit with said driver operated switch
with said second valve device, switch meansop and said solenoid and responsive to vehicle speed
erable at will by the driver for energizing said so that the normally-closed switch is opened to
solenoid to operate said second valve device and 00 prevent the overruling of said speed and pres
overrule said compound valve means, thus effect sure responsive means upon operation of said
ing release of the clutch device and engagement driver operated switch while the -vehicle is trav
of the brake device, and a conduit leading from eling above a certain speed.
said second valve device to said rst valve device 13. In _a transmission for motor vehicles
and opened when said compound valve means is 65 driven by an engine and having an intake man
overruled to permit fiuid flow through said con ifold, a power shaft, a driven shaft, planetary
duit to said first valve device in order to prevent gearing including a carrier adapted to drivingly
operation of said first valve device while said com connect the shafts, a brake device for the carrier,
pound valve means remains overruled. a clutch device for locking the gearing for unitary
l1. In a transmission for motor vehicles driven 70 rotation, a pressure fiuid system including valve
by an engine and having a fuel intake manifold, mechanisms for controlling operation of the
a power shaft, a driven shaft, planetary gear brake device and clutch device by pressure fiuid,
ing including a carrier adapted to drivingly con the brake device being engaged and the clutch
nect the shaftsya brake device for the carrier, device disengaged when the transmission is in
a clutch device _for locking the gearing for uni 76 geared drive, means responsive to the vehicle
 2,575,522
17 18
speed and the pressure in the intake manifold operated switch while the vehicle is traveling
for operating xthe valve mechanisms to disengage _ above a certain speed, and a. second switch oper
the brake device and engage the clutch device able at the will of the driver and in circuit with
upon shift-up' from geared drive to direct drive, said solenoid but out of circuit with said speed
a solenoid connected with part of said valve responsive switch whereby the driver may over
mechanisms, a switch in circuit with said solenoid rule said speed and pressure responsive means
` and operable at the will of the driver to cause though the vehicle is traveling above said certain
operation of the solenoid and overrule said speed speed. /f
and pressure responsive means, and a wind switch FOREST R. MCFARLAND.
in said circuit and opened only when the vehicle
is traveling above a certain speed. REFERENCES CITED
14. In a transmission for motor vehicles driven The following references are of record in the
by an engine and having an intake manifold. a le of this patent: >
power shaft, a driven shaft, a planetary gearing
including a carrier adapted to drivingly connect UNITED STATES PATENTS
the shafts, a brake device for the carrier, a clutch Number Name Date
device for locking the gearing for unitary rota 1,619,701 Chorlton ________ -_ Mar. 1, 1927
tion, a pressure iluid system including valve 2,062,007 Lee ______________ _e Nov. 21, 1936
mechanisms for controlling operation of the 2,102,781 Bieritz __________ __ Dec.` 21, 1937
brake device and clutch- device by pressure iluid, 2,137,953 Rowley ...... __'_--.. Nov. 22, 1938
the brake device being engaged and the clutch 2,184,535 Sinclair __________ __ Dec. 26, 1939
device disengaged when the transmission is in 2,193,305 ` Thompson ....... _.. Mar. 12, 1940
geared drive, means responsive to the vehicle 2,204,672 Folberth _________ .__ June 18, 1940
speed and the pressure in the intake manifold 2,241,677 Sheldrick _______ __ May 13, 1941
for operating the valve mechanisms to disengage 25 2,298,648 Russell __________ __ Oct. 13, 1942
the brake device and engage the clutch device 2,303,975 Banker _____1 ..... -_ Dec. 1, 1942
upon shift-up from geared drive to direct drive, 2,319,388 Cotterman _______ __ May 18, 1943
a. solenoid connected with part of said valve 2,324,713 McFarland ______ __ July 20, 1943
mechanisms, a switch in circuit with said solenoid 2,329,724 Maurer __________ __ Sept. 21, 1943
and. operable at the will of the driver to cause 30 2,332,593 Nutt et al _________ __ Oct. 26, 1943
operation of the solenoid and overrule said speed 2,343,955 Cotterman _______ __ Mar. 14, 1944
and pressure responsive means, a normally closed 2,381,786 Tyler ____________ __ Aug. 7, 1945
switch in circuit with said driver operated switch 2,402,248 Hale ____________ __ June 18, 1946
and said solenoid and responsive to vehicle speed 2,404,623 Dodge __________ __ July 23, 1946
so that the normally-closed switch is opened to 35 2,407,289 LaBrie __________ _- Sept. 10, 1946
prevent the overruling of said speed and pressure 2,418,378 Voytech _________ _.. Apr. 1, 1947
responsive means upon operation ci.' said driver 2,456,689 Eastman ____ -_`..-__ Dec. 21, 1948