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Патент USA US2107112

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Febn 1, 1938.
T, L, FAWICK
2,107,112
TRANSMISSION
Filed Oct. 9, 1935
4 Sheèts-Sheet l
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Feb. 1, 1938.
'
T. l.. FAwlcK
TRANSMISSION
Filed oct. 9, 1935
2,107,112
'
4 Sheéts-Sheet 2
/75 /53 weg! 2455. Z
Ä?? \\\m\ '<WMQMS
Feb. 1, 1938.
T. «___ FAWlCK
2,107,112
TRANSMI SSION
Filed Oct. 9, 1935
¿y
4 Sheets-Sheet 3
«www»
Patented Feb. 1,1938
, 2,107,112
UNITED -STATES PATENT oFFic-E
- 2,107,112
TRANSMISSION
Thomas L. Fawick, Akron, Ohio, assignor to
Borg-Warner Corporation, Chicago, Ill., a cor
poration of Illinois
Application October 9, 1935, Serial No. 44,135
14 Claims.
My invention relates to transmissions for auto
motive apparatus.
_
-
While the particular device which I shall de
scribe hereinafter in connection with the draw
5 ings is a heavy duty transmission adapted for
use in motor busses, trucks and the like, it is to
be understood that the invention is not limited
to such uses but may be employed in all similar
Work, for example, in connection with automo
10 biles, locomotives and the like, and elsewhere as
suitable or desired.
'
In transmitting the drive from a gasoline engine
to the rear wheels or other driving wheels, it has
become desirable to provide over-drive gear
l5
means.
'
.
So far, there have been two general schemes for
securing the desired overdrive-mst, by means of
an overdrive gear device at the rear axle, and
second, by means of an overdrive device at the :Íc
20 celerating and reverse gear transmission between
the engine shaft and the propeller shaft.
The ñrst scheme above mentioned has the ob
jection of putting additional weight on the rear
axle or connected parts. This results in high un
sprung weight and is not desirable. The disad
vantages of unsprung weight are so well known
to engineers skilled in this art that no recapitula
tion of the same 'is necessary.
Furthermore, in all types of overdrive devices
m, using conventional gearing, the overdrive is ob
tained entirely through tooth roll. 'I'hat is, if
they obtained, say, 100% direct drive on third
speed, then when shifted to the fourth speed,
which we will say is geared up 30%, they would
35 have all or 130% tooth roll. In fact, the tooth
roll in such a device would be the same in principle
as driving in second gear in the conventional
three-speed transmission. This great tooth roll
makes it commercially impossible to obtain a
4„ quiet gear ratio in overdrive, and, as a result, de
vices of this sort are noisy and are subject to
considerable wear.
,
'I'he main object of the present invention is to
provide a short, compact, heavy duty transmis
45 sion, complete with four forward speeds, i. e., low,
second, direct, and overdrive; also reverse; and to
provide a transmission with synchronizing
clutches on all ratios. 'This eliminates the usual
necessity of shifting the gear teeth of one gear
,-,0 into mesh with the teeth of another gear and,
thereby, the clashing of gear teeth, and enables
the use of helical teeth throughout, which usually
produce a noiseless or at least an exceptionally
quiet transmission.
55 e
»
y
The present transmission, with overdrive in
(Cl. ‘i4-¿332) .
corporated, is considerably shorter than the con
ventional transmission having only three speeds
where the same'gear teeth are used. Itis a
common fact that the longer a crank case or
gear case is made, the more liable it is to Weav- 5
ing or distortion. The useof an overdrive in the
transmission has usually added considerable
length. According to the present invention, I have
taken a standard production three-speed trans
mission and have built in the overdrive so that it 10
takes vengine torque only. The gear case is con
siderably shorter than the regular three-speed
transmission Without overdrive.
This is due in l
part to the arrangement of the synchronizing and
positive clutches for low and second speeds, and 15
also the synchronizing and positive clutch means
for reverse on the countershaft.
These clutches
are usually on the main through shaft where they
must be very large and powerful. By providing
the clutches for low', second and reverse on the 20
countershaft, it is possible to make these clutches
~a great deal smaller and tov obtain the same
synchronizing and clutching ability as has been
obtained'with clutches two to three times larger
mounted on the main through shaft. Also, by
locating the synchronizing and positive clutches
for low, second and reverse on the countershaft,
these clutches may run in an oil bath in the
transmission case, assuring ample lubrication to
these clutches.'
30
For the purpose of compactness and reduced
overall length, the driving shaft is preferably eX
tended through the internal overdrive gear and
through the cooperating external internal gear
and reaches over adjacent a direct drive driven 35
member which is disposed in proximity to a clutch
part on the external internal gear and a splined
driving connection with the driven shaft of the
transmission and adjacent a synchronizing and
clutching member for connecting the external 40
internal gear or the direct drive driven member
to the driven shaft of the transmission selectively,
as desired.
'
The driving shaft extends from the flywheel
clutch bearing through the front Wall of the 45
transmission case and into proximity to the rear
wall of the transmission case, and its rear end
is piloted in the forward end of the driven shaft
of the transmission. This, with the other features
to be hereinafter described, gives great compact- 50
ness and particularly short over-all length. The
driven shaft has improved bearing support.
According to the present invention, the driven
shaft has a connected low ratio gear and splines
which have permanent and slidable driving en- 55
alom-1a
2
main- transmission case 5 and adjacent gear i4
gagement with the splines 'of the synchronizing
by _a bearing Il, and rearwardly of the bearing
and lclutching ring for direct drivev and over
drive, and are disposed inside the external teeth
`
of the low ratio gear.
Il in a roller bearing I1. In the illustrated em
bodiment of the invention, a bevel driving pinion
Il isjsplined at Il upon shaft 5 adjacent bearing
-
Another feature residesv in the provisionaldriven shaft having a connected low ratiovge'ar yfil.- A bevel gear 2l meshes with pinion Il and
and provided with a second ratio' gear nxed end- - constitutes' a power take-oi! for transmitting the .
drive v,obliquely as, for example, from a transverse
engine to the rear axle used in “Grey
wise on the driven shaft and against rrelaftive'rota`-
tion
Another
with respect
featurethereto.
resides _in supportlng'the
y ' ‘lrf' lv_;ç`1'_
'ex'
"houndî’v-busses. This diagonal take-of! may be
tted `within _the scope of the present invention,
te'rnal internal gear by needle-point- bearings in "
"where it is omitted a universal `loint may be
line with the'internal teethl thereof and witlr‘t
edïto the rear end of shaft 5 instead of em
external teeth as an overhanging load b_eyo
ployin'gfthe pinion Inl, in which case the shaft S within
forwardtheneedle-point
internal drive
rollers
gear.,>and ' y _Af
Á'y‘lbe'fsupported in a manner similar to that
shown'i ',iny'copending application Serial No. ,
Another feature resides in the mounting'
15764; filed April 1l, i935.` _
rangement of ltheflrstrançl second ì
I1 is carried" by .a sleeve member
verse gears on. the counter-shaft', an
rangement
ofthe
synchronizing
'
I,
2i', which'sleeve member is mounted in a hub 22
_ Y
rings for these gears; also in Vthe„'prim'is_ion-¿l'o‘f`
formedintegral withva> closure member 25 se
_ cured byl 'stud bolts 25tothe rear end of an aux
' ililary 'enclosureI 28 'attached to the rear end of
power take-oil' for transmitting _the driveiobli'q
ly, as, for example, froma transverselyy'arrang
engine to the rear axle, in' combination wii‘.lif,t_l'iè`>-`
=,Can vmember 21
a cylindrical portion
synchronizing and clutching device forthe second* .2l which vnts intoî sleeve 2|, and the outer- racev
2,5 of bearing 'I1 is heldbetween the inner end ‘
25 ratio gear ‘on the countershaf't-.ï .
'of this'cylindrical portion and an internal shoul
limited
It is totobethe
understood'
particular'
thatcombinationfofnratio
tne’inventi'oiíisjnot -der 3,0 within sleeve .22. Stud bolts 3|, having
nuts 22 vthreaded upon their outer ends, clamp
gear drives shown in the drawings;4
the cap 21 and sleeve'2I‘v in place, and sleeve
y l
invenfï
`. is adjustable by means of antadjusting ring
Further features and advantages of the
30
2i
33 2
tion will be apparent from thefollowing detailed
description taken in connection` with the accom ^ threaded upon the flange at the outer end of the
panying drawings, in which:
«
'
I
'
--
- sleeve and abutting kthe end of the closure mem
Figure 1 is a longitudinal sectional {view of a.'> ber 22. A sleeve 35 is interposed between pinion
I5 and the inner race of bearing I1, and an ad
v,iusting nut 36 is threaded upon the rearward end 35
ing the synchronizing and clutching means for- ` of shaft 9 and into engagement with the inner
reverse drive and first ratio drive in reverse drive `v=~race of bearing I1. The gear 20 has a shaft
supported in a bearing 31.
Figure 3 is a view similar to Figure 2 showing s ' vAt the forward end of case 5, internal gear 40
40 the synchronizing and clutching means for re- » has a hub'portion splined at 4I upon shaft 5 40
verse drive and ñrst ratio drive infirst ratio within an opening in front wall 1. The gear 40
transmission embodying the present invention;
Figure 2 is a fragmentary detail section show
position;
'
.
v
' preferably has pressed flt on the splines 4l, and
f
'
Figure 4 is a fragmentary detail section show- . the hub of this gear is supported in a bearing 42.
drive position;
ing the synchronizing and clutch means for
45 second ratio drive in second ratio drive position;
Figure 5'ls a fragmentary section taken on the
Bearing 42 is carried in a sleeve member 43 hav
ing, at its inner end, a flange 44 abutting the in
ner end of the outer race of bearing 42, and, at
its outer end, a flange 45 positioned between the
f
»
Figure 6 is a fragmentary detail section taken . front wall 1 and a casing part 46. Bea-ring» cap
f 41 has a partially cylindrical portion fitting into
on the line 6--6 of Figure 5;
Figure 7 is a fragmentary view showing the the sleeve 43 and abutting the forward end of the _
50
outer race of bearing 42, and a tubular portion
shifting fork for second ratio drive; and
45, which extends forwardly along shaft 6 and
Figure 8 is a longitudinal sectional view of an
is preferably provided internally with oil'trap
other form of transmission of my invention.
Referring first to Figures 1 to 7,'inc1usive, the ping grooves 49. The shoulder 50 on gear 40 is
clamped against the inner end of the inner race
55 transmission is housed within a case 5 which is
preferably mounted upon the vehicle frame, which of bearing 42 by a nut 5I which cooperates with
the outer end of the inner race of this bearing,
frame, in turn, is preferably spring supported up
there preferably being a washer 52 interposed
on the rear axle as, for example, in the manner il
line 5_5 of Figure 1;
lustrated in my copending application Serial No.
60 10,769, tlled March 13, 1935.
~
The shaft 5 is the driving shaft and extends
from the flywheel clutch bearing through the
therebetween. " The vmounting of the internal
gear 40 in bearingy 42 provides perfect alignment
for the internal gear teeth, and, with the bear
ings at I6, I1, provides an admirable support
front wall 1 of the case 5 and into proximity to
the rear wall 8 of the case. The rear end „of the
for the parts in which quietness and a perfect
65 shaft 6 is piloted in the driven shaft 9 which is
'I‘he internal gear 4l has internal helical teeth
52 which mesh with external helical teeth 541on
an external internal or composite gear ring 55.
'I'he external internal gear 55 is supported ex
in the4 form of a forging having a tubular por
tion telescoping the rear end ofthe „shaft 5 and
provided with an integral or -directly connected
low ratio gear I0. Roller bearings provided at
70 Il between the rear end of the shaft I and the
shaft 9 are held endwise by a flange I2 andan
annular shoulder I3 onthe shaft 5. A second
ratio gear I4 is held endwise and splined at I5~
upon the `driven shaft 9 adjacent the gear I0.
The shaft 9 is supported in the rear wall of the
75
pitch line circle are obtained.
'
ternally on needle-point bearings 56 in a cage 51 '
carried by a retainer ring 58 and held againstv
endwise movement therein by a-bolt 59. The ex
ternal ' internal gear 55 is thus supported' by
needle-point bearings 56 in transverse alignment
with the internal helical teeth SII, and with the.
externally toothed portion` 54 as an overhanging
3
. 2,107,112
load beyond the forward needle-point rollers and v exceedingly compact endwlse relation of these
specifically within the internal drive gear.
parts.
It is desirable, from the standpoint of quantity
Rearwardly of the external clutch teeth 84 the
production and maximum quietness of gear op,
overdrive» member 62 is provided with a synchro
eration, to make the internal teeth 58 and the
cooperating external teeth 54 helical, and, in fact,
all of the gears in the present transmission are
preferably helical gears. Straight teeth are, how
ever, contemplated >within the scope of the pres
ent invention.
nizing sleeve 85 secured by rivets 86 thereon. For
wardly of the external clutch teeth 80 the direct
drive member 88 is provided with a synchroniz
ing sleeve ‘81 secured thereon by rivets 98. 'I'he
sleeves 85 and 91 may be formed of cast bronze
or other suitable material, and have oppositely
'I‘he internal helical teeth 60 on composite gear conical external frictional clutch or synchroniz
55 mesh with external helical teeth 6| on a tubu->~ ing surfaces for synchronizing engagement with
lar overdrive member 82. This member 62 is the oppositely conical synchronizing surfaces on
mounted within composite gear 55 and needle'
a synchronizing ring | 00.
_
'
'
point bearings 56 on needle-point bearings 68 on
‘ Secured as by means of rivets or the like to
the driving shaft 8. The needle-point bearings 88 the double-cone synchronizing member |00 is a
comprise two groups of small diameter pins or ring |02. which is provided with a plurality of
rollers separated endwlse by an external annular -circumferentially spaced openings
_
|03.
The
rib 84 on shaft 5 and held endwlse between this clutching ring 82 carries a plurality of studs |04
rib and shoulders 65 and 66 on shaft 8.
of hexagonal form as shown in Figures 1 and 6.
'I’he driven member 68 for direct drive is These studs are held in place in corresponding 20.
splined at 68 on shaft 6 and is held against end
openings in the clutching ring 82 in any suitable
wlse movement to the right (Figure 1) by a re
manner, as by means indicated more or less dia
tainer ring '|0. A thrust vwasher 1| is inter
grammatically at |05, or in the manner shown in
posed between the forward end of the hub of the my copending application Serial No. 15,764, flied 25
direct drive _member 88 and the adjacent end of April 11, 1935. The studs |04 project inwardly
the overdrive member 82 to take the thrust de
from the ring 82 and into the openings |03 in
veloped between'these parts by the helical gear
teeth. The washer 1| is placed at this location
30 so that it will have a low relative sliding speed, as
for instance, if the internal gear has thirty-two
teeth and the meshing spur gear has twenty-eight
teeth, it is obvious that the unit will make seven
complete revolutions before this washer gains one
35 complete revolution on its sliding thrustface, i. e.,
this washer turns in accordance with the tooth
difference.' Interposed between the radially ex
tending portion at the right-hand end roi’ the
member 62 and the adjacent end of the external
40 internal gear member 55 is a thrust washer 14
positioned by pins '|5, and interposed between the
forward end of external internal gear 55 and gear
40 is a thrust washer 16 positioned by pins 18.
The driven member 68 for direct drive is pro
45 vided peripherally with external clutch teeth 80
for engagement with internal clutch teeth 8| on
the synchronizing and clutchirm ring 82 when
this ring is shifted to the right from'neutral po
sition, as shown in Figure 1. These same teeth 8|
50 are adapted to be engaged, when the ring 82 is
shifted to the left, with external clutch teeth 84
peripherally about the radially extending por
tion of the overdrive member 62.
The low ratio gear l0, formed integral with
55 shaft 9, has external teeth 85, and internal splines
86 which are in permanent and slidable driving
engagement with external splines81 on the ad
jacent end of the synchronizing andclutching
ring 82. The splined engagement at 86, 81 is
60 inside the external teeth 85 of the low ratio gear
I0. A thrust washer 90 is preferably interposed
between the ring 'l0 and the adjacent portion of
the gear |0.
65
'
The splines 8l are slidable with respect to the
splines 86 in shifting member 82, and this slidable
splined engagement is of sui'ñcient length for
constant engagement when member» 82 is >in 'neu
tral position as shown4 in Figure 1, as well as when
70 this member is shifted to engage the vteeth 8|
with the teeth 80 and when said member 82 is
the ring |02.
'
_
.The clutching ring 82 and synchronizing ring
|00 are movable with respect to each other, but 30
spring-pressed detent means is provided for caus
ing the two parts to move together. Such de
tentmeans is disposed within the driving studs
|04, and comprises a coiled spring |08 disposed in
a recess in the associated stud and pressing a 35
steel ball H0 into a groove ||2 formed in the outer
surface of the synchronizing ring |00. The
clutch ring 82 has limited rotative movement and
is axially'slidable on- the part |02 for engaging
the teeth 8| with the teeth 80 for direct drive, or 40
with the teeth 84 for internal gear overdrive.
The openings |03'in the ring | 02 are especially
formed as best shown in Figure 6. These open
ings are of approximately cruciform shape,_and
vare provided with generally semi-hexagonal in 45
termediate recesses I I4 and || 5 and laterally dis
posed recesses ||6 and I|8 of similar form but
somewhat longer. The associated stud |04 is
adapted to be disposed in any one of these re
cesses in the operation of the transmission, as 50
will be apparent from the following description.
The clutching ring 82 has an external groove
|20 for engagement with a shifter arm | 2| se
cured upon a shifter rod |22. The shifter rod
|22 is journaled at |23 and |24 in the top clo
55
sure |25 for the case 5, and this rod |22 may
be shifted manually or by air, or in any other
suitable or desired manner. Movement ofV the
rod- |22 to the right shifts the clutch ring 82
to the right, and movement of the rod |22 in the
opposite direction shifts the ring 82 in the oppo-site direction.
`
In operation, the initial movement of the ring
82, for example, to the left (Figure 1) carries with
it, due to the engagement of the spring-pressed 65
ball ||0 in the groove H2, the double-cone syn
chronizing part |00. This causes the left-hand
conical surface of this part to engage the conical
surface of the ring 95, and as soon asthis en
gagement is effected, the rotation of the over
drive member 62 drags with it the parts |00 and
shifted „in _the opposite direction to engage the A |02 until the stud |04 is engaged by the recess
teeth 8| with the teeth 84. The telescoping of ||5. A_s soon as this is accomplished, further
the ruht-hand end of the member 82 within the shifting of the ring 82 to the left to engage the
75, external toothed portion of gear I0 makes for clutch teeth 8| with the clutch teeth 84 acts
«4--
»
9,107,118l `
through the'ensagement of the stud »tu with the teeth. |12 in permanent sliding engagement with
inclined surface at the lowerv side (Figure 6) of
the recess ||5 tocarrywith ittheparts |33and
- |32.
Thus, more forcible synchronizing engage
the internal, teeth |13 of the outer positive clutch
ing ring |14. 'I‘he ring |14 has a groove |15
whereby it may be operated by .the same shift -
ment is obtained than of merely the spring
lever which shifts the synchronizing and -clutch
pressed ball I I0 were relied upon to press the syn
ing means for second ratio drive. overdrive, and
.direct drive, or votherwise as. suitable or desired.
thronizing surfaces into ensssement.
The same'action is provided whenthe ring 32 _splined washer |13 »is -grooved for application
. is shifted in the opposite direction to engage'the , over splines |1| and is then turnedto interlock
internal clutch teeth Il Wlth'the- external clutch " with the splines against endwise removal. "The 10
teeth 30 'for direct drive. In other-words, when synchronizing and clutching member |33for low
the'ring 32 is shifted in one direction, the ball -ratio drive is separate from‘and splined upon » '
-| I3 falls into the groove ||2 engaging the cone
clutch which slides the hexagonal stud |34 into
l5. the position shown or into the opposite position,
according. to the direction of movement. The
synchronizing pressure is then accomplished by
.gear |33 at |3|. This permits grinding vofthe
helical teeth of gear |33 without interference» by
the member
|33.l
'
i
'
`
«
>
Rearwardly of its external teeth, gear |64 has
integr-ex. eluten teethV m, and _rearwardly er '
the angle of the'sides of the recess 1|4 or ||3.A these teeth is a synchronizing sleeve |33 riveted
When the parts are synchronized, the stud |34
20 slides off the inclined face of the recess ||4 or l
~| I5, and the positive clutches are engaged. ‘- Ji
'I'he second ratio gear I4, which is held end
' » wise en the driven lshaft s and splined thereto,
has permanent driving engagement with the ex
25 ternal helical teeth of a gear |30 rotatably
mounted on the countershaft |32. The gear |33
is mounted on roller bearings |34, shown as of
lthe “'I‘imken’.’ type, for the purpose of taking
care of thrust loads developed by the helical gear
ao
>at . |34 upon the tubular. rearward end of gear >
|34. Sleeve |33has aconical outer surface, andv
riveted at |33 upon memberlll is `a'synchroniz
'ing sleeve |31 having an oppositely conical outer .
surface. The sleeves |63 and |31 may be formed
of cast bronze or other suitable'v material; The
synchronizing ring |10 hasA` oppositely conicalv 25
'surfaces |03 and |39 for synchronizing engage
ment with-thev sleeves |33 and |91, respectively.
A coiled garter spring |90 yieldingly'connects
the synchronizing ring |10 tothe clutching ring
teeth. ’Ihe'bearing at |34 makesA it unnecessary _. |14,A so that the ring> |10 will-’move yieldlngly 30'
to use such a bearing on the main shaft. A with the ring |14 and, `after the two parts |64,
gear -|36, rotatably supported on needle-point
bearings |31 on the countershaft |32, has exter
nal helical teeth in permanent driving engage
35 ment with the teeth 35 of the low ratio gear I0.
A washer |33, clamped in place against rotation
|10 or |80, |10 are synchronized by engagement
of the cone clutch surfaces, permits the ring
.|14 to move on past the ring |10 for engagement ‘
of the clutch teeth |13 with the clutch teeth |62
for reverse drive, or engagement of the clutch
between the rearward end of the gear |36 and ‘ teeth |13 with clutch teeth |92 on member |30
for low ratio drive. In the neutral position of
the forward end of the forward inner race mem
ber of the bearing |34, takes the end thrust of ring |10 as shown in Figure l, there may be .a
40 the low ratio gear on forward driving operation slight clearance between the cone clutch sur
faces.
of the vehicle. When the vehicle drives the en
The garter spring |90 is preferably made of
gine, as for example, going down-hill, the end
thrust of the gear |36 is taken by a thrust washer spring wire. It may be of square section with
the sides flared inwardly slightly, as set forth
|40. '
in my copending application, Serial No. 15,764,
45A 'I'he countershaft |32 is rotatably supported
flied April 11, 1935, so that as the wireis wound
at its opposite ends in bearings |45 and |43, re
to the desired form, the stretch along the outer
spectively. The bearing |45 is carried by bear
ing cap |41 secured at |43 to front wall 1 of case periphery of the convolutions thereof will bring
5. The bearing |46 is carried by a bearing cap the section of the wire to `substantially square
or rectangular form. The turns of the spring
50 |49 secured to rear wall of case -5 by `bolts |50. may be wound relatively close together, and the
The forward end of shaft |32 is reduced and pi
loted freely at |5| in bearing |45, and a nut |52 ends of the garter spring` |90 are suitably joined
is threaded upon the rear end of Ashaft |32r and together. This spring encircles the synchroniz
. intocooperation with the rear end of the inner~ ing ring |10 and lies in an annular'groove |95
formed about the teeth |12.` The clutching ring
55 race of bearing |46. Bearing ',cap |40 includes
.e seperate end plate m boned thereto at tu. |14 has an internal groove |96 which, whenreg
An integral ring or partially circumferential istered with groove |95, is 4adapted to receive the
flange |55' on bearing cap |49 engages in a outer portion of the garter spring |90 which ex
groove |56 in the rear wall 3 to position or align ` pands outwardly intothe groove |96 andv yield
the cap with the-»bearing |43 positioned centrally ingly connects the two. rings.
'I'he sides of the groove |36 flare inwardly, and
vor coaxial 'with respect to bearing |45;
'I'he internal gear 40 has external helical teeth . as the synchronizingv ring |12 is engaged, for
` |60 outside and atv least >in partial `transverse
. example, with the conical surface of the member
alignment with the internal-teeth 53. The ex
ternal helical teeth |30 have permanent driv
|33 in the movement of the ring |14 to the left
|64 is rotatablyy mounted upon needle-point bear
groove |96 so that the member |14 may vcontinue
its movement to engage the clutch teeth |12 with
the clutch teeth |62 without further movement
-
40
45
55
00
(Figure 1), continued movement of the member
ing engagement with' the external helical teeth |14 in this direction will cause the right hand
|3| vof agear |32KA integraljwith’or Y. rigidly Se Aside of the groove |96 to force the garter spring
cured to the countershaft |32. A reverse-gear |90 vinwardly into the groove |95 and from the
ings |65 on countershaft |32, and a washer |36.
»is interposed between gear |32 andv reverse gear
of the synchronizing ring |10. In shifting into
low ratio drive, the action of the garter spring
against the opposite side of the groove |96 is
15 ment upon countershaft- |32, and has external- the'same. .Figure 2 shows the position of the 75
|64 and takes the thrust ofthe latter gear.
"
A synchronizing ring |10 for reverse and low
ratio drive is splined at |1| for shifting move
5
2,107,112
parts after the gear |84 has been synchronized
-with the ring |10, and the clutch teeth |12 en
gaged with the clutch teeth |82 for reverse drive.
Figure 3 shows the position of the parts after
the member |80 and low ratio gear |36 have been
synchronzied with the ring |10 and the clutch
teeth |12 moved into engagement with clutch
teeth |92 for low ratio drive. It is to be under
stood that the synchronizing and clutching
means for overdrive and direct drive have a neu
tral position, as shown in Figure 1.
'I'he second ratio gear |30 is provided rear
wardly of its external teeth with integral clutch
teeth 200, and rearwardly of these teeth 200 is a
synchronizing sleeve 20| riveted at 202 upon the
tubular rearward end of gear |30. A ring 203
is splined at 204 upon countershaft |32, and a
IC Si
synchronizing ring 205 is slidably splined at 206
upon ring 203. The ring 205 has external clutch
teeth 201 which engage slidingly with internal
clutch teeth 208 in the positive clutching ring
209 for low ratio drive. This ring 209 has clutch
teeth 2|0 for engagement with clutch teeth 200
when ring 209 is shifted to the left from neutral
position, as shown in Figure 1, and ring 205 has
an internal conicalclutch surface 2|| for syn
chronizing engagement with external conical
surface of sleeve 20| for synchronizing gear |30
with respect to ring 205 ahead of positive clutch
ing engagement of ring 209 with clutch teeth 200.
A coiled garter spring 2|5 yieldingly connects
the synchronizing ring 205 to the clutching ring
209, so that the ring 205 will move yieldingly with
the ring 209, and, after the two parts |30 and
205 are synchronized by engagement of the clutch
surface 2| 0 with the synchronizing sleeve 20|,
permits the ring 209 to move on past ring 205 for
engagement of the clutch teeth 2|0 with the
clutch teeth 200 for low ratio drive. When the
ring 205 is out of synchronizing engagement with
the sleeve 20|, there may be a slight clearance
between the cooperating conical surfaces.
The garter spring 2|5 is similar to the garter
spring |95. This spring encircles the synchroniz
ing ring 205 and lies in an annular groove 2|6
formed about the teeth 201. The sides of the
groove 2|6 iiare outwardly, and the clutching
ring 209 has an internal groove 2|8 to receive
the outer portion of the garter spring which
yieldingly connects the two parts, as shown in
Figure 1. As the synchronizing ring 205 is en
gaged with the conical surface of the sleeve 20|
in the movement of the ring 209 to the left (Fig
ure 1), continued movement of the member 209
55 in this direction will cause the left hand side
of the 4groove 2|6 to expand garter spring 2|5
outwardly into groove 2|8 in ring 209 and from
the groove 2|6, so that the member 209 may con
tinue its movement to engage the clutch teeth
60 2|0 with clutch teeth 200 without further move
ment of synchronizing ring 205. Figure 4 shows
theposition of the parts after the gear |30 has
been synchronized with respect to the ring 205
and clutch teeth 2|0 engaged with clutch teeth
65 200 to connect gear |30 positively to counter
shaft |32.
,
The ring 209 has a groove 220 for engagement
by a shifter'fork 22| (Figure 7) for second ratio
drive. This shifter fork may be operated from
70 the same shift _lever which operates the syn
chronizing and clutching devices for the other
gears, or otherwise as desired.
will be apparent from the foregoing description.
With the parts in the position shown in Figure 1,
the transmission is'in neutral. I_n order to obtain
low ratio drive, the ring |14 -is shifted rearwardly.
This rearward movement of the- ring |14 moves
the synchronizing ring |10 with it Iuntil the low
ratio gear |36 is synchronized with respect to
the countershaft |32, whereupon the internal
teeth of the ring |14 engages the teeth |92 and
positively connects the gear |36 to the counter 10
shaft. The drive is then transmitted from drive
shaft 6 through meshing gears 40 and |62, coun
tershaft |32 and meshing gears |36 and |0, to
drive the driven shaft 9 at low speed. Second
ratio is obtained by shifting ring 209 forwardly,
the engagement of the friction surface 2|0 of
the ring 205 with the cooperating friction sur
face of the sleeve 20| first synchronizing the gear
|30 with respect to the countershaft, whereupon
the internal clutch teeth 2|0 move into positive 20
clutching engagement with the teeth 200. Sec
ondl ratio drive is then transmitted from the drive
shaft 6 through the gears 40 and |62, counter
lshaft |32, and meshing gears |30 and I4, tothe
driven shaft 9.
25
In order to obtain direct drive, the clutching
ring 82 is shifted rearwardly, the cooperating
friction surfaces first synchronizing the ring 82
with respect to the direct drive member 68, where
upon the internal clutch teeth 8| are moved into 30
positive clutching engagement with the clutch
teeth 80. Direct drive is then transmitted from
the drive shaft 6 through the direct drive mem
ber 68, clutching ring 82, and gear |0, to the
driven shaft 9.
Internal gear overdrive is ob
tained by shifting the ring 82 forwardly from the
position shown, the cooperating ‘friction surfaces
ñrst synchronizing this ring with respect to the
overdrive member 62, whereupon the internal
clutch teeth 8| are positively engaged with the 40
clutch teeth 84. Internal gear overdrive is then
transmitted from the drive shaft 6 through the
internal gear teeth 53, and the meshing external
teeth of composite gear 55, and thence through
the internal teeth of the composite gear and the 45
meshing external teeth of the overdrive member
62, Ato the clutching ring 82, and through the low
ratio gear I0 to the driven shaft v9. '
'
The transmission may be lubricated by an oil
bath (not shown) within the case 5, and a drain 60
plug may be provided at the bottom as shown
at 230. By providing the clutches for low, second
and reverse on the countershaft, these clutches
may run in the oil bath, thereby assuring ample
lubrication to the synchronizing clutches at all 55
times. Furthermore, as already pointed out, by
providing the clutches for low, second and -reverse
on the countershaft, it is possible to make these
clutches a great deal smaller and to have the
same synchronizing ability> as clutches two or 60
three times larger mounted onV the main shaft.
synchronizing clutches are provided on all ratios,
thereby eliminating the usual necessity of shifting
gear teeth of one gear into the gear teeth of an
other, and eliminating the clashing of gear teeth
and making it possible to use helical teeth
throughout.
'
The absence. of shifting gears along the main
shaft and the provision of but one shiftable syn
chronizing and clutching device for direct drive 70
and overdrive along the main shaft with the syn
The gears |4 and V chronizing and clutching devices for low ratio,
|30 may be provided with lateral oil feeding
ducts, indicated at 225 in Figure 1.
It is believed that the operationvof the device
second ratio, and reverse, along the counter
shaft, provides a transmission with overdrive in
corporated which is considerably shorter than 75
6
2,107,112 l
the conventional transmission having only three
The driven shaft 218 has an inteàl'al nange 8|2
provided peripherally with external splines 8|4
_use of an overdrive in the transmission, as here- ' which engage internal splines 8|8 inJthe right-.
tofore. usually mea'nt considerably added length, hand yend of clutch ring 8|8. A thrust washer
which I` avoid, and the liabilityto weaving` or 8|8 lisï'fprefei‘ably Yinterposed between the .?ange
8|2 and the adjacent end of direct drive' member
The device shown in Figure 8 .is anv overdrive
speeds where the same gear tooth is used._ The
distortion
isreduced.
_
- .
--
888.
device for use in connection with the vusual ac- "
oelerating and reverse gear transmission enclosed
10 within the usual case 218. 'I‘he shaft 218 is the
„
f
~
'I‘he teeth 8I8 are slidable
'
with respect to the-
teeth 8|4 in shifting the member 8|8, -and are
of sufiicient length for constant engagement with
usual driven shaft- of the transmission housed ’ teeth’8l4 when member 8|8 is shifted to ‘engage
within casev 8. Therear end of this shaft is theteeth 888 with the teeth 888 andwhen saidv
reduced, and this reduced end projects into the member 8|9 is shifted in the opposite direction
to engage the teeth 889 with the teeth 8| |. -The
case
therein
211 the
for the
reduced
overdrive
forward
device.
lendand
of has
the piloted
driven -teeth8i8 beinglarger than the'teeth 888 permit
shaft 218 of the overdrive device. An internal ' the teeth 8 | 8 to move telescopicaily over the teeth
gear 219 is splined at 288 upon the reduced end-'of 888 in'shifting the member 8|8 to engage teeth
Ashaft 218 land is supported in a bearing` 28|. The )n with the teeth :l i. This is important in that
bearing 28|, in turn, is supported by a lbearing ' it permits the rear bearing 828 to be brought up
-isf
20 retainer 282 held in the opening 288 in the rear » close _to the direct drive member 888 without 20
end wall 284 of case 218 andagainst endwise interference between teeth 8|8 and teeth ,888'.
movement by flange 288 clamped between the two lWhen member 8 |8_ is shifted to the left (Figure 8);.
the teeth 8|8 move over the teeth 888 clear of the
abuts case 218 is recessed~ at 288 to receive flange ' same so that therewill be no interference between
I » casings 218 and 211. , 'I'he end of case 211 which
25
288..
'
~
.these parts and, at the same time, the overlap 25
t
<The outer race of the bearing 28| is vheld
against endwise movement by a snap- -ring .281.
This ring is held between retainer 282 and case
211 and engages in an -annular groove in the
30 outer race of bearing 28|. 'I‘he ring 281 may _be
' split for application to the outer race of bearing
ping or telescoping arrangement reduces the over
all length of thevoverdrive device and places the
bearing 828 closein to provide ñrm support for
the parts.
'
.
~
v
»
-The outer race of the bearing 828 is seated in 30
ythe rear casing portion 211b for’the overdrive
28|, and this ring takes the end thrust of the
device. A worm gear 82| housed within the cas
helical teeth in the internal gear drive.
ing part 211b‘and secured to turn with thedriven
`
The internal gear 218 has internal helical teeth
288 which mesh with external helical. teeth 288
on an external internal or composite gear 298,
the opposite end of which is provided with inter
nal helical teeth 29|. The external internal' gear
ring 288 is supported in a bearing 292 mounted
40 in the relatively short forward portion 211a ofy
the case 211. The outer race 288 of bearing 292,V
shaft 218 by means of' splines 822 meshes with a
worm member 828 for driving the speedometer
mechanism of the vehicle in the usual manner. A
thrust washer 824 is interposed between the inner ’
race of the bearing 828> and the worm gear 82|.
VThe rearward end of casing portion 211b'is pref-`
erably provided with a fluid-tight oil ca_p or' clo 40v
sure device, indicated more -or lessv diagram»>
is held endwise between a shoulder 284'in forward
matieeiiy and in its entirety at 32s. vThis device f `
portion 211a of case 211, and a centering flange » seals the rear end of the casing for the overdrive .»
298 integral with the forward end of rear portion
211b of case 211 and fitting telescopically into
the rear end of case portion 211a. The rear case
portion 211b is clamped to forward case portion
211a by bolts 288, and case 211 is suitably at
tached to the rear end of case 218.
'I'he internal helical teeth 29| on external in
50
ternal gear 298 mesh with external helical teeth
291 on an overdrive member 298. This member
is preferably mounted on needle-point bearings
299 Aon tubular direct drive member 888 which
extends
through overdrive member 298 and ex
55
ternal internalgear 298 and is splined` at 88|
to the reduced end of shaft 218. Interposed' be
tween the lateral enlargement at the rear end
gear device against the escape of lubricant which
is maintained 'at the desired level within the cas 45
ing. 'I'his device, of course, cooperates to this end
with the- means'for connecting the splined endfof
shaft 218 to the propeller shaft.
'
'
lThe member sin is shifted in ahy suitable or Á
desired manner, as by means of a shifter' rod 888
slidable in `the upper portion of the casing part
211b. The rod 888 has a shifter armï88| secured
thereto, and this arm has .suitablev shifting en
gagement or cooperation f with an external groove
884 in the >member 8|8.> A spring-pressed ball
so
member 888 cooperates with notches 888 to re- v
tain roja min the positions in which the clutch
teeth" 889 are *engaged*v with the teeth .888 and
of direct drive member 888 _and the adjacent en_d
60 of overdrive member 298 is a thrust'washer 882,
' ¿In _thè‘èl'ribßdimen't 0f the invention illustrated 60
a v'snap -washer is preferably provided
tween
and another
flange thrust
888 ofwasher
overdrive
884 membe`r1288
is interposed v'and ".inll'igurel,
at 488 for the purpose’of holding the shaft 8 end#
the adjacent end of external internal gear 298.
The reduced end of driven shaft 218, which is
65 piloted in the end of shaft 218, may be> provided
with a suitable lbushing/as indicated at 888.
The direct drive member 8881s provided pe
ripherally at its right-hand end (Figure 8) with
external clutch teeth 888 for engagement with
70 internal clutch teeth 889 -on a shiftable clutch
ring 8|8 when this ring -is shifted to the right
from the neutral position illustrated. 'I‘hese same
teeth 889 are adapted to be engaged when ring
8|8 is shifted to the left (Figure 8) »withexternal
75 'clutch teeth 8|| on the overdrive member 298.
wise when the direct drive clutch at 91 is en
gaged.
`
v
'
' I have described the invention in connection
with the details of particular devices, but I do not ,
intend thereby to limit vthe invention to such
details, nor do I intend to be limited to the par
ticular relation of the essential features shown
.and
described.
‘
-
i
-
l. A gear set for motor vehicles having in com-y
bination a driving shaft, a driven shaft, a coun
tershaft, speed change and direct drive means
between the driving and driven shafts'and ar- 75
2,107,112
ranged on the driven shaft in coaxial relation
with respect thereto, meshing 'gears connecting
the drive shaft and countershaft, low ratio and
7
means taking the thrust due to said helical gears
and said bevel pinion and bevel gear.
4. A gear set for motor vehicles having -in
second ratio gears fixed endwise on the driven ' combination a driving shaft, a driven shaft, a
shaft and against rotation with respect to said countershaft, meshing gears connecting the drive
driven shaft, low ratio and second ratio gears shaft and countershaft, a ratio gear having heli
cal teeth and fixed endwise on the drivenL shaft
rotatable freely on the countershaftv and in con
stant meshing engagement with the low ratio and and against rotation with respect to said driven
shaft, a roller bearing on the countershaft tak
second ratio gears on the driven shaft, a reverse
gear rotatable freely on the countershaft and ing radial loads only, a, ratio gear also having
operatively connected with ,said driven shaft, helical teeth and rotatable freely on said roller
shiftable means on the countershaft for positively bearing and in constant meshing engagement
, clutching said low ratio and second ratio counter
with the ratio gear on the,driven shaft, shiftable
shaft gears selectively to said countershaft and
for freeing same therefrom, and shiftable clutch
means also on the countershaft for positively
clutching said reverse gear to said countershaft.
2. A gear set for motor vehicles having in com
bination, a driving shaft, a driven shaft, a coun
20 tershaft, overdrive and direct drive means be
tween the driving and driven shafts, meshing
gears connecting the drive shaft and counter
shaft, low ratio and second ratio gears fixed end
wise on the driven shaft and against rotation with
respect to said driven shaft, low ratio and second
ratio gears rotatable freely on the countershaft
ed in the rear wall of said case and between said
ratio gear and said bevel pinion, and a bearing
for said driven shaft rearwardiy -of said bevel
pinion taking both radial and axial loads.
low ratio and second ratio gears on the driven
shaft, ,a reverse gear rotatable freely on the coun
5. A gear set for motor vehicles having in com
bination an internal gear, a composite gear hav
ing external teeth meshing with the internal `
teeth of said internal gear, an overdrive mem
tershaft, synchronizing surfaces and positive
ber having external teeth- meshing with the in
clutch teeth one said low ratio and second ratio
countershaft gears and on said reverse gear, a
ternal teeth on said composite gear, a driving
and in constant meshing engagement with the
30
means on the countershaft for positively clutch
ing said ratio countershaft gear to said counter
shaft and for freeing same therefrom, a bevel
pinion on the driven shaft rearwardly of said
ratio gear, a diagonal take-off shaft having -a
bevel gear meshing with said bevel pinion, a
case for said gear set, a roller bearing for the 20
driven `shaft taking radial loads only and mount
tershaft between said reverse and low ratio coun
shaft ñxed to said internal gear and extending
through said internal gear, said composite gear
and said overdrive member, a direct drive mem
tershaft gears and having synchronizing surfaces
ber on the extending end of said driving shaft,
engageable selectively with the synchronizing
a coaxial driven shaft, a low ratio'~ gear fixed on
the driven shaft and having external teeth and
internal splines inside and aligned with said ex
ternal teeth, a clutching ring having constant
synchronizing ring shiftably splined on the coun
surfaces on said reverse and- low ratio counter
shaft gears, a positive clutching ring surrounding
and splined shiftably to said synchronizing ring,
said positive clutching ring being yieldably con
nected endwise to said'synchronizing ring and
having clutch teeth for engagement selectively
with the clutch teeth on said reverse and low ratio
countershaft gears, a synchronizing ring shiftably
splined on the countershaft rearwardly of said
second ratio countershaft , gear and having a
synchronizing surface engageable with the syn
chronizing surface on said second ratio gear, and
a positive clutching ring surrounding and splined
shiftably to said last synchronizing ring, said last
positive clutching ring being yieldingly connected
endwise to said synchronizing ring and having
clutch teeth for engagement with the clutch teeth
on said second ratio countershaft gear.
55
3. A gear set' for motor vehicles having in com
bination a driving shaft, a driven shaft, bearing
means near one end of said driven shaft and
adapted to resist both axial and radial displace
ment of said driven shaft, a countershaft, mesh
ing gears having helical teeth connecting the
drive shaft and countershaft, a ratio gear also
having helical teeth and fixed endwise on the
driven shaft and against rotation with respect to
said driven shaft, a roller bearing on the counter
shaft taking radial loads only, a ratio gear rotat
able freely on said roller bearing and in constant
meshing engagement with the ratio gear on the
driven shaft, shiftable means on the countershaft
for positively clutching said ratio countershaft
gear to said countershaft _and for freeing same
therefrom, a bevel pinion on the driven shaft
rearwardly of said ratio gear, and a diagonal
take-off shaft having a bevel gear meshing with
said bevel pinion, said first mentioned bearing
30
splined engagement with the internal splines on
said low ratio gear and shiftable into clutching
engagement with said overdrive and direct drive
members, a second ratio gear fixed endwise and
against rotation with'respect to said driven shaft,
a countershaft, meshing gears connecting the
driven shaft and countershaft, low ratio and sec
ond ratio gears rotatable freely on the counter
shaft and in constant meshing engagement with
the low ratio and second ratio gears on the driven
shaft, and shiftable means on the countershaft
for positively clutching said low ratio and second
ratio countershaft gears to the countershaft and
for freeing same therefrom.
6. A gear set for motor vehicles having in com
bination an internal gear, a composite gear hav
ing external teeth meshing with the internal
teeth of said internal gear, an overdrive member
having external teeth meshing with the internal
teeth on said composite gear,'a driving shaft
fixed to said internal gear and extending through 60
said internal gear, said composite gear and said
overdrive member, a direct drive member on the
extending end of said driving shaft, a coaxial
driven shaft, a low ratio gear'fixed on the driven
shaft and having external teeth and internal
splines >inside and aligned with said external
teeth, a clutching ring having constant splined
engagement with the internal splines on said low
ratio gear and shiftable into clutch engagement
with said overdrive and direct drive members, a
second ratiogear fixed against rotation with re
spect to said driven shaft, a countershaft, mesh
ing gears connecting the driving shaft and
countershaft, low ratio and second ratio gears
rotatable freely on the countershaft and in con
9,107,112l
stant meshing engagement with the low ratio
and second ratio gears on the driven shaft, a
reverse gear also rotatable freely on said counter
shaft, separate shiftable means on the counter
shaft for positively clutching said low ratio and
second ratio countershaft gears tothe counter
shaft, and shiftable means also on the counter
ring disposed between the rear end of said direct
drive member and'said driven shaft.
l1.,A gear set for motor vehicles having,~ inv
combination, an internal gear, a driving shaft
fixed to said internal gear, a composite gear hav
ing .external teeth meshing with l,the internal
teeth of Asaid internal gear, an overdrive member '
having external teeth meshing with the internal '
shaft for positively clutching said reverse coun
tershaft gear to the countershaft.A
7. In combination, a driving shaft, a driven.
shaft, a low ratio gear fixed on the driven shaft
and having external teeth and internal splines
ber having a tubular portion extending through l0
said overdrive member and said composite gear
inside and aligned with said teeth, internal gear
extending through said direct drive member and .
overdrive and direct drive means between the
driving shaft and driven shaft and including a
constant splined engagement with the internal
piloted in the driving shaft in line with said in
ternal gear thereon, needle-point bearings on said
driven shaft capable of taking radial loads only
for rotatably supporting the adjacent end of the
splines on said low ratio gear and a set of inter
nal teeth, an external gear mounted for rotation
ings on the tubular portion of said direct drive
shiftable clutch ring having external teeth in
on said driving shaft and having a radially out
wardly extending periphery with a set of 'teeth
adapted to be engaged with said internal teeth.
teeth on said composite gear, a direct drive mem
and fixed to said driving shaft, a driven shaft
direct drive member thereon, needle-point bear
>.member capable of taking radial loads only for 20
rotatably supporting the overdrive member
thereon, means for transmitting axial thrust from
said overdrive member to said direct drive m'em
a composite gear having external teeth . and
internal teeth meshing with the external teeth » ber, and means for transmitting axial thrustfrom .
25
of said external gear, and a gear member fixed said direct drive member to said driven shaft.
to said driving shaft and having sets of internal
and external gear teeth, the external teeth 'of
said composite gear meshing with the internal
teeth of said gear member, and means for driv
ing said low ratio gear on the driven shaft from
the external teeth on said gear member.
8. In combination, a relatively short gear case
12. A gear set for motor vehicles having, in
combination, an internal gear, a driving shaft
fixed to said internal gear, a composite gear hav
ing external teeth meshing with the internal teeth
of said internal gear,’an overdrive member hav
ing external teeth' meshing with the internal`
teeth on said composite gear and a radially out
having a front wall and a rear wall, a driven
wardly extending flange, a thrust ring- disposed
shaft journaled in said rear wall, a driving shaft
journaled in said front wall and extending into
between said ilange and the rear face of said com
posite gear, a set of clutch teeth on said over
proximity to said rear wall and piloted in said
drive member rearwardly of said thrust ring, a
direct drive member fixed to rotate with said driv
--ing shaft and having a set of clutch teeth at the
driven shaft, a bearing cap secured to the rear
wall of said case and having aligning means co
operating with said case, a countershaft, a ratio
40 gear rotatable freely on said ,countershaft, syn
chronizing and positive clutch means on the
countershaft for said ratio gear and in line with
the rear wall of said case, and an end thrust
bearing for the countershaft and carried by said
45 bearing cap rearwardly of said synchronizing
and positive clutch means.
f
rear end thereof, a thrust ring between the rear
face of said direct drive member and said driven 40
shaft, shiftable clutch means vdisposed between
said two sets of clutch teeth and havingl a
splined connection with said driven shaft, a third
thrust ringl between the rear face of said over
drive member and the forward face of said direct '
drive member, and bearing means for-the rear
end of said driven rshaft adapted to resist both
9. A gear set for motor vehicles having, in
combination, an internaly gear, a driving shaft
?xed to said _internal gear, a composite gear hav
ing external teeth meshing with the internal
teeth of said internal gear, an overdrive member
having external teeth meshing with the internal
ing external teeth meshing with the internal teeth
teeth on said composite gear, a direct drive mem
of said internal gear, an overdrive member having '
ber having a tubular portionv extending through
55 said overdrive member and said composite gear
and fixed to said driving shaft, and a driven
shaft extending through said direct drive mem
ber and piloted in the driving shaft in line with
radial and axial thrusts.
'
13. A gear set for motor vehicles having, in
combination, an internal gear.l a driving shaft
fixed to said internalgear, a composite gear hav- `
external teeth meshing with the internal teeth on
said composite gear and a radially outwardly ex
tendingf' ilange, a thrust ring disposed between
said flange and the rear face of said vcomposite
gear, a set of clutch teeth on said overdrivel mem
` ber rearwardly of said thrust ring, a direct drive
said internal gear thereon.
10. A gear lset for motor œhicles having, in member ?xed to rotate` with said driving shaft
combination, an internal gear, a driving shaft and having a set of clutch teeth at the rear end
fixed to said internal, gear, a composite gear thereof, a thrust ring between the rear face of _
having external teeth meshing with the internal
teeth- of said internal gear, an overdrive member
- having external teeth meshing with the internal
teeth on said composite gear, a direct drive mem
ber having a tubular portion extending through
said direct drive member and said driven shaft,
shiftable clutch means disposed between said two
sets of clutch teeth and having a splined connec
tion with said driven shaft, and bearing means for
the rear end of said driven shaft adapted to re
sist both radial and axial thrusts.
said overdrive member and said composite gear
14. A gear set for `motor` vehicles having, in
and fixed to said driving shaft, a driven shaft
extending through said direct drive vmember and combination, an internal gear, a driving shaft
fixed to said internal gear. a composite gear hav
piloted in the driving shaft in line with said in
ternal gear thereon, needle-point bearings onY ing external teeth meshing with the internal teeth _
« said driven shaft capable of taking radial loads of said internal gear, an overdrive member hav
only for rotatably supporting the adjacent end ' ing external teeth meshing with the internal
75
ofthedirectdrivememberthereomandathmst
teethonsaidcompositegeanathrustbœringdis
2,107,112
9
rotate with said driving shaft, thrust bearing
gear, composite gear, overdrive member, and di
rect drivemember, clutch mechanism adapted to
optionally connect said driven shaft with either
means between said direct drive member and
said overdrive member, thrust bearing means be
said overdrive member or said direct drive mem
ber, and bearing means for the rear end of said
posed between said overdrive member and said
composite gear, a direct drive member ñxed to
tween said driving shaft and said driven shaft,
said shafts being telescopically associated in co
axial relation and one of said shafts including a
portion extending axially through said internal
driven shaft adapted to resist both »radial and
axial thrusts.
THOMAS L. FAWICK.
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