US3386316A - Variable control for transmission mechanism - Google Patents

Description

June 4, 1968 K. M. ARMANTROUT I 3,386,316 I VARIABLE CGNTROL FOR TRANSMISSION MECHANISM Filed June 30, 1966 United States Patent O 3,386,316 VARIABLE CONTROL FOR TRANSMISSION MECHANISM Kenneth M. Armantrout, Muncie, Ind., assignor to Borg- Wmner Corporation, Chicago, Ill., a corporation of Illinois Filed June 30, 1966, Ser. No. 561,940 16 Claims. (Cl. 74870) This invention relates to a control system for a vehicle transmission mechanism.

More particularly this invention relates to a control system for a transmission mechanism wherein the operator of the vehicle can select the vehicle speed at which the ratio of the transmission will be automatically changed. This invention can have use in a variety of transmission environments to provide a variable control for the transmission mechanism responsive to vehicle speed as preselected by the operator. However, the present system is particularly suitable for what are commonly termed overdrive transmissions.

Accordingly, it is an object of this invention to provide an improved control system for a transmission mechanism in which the operator of an automotive vehicle can select a vehicle speed at which the transmission will automatically change the drive ratio.

It is a more particular object of this invention to provide an electrical control system for a transmission mechanism in which the speedometer of the vehicle includes an adjustable arm which may be set at a desired vehicle speed, said arm being electrically connected to the transmission mechanism and the needle of the speedometer having an electrical contact thereon, so that when the needle reaches the predetermined vehicle speed as set by the adjustable arm, the control mechanism for the transmission will be energized to change the vehicle transmission ratio in accordance with the operators desires.

The invention consists of the novel constructions, arrangements and devices to be hereinafter described and claimed for carrying out the above stated objects and such other objects as will be apparent from the following description of a preferred embodiment for the invention illustrated with reference to the accompanying drawing wherein:

FIGURE 1 is a sche-matic illustration of a control circuit embodying the principles of the invention; and

FIGURE 2 is a control system of a modilied form.

Referring to FIGURE 1 there is shown a schematic control circuit for an automotive vehicle having an engine 11, a transmission 12, and yan overdrive unit 13.

The control system 10 includes, in general, a battery 2li, an ignition switch 21, an ignition coil 22, a distributor 23 for the engine, a relay switch mechanism 24, a solenoid 25, a kick-down switch 26, a speedometer 27 and an accelerator pedal 28 is provided to actuate the throttle of engine 11.

The ignition coil includes terminals 30 and 31. The distributor 23 includes the usual cam 34 and breaker points 35. The relay switch 24 includes external terminals 38, 39 and 40. A fuse 41 is provided in relay 24. Relay 24 also includes the usual magnetizable core 42 and coil 46. Relay switch 24 also includes a contact 44 being mounted on an armature arm 45 which will be moved toward core 42 when the core is magnetized to close contacts 43 and 44.

Kickdown switch 26 includes contacts 50, 51, 52 and 53 and a switch operating plunger 54.

Solenoid 25 includes an energizing coil 60 and a holding coil 61 which surrounds a movable armature 62 so that when energizing coil 60 is energized armatu-re 62 will move up as illustrated in the drawing and will be held in the up position by holding coil 61. Armature 62 is connected to a pawl 64 which when moved as illustrated is operative to engage a part in the transmission (not illustrated) to change the transmission ratio.

Solenoid 25 further includes breaker points 67 and 68 connected between energizing coil 60 and holding coil 61 and contact points 70 and 71. A pair of external terminals 72 'and 73 are provided on solenoid 25. The parts of the control mechanism ldescribed above are known in the prior art having been used in overdrive systems for some time as for example such as disclosed and described in U.S. Patent No. 2,971,395 of common assignee.-

The improved control system of the present invention also includes speedometer 27 provided with an external electrical contact 80. The speedometer 27 includes vehicle speed indicia numerals as indicated at S1. In close association with the numerals is the usual speedometer indicator comprising a needle 82. Further is provided pivoted about the same axis as speedometer needle 82 an adjustable arm 83. Adjustable armv S3 has -a terminal 84 thereon which is connected to external terminal by wire 85. Also provided on adjustable arm 33 is electrical contact 87. Provided on the speedometer needle 82 is an electrical contact 88 adaptable to eng-age with contact 87 on adjustable arm 83. Speedometer contact 88 is connected to ground as indicated at 89. External means not illustrated would be included on the speedometer whereby the operator of the vehicle can move adjustable arm 83 to a desired vehicle speed since the adjustable arm 83 is in close association with speed indicia 81.

A wire 91 interconnects ignition switch 21, terminal 30 of ignition coil 22., and terminal 40 of relay24. A wire 92 interconnects terminal 39 of relay 24 and terminal 51 of kickdown switc-h 26. A wire 93 interconnects terminal 31 of ignition coil 22 and terminal 52 of kickdown switch 26. A wire 94 interconnects terminal 53 of kickdown switch 26 and terminal 73 of solenoid 25. A wire 95 interconnects terminal 80 0f speedometer 27 with terminal 50 of kickdown switch 26. A wire 96 interconnects terminal 38 of relay switch 24 with terminal 72 of solenoid 25.

In the known type of transmission control mechanisms, as for example described in the above mentioned patent, there is provided a governor switch connected to the output shaft of the transmission so that at a predetermined vehicle speed the governor switch will energize control mechanism 10 to make the control mechanism 10 operative to change the vehicle speed ratio in a known manner as for example described in the above patent. In the present invention the known governor switch mechanism has been replaced by the switch mechanism included in the vehicle speedometer 27 to provide unexpected results and advantages as will be described.

The operation of the device of the present invention is as follows:

Assuming that the present invention is used in an overdrive installation armature 62 and pawl `64 would be engageable to hold the sun gear of a planetary transmission to provide an overdrive ratio through the transmission. In the normal overdrive -installation a 4governor' mechanism is utilized as explained above which, at a predetermined vehicle speed, will energize the control system to make the control system operable to change the drive ratio to overdrive condition. In the present invention the operator would set adjustable arm `83 with the desired vehicle speed as indicated by the speedometer ndicia at which he wishes the transmission ratio to be changed.

Assuming arm `83, for example, be set at 20` miles an hour, when the vehicle rst begins to move the accelerator is depressed a certain amount and does not contact the plunger 54 in the kickdown switch 26, thus contacts S and 51 are electrically interconnected by plunger 54 thereby electrically connecting the speedometer mechanism to relay 24. When speedometer needle 82 reaches 20 miles an hour contact 88 on needle 82 will engage with contact 87 on adjustable arm S3 thereby connecting wire 85 to ground at S9 and completing a circuit from the ignition switch and source of energy 2t) through wire 91 through fuse 41, armature 45 and coil 46. Thus coil 46 is energized to magnetize the core 42 pulling armature 45 down to engage contacts 44 and 45. When contacts 44 and 45 are engaged a circuit is completed from the battery thruogh wire 91, fuse 41, armature 44, contact 38, wire 96, contact 72, and thus through energizingcoil 60 of the solenoid contacts 67 and 6E are at this time closed.

As the coil 6l) is energized armature 62 will move up as pictured in the drawing and will open contacts 67 and 68 and will also move contact 71 into engagement with contact 70. Since holding coil 61 is connected to ground current will flow through holding coil 61 to hold the -v armature in its position.

Since contacts 70 and 71 are now closed, if the accelerator pedal 28 contacts plunger 54 as would be the case during kickdown operation, a circuit will be completed from the contacts of distributor 23, terminal` 31 of ignition 12, and wire 93, contacts 52 and 53 of kickdown switch 21 and through contacts '71 and to ground. Thus for a short period of time the ignition is interrupted in a known manner and at the same time, since the circuit between contact terminals 50 and 51 of kickdown switch 26 has been interrupted the coil 42 will be deenergized allowing the armature to move up and release switch 24 breaking the circuit that has been completed through coils 66 and 61 of the solenoid. Since the solenoid is spring returned the armature will tend to return to its withdrawn position to put the transmission Iback in the original drive ratio. Since during kickdown operation when the accelerator pedal was fully depressed to open the circuit between terminals 51 and 50 the engine will be driving the vehicle, binding the pawl 64 in engagement preventing the armature from withdrawing the pawl 64. The kickdown switch, by momentarily interrupting the ignition, allows withdrawal of the pawl. When the pawl withdraws, contacts 70 and 71 are again separated and normal ignition is restored.

When the vehicle speed falls below the setting of the adjustable arm S3 the circuit which has completed through the energizing coil 42 is interrupted thus deenergizing coil 42 allowing armature 45 to move up and break the circuit through contacts 44 and 45 which energizes holding coil 61. Thus the flow of electricity through coils 60 and 61 is interrupted and the armature and pawl will withdraw due to the spring return action. Ignition rinterruption is not necessary at this time since normally the accelerator pedal is released and the engine is not transmitting torque through the transmission at this time.

In the modied form of the present invention illustrated in FIGURE 2 a transmission control unit 27a is shown which functions in a like manner to speedometer 27 of FIGURE l. Like elements of FIGURE 2, to those of FIGURE 1 have the same numeral with the suix a added.

The control unit 27a is of a type which may be mounted in a vehicle in View of the operator. This unit would Ibe adapted to be installed in cars having a regular speedometer structure. Unit 27a would be mounted on the vehicle dashboard. Needle 82a, like needle 82 of the speedometer of FIGURE l, would be responsive to the speed of the vehicle. However, the operator would only see arm 83a which he would set at a desired vehicle speed as illustrated by speed indicia 81a. The needle 82a, moving in response to vehicle speed is mounted within unit 27a and not visible to the operator.

Control unit 27a functions in a like manner to Speedometer 27 as described above to provide for manual selection of the speed at which the transmission drive ratio will be changed.

Thus the present invention provides an improved control mechanism for transmission Where in the operator of the vehicle may select the speed at which the transmission ratio will be changed depending upon the type of driving involved and the desires of the operator. In known control mechanisms of the described type as may beused in overdrive constructions, for example, the setting of the governor of the transmission is established at the factory to operate at a predetermined vehicle speed and the operator of the vehicle has no control over the speed at which the overdrive may be made elfective. Thus the present invention gives the operator the advantage of select-ing the speed for the ratio change. If the operator of the vehicle does not require overdrive operation or a ratio change, adjustable arm 83 could be turned up to or 90 miles and hour preventing the change in ratio, from being accomplished during normal driving.

The present invention can also be useful in other types of transmission environments as for example, if a simple two-speed planetary gear set were used with a fluid torque converter in a vehicle, the armature 62 could operate a shift valve having one position corresponding to low speed ratio and another position corresponding to high speed ratio so that the operator could select the shift point for the automatic transmission by movement of arm 83 on the speedometer depending upon the type of driving to be undertaken.

Thus the present invention adds tiexibility and utility to known control circuits for vehicle transmissions in that the operator can control the vehicle speed at which an automatic ratio change will take place.

Various features of the invention have been particularly shown and described; however, it should be obvious to one skilled in the art that various modifications may be made therein without departing from the scope of the invention.

I claim:

1. In a control system for a transmission for an automotive vehicle having an engine, a source of energy, a 4first means adapted to be connected to said source of energy to vary the drive ratio through the transmission, a second means connected to said first means and adapted to be actuated to connect said source of energy to said rst means, a speedometer for said vehicle having a speed indicator means and an adjustable means, said adjustable means being connected to said second means whereby when said speed indicator means contacts said adjustable means said second means will be actuated to connect said source of energy to said rst means to change the transmission drive ratio.

2. A transmission mechanism as claimed in claim 1 wherein said source comprises a source of electrical energy.

3. A transmission as claimed in claim 2 wherein said first means -comprises a solenoid.

4. A transmission as claimed in claim 3 wherein said second means comprises a relay switch mechanism.

5. A transmission as claimed in claim 2 wherein said speed indicator comprises a speedometer needle having an electrical contact thereon and said adjustable means comprises an arm having an electrical contact thereon adapted to be engaged by said Contact on said needle wherein said control mechanism may be made effective to change the transmission drive ratio at a speed selectable by the operator of the vehicle.

6. In an electrical control system for a transmission mechanism for an automotive vehicle having an engine, a source of electrical energy, a solenoid adapted to be connected to said source of energy and including means operable to change the drive ratio through said transmission mechanism, a relay switch mechanism connected to said solenoid and to said source of electrical energy, a

speedometer for said vehicle including speed indicator means, an adjustable means in said speedometer connected to said relay switch, said adjustable means being operative to complete an electrical circuit through said relay switch when said adjustable means is contacted by said speed indicator means whereby said control mechanism will be made effective to change the drive ratio through said transmission at a predetermined speed selected by the operator of the vehicle by adjustment ofthe adjustable arm.

7. A control mechanism as claimed in claim 6 including a throttle actuator for said engine, a switch connected between said adjustable arm and said relay switch and being normally closed, said throttle actuator being operative to contact said switch and interrupt the connection between said adjustable arm and said relay switch when said throttle actuator is moved to a predetermined position.

8. A control system as claimed in claim 6 wherein said speedometer includes vehicle speed indicia associated with said speed indicator means to provide a visual indication of vehicle speed, said adjustable arm associated with said indicia whereby said adjustable arm may be adjusted to be contacted by said speed indicator means at a vehicle speed selected by the operator of the vehicle.

9. In a control system for a transmission for an automotive vehicle having an engine, a source of energy, a rst means adapted to be connected to said source of energy to vary the drive ratio through the transmission, a second means connected to said rst means and adapted to be actuated to connect said source of energy to said first means, a control unit for said vehicle having a speed indicator means and an adjustable means, said adjustable means being connected to said second means whereby when said speed indicator means contacts said adjustable means said second means will be actuated to connect said source of energy to said first means to change the transmission drive ratio.

10. A transmission mechanism as claimed in claim 9 wherein said source comprises a source of `electrical energy.

11. A transmission as claimed in claim 10 wherein said first means comprises a solenoid.

12. A transmission as claimed in claim 11 wherein said second means comprises a relay switch mechanism.

13. A transmission as claimed in claim 10 wherein said speed indicator comprises a needle having an electrical contact thereon and said adjustable means comprises an arm having an electrical contact thereon adapted to be engaged by said contact on said needle wherein said control mechanism may be made etective to change the transmission drive ratio at a speed selectable by the operator of the Vehicle.

14. In an electrical.v control system for a transmission mechanism for an automotive Vehicle having an engine, a source of electrical energy, a solenoid adapted to be connected to said source of energy and including means operable to change the dr-ive yratio through said transmission mechanism, a relay switch mechanism connected to said solenoid and to said source of electrical energy, a control unit for said vehicle including speed indicator means, an adjustable means in said control unit connected to said relay switch, said adjustable means being operative to complete an electrical circuit through said relay switch when said adjustable means is contacted by said speed indicator means whereby said control mechanism will be made effective to change the drive ratio through said transmission at a predetermined speed selected by the operator of the vehicle by adjustment of the adjustable arm.

15. A control mechanism as claimed in claim 14 including a throttle actuator for said engine, a switch connected between said adjustable arm and said relay switch and being normally closed, said throttle actuator being operative to contact said switch and interrupt the connection between said adjustable arm and said relay switch when said -throttle actuator is moved to a predetermined position.

16. A control system as claimed in claim 14 wherein said control unit includes vehicle speed indicia, said adjustable arm associated with said indicia whereby said adjustable arm may be adjusted to be contacted by said speed indicator means at a vehicle speed selected by the operator of the vehicle.

References Cited UNITED STATES PATENTS 2,971,395 2/1961 Orr 74-472 3,068,716 12/1962 Van Dyke 74-477 DONLEY J. STOCKING, Primary Examiner.

H. S. LAYTON, Assistant Examiner.

Claims (1)

1. IN A CONTROL SYSTEM FOR A TRANSMISSION FOR AN AUTOMOTIVE VEHICLE HAVING AN ENGINE, A SOURCE OF ENERGY, A FIRST MEANS ADAPTED TO BE CONNECTED TO SAID SOURCE OF ENERGY TO VARY THE DRIVE RATIO THROUGH THE TRANSMISSION, A SECOND MEANS CONNECTED TO SAID FIRST MEANS AND ADAPTED TO BE ACTUATED TO CONNECT SAID SOURCE OF ENERGY TO SAID FIRST MEANS, A SPEEDOMETER FOR SAID VEHICLE HAVING A SPEED INDICATOR MEANS AND AN ADJUSTABLE MEANS, SAID ADJUSTABLE MEANS BEING CONNECTED TO SAID SECOND MEANS WHEREBY WHEN SAID SPEED INDICATOR MEANS CONTACTS SAID ADJUSTABLE MEANS SAID SECOND MEANS WILL BE ACTUATED TO CONNECT SAID SOURCE OF ENERGY TO SAID FIRST MEANS TO CHANGE THE TRANSMISSION DRIVE RATIO.

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