US1700874A

US1700874A - Mechanical gear-shifting device

Info

Publication number: US1700874A
Authority: US
Publication date: 1929-02-05
Anticipated expiration: 1946-02-05

Description

Feb. 5, 1929.

F. M. BARTELME MECHANICAL GEAR SHIFTING DEVICE Filed neme, 1921 8 sheets-sheet .l

Feb. 5, 1929.y 1,700,874

F. M. BARTELME xscHANIcAL GEAR sHxrTING naviera Filed Dec. e. 1921 8'Sheetssheet 2 Feb. 5, 1929.

F. M. BARTELME MECHANICAL GEAR SHIFTING DEVICE Filed Deo. 8, 1921 8 Sheets-Sheet 3 Feb. 5, 1929. 1,700,874

v F. M. BARTELME MECHANICAL GEAR SHIFTING DEVICE Filed Dec. 8, 1921 3 Sheets-Sheet 4 V 1/ "//7 /f/fz' figg@ L ggg-i149 Feb. 5, 1929. 1,700,874

F. M. BARTELME MECHANICAL GEAR SHIFTING DEVICE Filed Dec. 8. 1921 8 Sheets-Sheet 5 Mw ff f 4 6 7 8, n r 0 e 0 n w 7, M 1.. n m 8 E M c I V E D EG1 MM2 .mw I. mwa. ARC amm .Gd Mmm hun N A H m u u M u m w 1/ a W ,m F w Feb. 5, 1929.

F. M. BRTELME MECHANICAL GEAR SHIFTING DEVICE Filed Dec. e, 1921 8 Sheets-Sheet 7 lweztop.

Feb. 5, 1929. 1,700,874

F. M. BARTELME MECHANICAL GEAR SHIFTING DEVICE med Dec. s. 1921 *sa a sheets-sheet s Patented Feb. 5, 1929.

FERD'INAND M. BARTELME, OF CHICAGO, ILLINOIS.

MECHANICAL GEARSBIFTING DEVICE.

Application led December 8, 1921.

My invention relates to mechanical devices whereby speed changes in a variable speed transmission mechanism may be ei'ected through the agi-nov ot' a pre-selectin; mechanism and au actuator that is readily and conveniently operated.

More particularly my invention relates to mechanical devices for effecting speed changes in a variable speed transmission mechanism of an automobile which may or may not bc adapted, as desired, to also actuate the brakinnr means of the automobile. Y

Une object of my invention is to provide a device of the character designated above which will be compact in construction and easily applied to variable speed transmission mechanisms of the standard and usual type. By reason of the compactness of my device, the. same may be applied to automobiles as at present constructed without having any parts extending above the floor boards of the automobile that may cause inconvenience to the operator. By means of my present invention, a mechanism of improved construction is provided which obviates the necessity for manually operative gear shifting levers,

A further object of my invention is to provide a ear shifting device which may be operate by the positive actuation ota foot pedal. In this manner, the gear shifting operation ctl'ected Within the variable speed transmission mechanism may be expeditiously performed without the elashiimf of gears since it is possible to feel in the gears into the various meshing relations.

Another object of my invention is to pron vide a gearishifting device which permits of the pre-selecting operation to be performed at any time irrespective ofthe position of the acmating foot pedal in its path of travel.

Moreover, the gear shifting operations by my device may be performed without the necessity of following a certain sequence of operations. In this manner, a pre-selected speed change may be arranged for subsequent performance when one speed rhange `in the transmission mechanism is iu operation.'

Another object of my invention is to provide a device which maybe operated through the agency of a foot pedal which may be the clutch pedal that also actuates the Clutch mechanism. In this instance, the pre-selec tion may be etfected when the clutch is en- Serial No. 520,913.

been retained in the position corresponding to this pre-selected speed change, subsequent actuations of the foot pedal or clutch pedal will not operate to disconnect the meshing relation previously established in transmission mechanism to effect this speed bange.

Another object of my invention s to pro'- vide a gear shifting device comp. sing a selective neutralizer whereby an established meshing relation within the transmission mechanism is retained on subsequent actuations of the foot or clutch pedal until a new setting of pre-selecting mechanism has been made. lln this manner there is no possibility ot' the speed change gears comprised in the transmission mechanism from becoming' disengaged or partly disengaged from their meshing connection until it is desired by the operator that a new speed change be effected.

Another object of my invention is to provide a device of the, character indicated above which comprises means operative through a pre-.selecting mechanism which will apply )raking acl ien to the automobile through the agency oi' the clutch pedal. In connection with this braking means, l also provide auxiliary means that are readily accessible to the ope 'ator for retaining the braking action in operation whereby the first set of braking means may be 'released to permit of my device being operated then as a gear shifting device.

A further object of my invention is to provide a device which will be compact in construction, readily applied to the standard forms of speed transmission mechanisms and economical to manufacture.

Other objects of my invention will be hereinafter pointed out, but for a better unders tandincr of the device of my present invention, reference may now he had to the following description and accompanying drawings, in which-` Figure 1 is a diagrammatic vien' of a por tion of an automobile chassis emlwdying my present invention;

Fig. 2 is a plan View of my device with the casing cover removed and the elements therein shown as occupying neutral position;

Fig. 3 is a view, partially in section, taken on the line. of Fig. 2 and showing a portion of a variable speed transmission mechanism with which my device is associated;

Fig. 4 is an end view of the device taken on ythe line 4-4'0f Fig. 3;

Fig. 9 is a perspective view of thatportion' of my mechanism which l have designated as th actuator;

l igxl() is a plan view in development of a portion of my device with the mechanism of Fig'. 9 removed therefrom and the two upper shitting hars out ot their operating 'positions but. placed ndiaccnt to their cmrespondingY locations in the assembled device;

Fig. 1l is a perspective view showingr one of the shifting rods embodied in my device:

Fin'. 2 a perspective viewot" a gear holdi i fork that is secured to the shittirgf rod et' Fig. ll and, in turn, engages one of the speed change gears of' the variahlc transmission mechanism;

lfig'. 1:2 is a perspective view of a member manpriscd in the actuator mecha ism ot Fin. t);

Figi, 14 a lwrspcctive view of another member ol' the actuator mechanism ot Fic'. tl:

Fig. l is a vic'iv in elevation ot a portion ot tia` structure ot' Fig. l showing' how tinhraliino' means ot the automohilc may he ri tained in operative position altcr havincy heen tiret actuated through the ngel-.cy of hij: present device', and

Fig. lo is an enlarged View ot a portion of the structure ot' Fig. l showing' the mam ner in which the automobile clutch mechanism may be operated by the. clutch pedal during thc time. that my device is holding one ot the speed-chang@ nears in engagement to etl'cct a cert ain pre-rlctermincd speed change in the transmi. ion mechanism..

Referring to Fig. l. the auitomobileY chassis comprises a usual steering wheel l which is mounted upon a steeringrovhecl post 2 that is hollow and through which a` rotatable rod 3 extends. The upper end of the rod 3 is sccured to a rotatable index finger 4 which operatively engages with an indicating sector 5. The latter serves as an indicating medium for the various operations to.he performed, the recesses 5 upon the sector 5 heing roperly designated in order that the index nger 4 may he positioned in any one ot said 're cesscs at will in accordance with the preselected operation to be subsequently perforn'led. Through the agency of the index linger 4. the rod l is rotated which. in turn, actnates a gear train enclosed in a housing 6 at the base of the steering-wheel column 2. The gear train 6 imparts a rotary motion to a. connecting' rod 7 through a universal joint and this rod 7, is, in turn, connected to a rotatable m'emher 9 of a second universal joint 1U. The member 5) is journaled in a sleeve ll forming part of a housingr 12 that encloses the mechanism or gear shifting device embodying my present invention.

The housing 1Q is mounted upon the casin;r which contains the variable speed transmission mechanism ot thc automobile. The rear-axle drive mechanism 13 of the automohile is furnished with power through a drive shaft 13, the speed of which may he varied, as well as the direction of rotation, through the variable speed transmission mechanism with which the device ot' my invention is associated. it is to he understood, of course, that the va fiahlc speed transmission mechanism may he'any of the usual types employed in automobile construction and especial ly those of the sliding-*gear type. In the present instance, the variable speed transmission mechanism ot the autoniohile provides for the usual forward speeds, namely, first, Second and third spec-ds and one reverse spccd.

The. index tiugfcr 1, in addition to performing` other functions, serves to pre-select any one of the said several speed changes that may he made in the variable speed transmission mechanism. The pre-selected operation orspccd chang:l indicated by tho position ot the index linger 1 on they sector 5 is then effected through the operation of a clutch pedal ll which isconnccted to a lever 15 journalod in a stationary stuh sleeve 1li. The clutch pedal 14 operates in the usual manner. The. clutch mechanism oii thc automobile which. in this instance is shown as being: a cone clutch` compris s a clutch memher y17 and a tlv wheel member 18 which is secured to tue driving shaft 19 of thc automobile eneine The clutch pedal 14 actnates a shaft 20 unich. in turn, operates to effect engage ment and disengagement of the clutch mechanism. A compression spring` 21 normally holds the two members 17 and 18 of ther kclutch mechanism in engagement and the speed transmission mechanism is connected to the automobile engine through this clutch mechanism. l

The clutch-pedal lever 15 is rovided with ar extrusion 22 to which a ro 23 is secured to one of its ends. The other end of the rod Q3 is nix-'itallv secured at 24, through a lost motion joint, to a lever that is pivoted on :i shaft 2G mounted upon a rearwardly extending bracket 2T cast integrally wit the housing 12. The lever is provided at lts outer und with a forked portion 28 which embraces a collar 29 of a rotatable and slid- :iblll member 30.

From the. forcroing, it will bc observed that the clutch per al 14, in addition to effecting engagement and disengagement of the cooperating clutch members'l'? and 18, also operates to move the rod 30 which comprises om of the operating elements of my present mechanism.

A brake rod 31, the operation of which will hc hereinafter described in detail, extends Yfrom thc housing 12 of my gear shifting mechanism and is` adapted to reciprocate in the sleeve 32. The rod 31 is connected through a lost-motion joint 33 to a rock shaft 34 which, in turn, operates to rotate a shaft 35 that is lournaled in sleeves 36 secured to the autom mobile chassis. The'shaft 35 actuates two :ull rods 37 which serve to tighten band .u brakes 38 which engage the rear wheels of me automobile. The band brakes 38 and the mechanism immediately serving to contract oil expand them is old in the art and may be foi' any of the usual typesof construction t c which is 1n common use in automobiles. it is to be noted that the band brakes 33 may be tightened by causing the brake rod 31 yto travel in the direction of an arrow 39.

A second brake rod 40 is likewise connected to the rock shaft 35 through a lost motion joint 41. The rod 40 is manually o eratcd, .is will be described later, to hold t ie rock shaft 35 in operative osition after having been so placed through t ie agency of the brake rod. 3l After the brake rod 4() has been propcri manipulated to hold the rock shaft 35 in 'ative position to tighten the band brakes the brake rod 3l ma y then be released from -^;.'rative engagement with the rock shaft ."5 'which is permitted by reason of the lost motion provided in the joint 33.

As hereinbeforc described, the housing 12 is mounted upon the casing which cncloses the variable speed transmission mechanism of the automobile as shown in Figs. 2 and 3 to which reference may now bc had. The speed transmission mechanism of the automobile is housed in a casing 42. The enclosed transmission mechanism, a portion only of which is shown in the prescrit exeniplification of my invention, comprises slidable. gears 43 and 44 that are severallyprovided with

collars

45 and 46 respectively which are engaged by forked

members

47 and 48 of a form such as is illustrated in Fig. 12. The forked

members

47 and 48 are secured to dowmvardly extending arms 49 and 5() respectively by means of screw bolts 5l. The downwardly extending

arms

49 and 50 are se verally connected to elements comprised in my gear shifting mechanism. rlhe siitdable gears 43 and 44 are shown in Fig. as ccup 7ing neutral position but they may'be shi ted into diterent meshing relations with the other gears comprised in the transmission mechanism to effect the desired speed changes, such meshing relations giving neutral position and first, second, third and reverse speeds. The top of the casing 42 is closed by a base plate 52 forming a part of a housing 12. The base plate 52 is provided with openings at the proper locations to pen mit of the downwardly extending arms 49 and 5t) to project from the housing 12 into thc transmission casing 42 and also to permit these saine arnis to move unimpcded so au' to position the slidahlc gears 43 and 44 as desired, and to permit oil to splash therein.

As mentioned above, the member 9 of Fig. 2 is rotated by means of the pre-selecting mechanism comprising the index finger 4 and the positioning .sector rl`he rotary motion, imparted to the mniber 9 is transmitted to the rotatable and slidable rod 30 through a gear train comprising a driving gear 53, an idler 54 and a driven gear 55. The rod 30 splined to the gear 55 by means of a key .'iti that extends longitudinally of the rod 30. 1t. will be seen that the. rod 3l) may, in this manner. be rotatably positioned to correspond with the setting of the index linger 4 upon the indicating sector 5. Irrespective of the rotatable position ol' the rod 3G, the saine may be moved longitudinally in all positions. B v means of the .lever 25, which derives its movement from the actuation of the clutch pedal 14, thc rod 30 is moved forwardly in opposition to the force exerted by the compression spring 21 of the clutch mechanism. The rod 30 restored to its normal position when the clutch pedal '14 is returned to its normal position in the usual n'ianncr. The forked end 28 of the lever 25, which engages the collar 29 secured to the outer extremity of the rod 30, actuatcs the rod 3l) in accordance with the movements of the clutch pedal 14. From the foregoing, it will he seen that the rod 3() is subjected both to rotatable movement, as Well as a sliding movement, and through the medium of this rod 30, thc device Aof my present invention is actuated.

Attention is now directed to Figs. t) and 10, the former being a perspective View of the actuator mechanism comprised in my de vice and the latter being a .plan view in devclopment showing the arrangement of the y shifting bars that are adapted to be `selectively engaged by the actuator mechanism to perform the operations indicated by the pre-se lecting mechanism constituting the members 4 and 5. The actuator mechanism ot Fig. 9 comprises un integral stationary block 5T shown in dotted lines. This block 57 is sul;- stantially symmetrical about a central longitudinal plane and is provided on its front face lll) / exposed face otl the sleeve S.

with a stationary sleeve member 58, both the block member 57 and the sleeve member 58 being bored uniformly to receive. a sliding tubular member 59 which is provided at its front end .with a flange 6() that is adapted, when in normal position, to abut against the The tubular member 59 is provided at its rear end with a sleeve G1 which is secured thereto by means 'of screws The side of the block .G7-which is exposed to view in Fig. 9, is provided with an integrally formed lateral extension or vledge ('which projects substantially.midway between the upper and lower faces of the block 57. The lateral extension ($3, intermediate its ends is recessed to receive a ro tatably mounted-pinion. (il. A tacer plate G5 is also received in the recess containing the pinion 64 and provides a flush and continuous side surface for the ledge 63. It. will be observed that the pinion G-t is exposed on both l the upper and lower faces of the, ledge (S3 as shown in Fig. 5. The side of the block 57 opposite to the side exposed to view in Fig. is likewise provided with a correspondingly positioned ledge 67 which likewise receives a rotatable pinion 66 (Fig. 5) that is housed in a recess formed in the ledge (37. The pinion G6 also is exposed at the upper and lower faces of the ledge 67 in a manner similar to the pinion (34. Both pinions 64 and t3() are shown as having the same diameter and each comprises the same numberl ot gear teeth. The upper face ot thel block 57 comprises a smooth surt'acc which is Hush with the upper edge ot the housing l2. '.l`he. lower-most portion of the block member 57 is provided with a plurality ot downwardly extending projections: 68, G9, 70 and 71, the purposes of which will be explained in connection with the mechanism illustrated in Fig. 10.

Th;l tubular member 59 is provided at its outer end with the tiange (it) which serves as a. selective neutralizer and the purpo-"es ot which will be subsequently explained in dctail. The position occupied b v the tubular member 59, as shown in Fig. 9, is approximately the position corresponding to neutral7 position of the'gear shitting mechanism. lt will be f bserved that the. uppermost portion of the. tubular member 59 is provided with two aligncd and spaced

longitudinal slots

72 and 73, the former being a com parati\ ely short slot and the latter being a compara-tively long slot. The uppermost portion ot the neutralizer 69 is also slotted as at 74, the slot- 74Y extending across the entire taco and thickness thereof. The tubular member 59 is adapted to slidingly engage in the bore provided by the sleeve 58 and the block 57. Fig. 14 shows the. tubular member 59 in a position. 180o from its position in Fig. 9. The under side of the tubular member 59 is shown as being provided with a1ongitudinally extending slot 75 and the under side ot' the neutralizer (S9 is shown as being provided with a recess 7G, the top inner surface 77 of which is chamt'ered downwardly and inwardly. Similarly, the rear end of the slot 73 (Fig. 9) is chamtered to provide an inwardly sloping surface '78.

A cylindrical member 79 of Fig. 13 is slidingly received in the tubular .member 59 of Figs. 9 and 14. The cylindrical member 79 is secured at its front end to the rod 80. A rotatable hardened steel annulus 48() abuts against the. outer face of the member 79 and is held against longitudinal movement by means of the key 56. A latch member 81 is positioned transversely in the forward end of the cylindrical member 79 aud is provided with a bitching portion 82 and an opposed latching portion 83. The latch member Sl is permitted to slide transversely of the cylindrical member 79 but is attached thereto by means of a pin S4. The rear end of the tubular member 79 is provided with two coacting latch members 85 and S6 which extend transversely of the cylindrical member "(9 in a manner similaito the latch member 81. Both latch members 85 and S0 are adapted to be moved transversely of the member 79 and oppositely to each other since they are geared to each other, as will be hereinafter described. The latch members 85 and Sti are provided with oppositely disposed ehamtcred ends as shown.

1n assembled position, (Fig. 9) the cylindrical member 79 with its appurtenances, is received within the tubular member 59 with which it slidingly engages.y The latch meinber 81 is received within the

recesses

74 and 76 of the neutralizer tO and the latches 85 and Sti may be received in the

slots

72 and 7?), and the opposed slot 75 but, as shown in Fig. 9, the latchtt is received in the slot 72 and the latch 85 in the slot 73.

Attention may now be directed to Fig. S in order to secure a better understanding of the operation ot the latch members 8l, a nd Sti. The latch member 81 is provided with a longitudinal slot S7 through which the pin 84 extends. lts rear face. is provided with a V-shaped recess 8S in which a springpressed hardened steel ball `89 is normally received. The ball 89 is positioned in a recessed plug member 90 that slidingly engages in a central longitudinal opening 91 formed in the cylindrical member 79. A` compression spring 92 contained within the central opening 91 presses ther ball 89 against'the latch member 81. The normal position of the latch member 81 is shown in Figs. 8 and 9 and. in this position, the latch portion 82 is completely exposed to etlect operative engage-Y ment with the shifting rods of mydeviee. The rear end of the cylindrical member 79 is likewise provided with a Spring pressed plug 90 which, turn, presses a ball 89 into a the tubular member 59.

recess 88 formed in the front face of the latch member 85. The latch member 85 is provided at one end with a latch portion 93 comprisintr one inclined surface and at the opposite ind with a latch portion 94 comprising two opposed inclined surfaces which form a V-shaped head similar to the V-.shapel head ot' the latch portion 8? ol' the latch member 8l. The. latch member 86 is provided with latch portions 95 and 9U, each constituting a single inclined operating surface. The opposed and adjacent surfaces of the latch members 8:3 and 86 are provided with gear teeth 97 which engages on opposite sides with a pinion 98 that rotatably mounted upon a )in 99. It will thus be observed that the

latcli members

85 and 86 are geared to each other and that an upward movement of yone latch member causes a downward movement of the other latch member and vice versa.

The

latch members

85 and 86, as well as the latch member 8l, are operated as the cylindrical member 79 slidingly engages within For instance, the cylindrical member 79 is shown in Fig. 8 as occupying one of its rotatable positions in lwhich it is advanced forwardly and withdrawn from the tubular member 59 as `far as possible. 'ln this circumstance` the latch portion 82 of the latch 81 is projected outwardly to its extreme position from the cylindrical member 79 and, as a consequence, the latch portion 83 is drawn completely within the cylindrical member 79. Now, as the cylini drical member 79 is slid inwardly of thel tubular member 59, the latch portion will eventually engage a projecting tooth 199 which, for the time being, is stationary'. The latch portion 82 is then about to be received in the slot 74 formed in the neutralizer (30. lVben engagement between the latch portion 82 and the tooth 100 is effected. further movement forces the latch portion 8:2 downwardly into the cylindrical member 79 wliich, in turn, caruses the opposed latch portion 811 to project outwardly from the cylindrical member T9-"and into the recess 76 likewise formed in the neutralizer (St). Further inward movement of the cylindrical member 79 causes the inclined surface of the latch portion 83 that is adjacent to the chamfcred surface 77 to come into engagement therewith. The neutralizer (30 l.. ing stationary after abutting the sleeve 58 and. therefore. the chamtercd surface 77 of the recess 7f3, further inward movement of the cylindrical member 79 effects sliding engagement between the latch portion 815 and the chamfered surface 77 and this. in turn, forces the latch portion 83 again inwardly of the cylindrical member 79 and the latch portion 82 outwardly therefrom.- At this' time. the latch portion 8:2 projects outwardly of the member 79 on the rear side ot the tooth 199 and has its plane i'acc in abut*- ment to the plane face formed on the'rear of the tooth 100. lVhen the latch portion S2 oc copies its outermost position relatives@ the cylindrical member 79, the spring pressed ball 89 serves to retain the latch member 81 in this, its normal position.

When the cylindrical member 79 is in such a position wherein the latch portion 82 of the latch 81 extends to the rear of the tooth 100 it is necessary, in order to permit the. cylindrical member 79 to be advanced forwardly and withdrawn from the tubular member 59, that the cylindrical member 79 be rotated in order to avoid the obstruction odered by the tooth 100 to the latch portion 82. The means provided for `rotating the cylindrical member 79 in order to permit the latch portion 82 to pass the tooth 100 constitutes the rotatable rod 30. For the moment, however, it is to be noted that when the latch portion 8:5 is projecting outwardly from the cylindrical member 79 and to the rear of the tooth 199, the cylindrical member 79 is permitted a certain range of longitudinal movement within thel tubular member 59, which range is comprehended within the length of the recess 711 formed in the neutralizer 69. As will be observed later, this range of relative movement between the member 79 and within the tubular member 59, when the latch portion 82 is at the rear of the tooth 100, may be sutlicient travel to permit of engagement and disengagement of the members 17 and 18 comprising the clutch mechanism of the automobile, but the loose joint 24 (Fig. 16) allows further travel to the clutch pedal to ensure this action.

(onsidcr now the conjoint action of the

latch members

85 and 86 when the cylindrical member 79 is drawn inwardly of the tubular member 59. The inclined surface of the latch portion 93 of the latch 85 will eventually engage the chamt'ered surface 78 formed at one end of the slot 73 as shown in Figs. 8 and 9. This engagement ,will force the latch member 85 downwardly and, as a consequence, will cause the latch member 86 to move upwardly by reason of the coaction between the two

latch members

85 and 86 which'is effected by the interposed pinion 98. The latch portion 95 of the latch 86 will then be extended outwardly from the cylindrical member 79 and received in the slot 7) i "ie manner shown in Fig. 9. In this position, the latch portion 9o of the latch member 86 is drawn completely into the cylindrical member 79 and the latch portion 94 of the latch member 85 is projected as far as possible outwardly and downwardly from the cylindrical member 79. In this position, the latch portion 91 projects through the slot and in abutting relation to a chamfered surface 101 that is formed on the rear periphery of the bore in the block 57 wherein the tubular member 59 and the cylindrical member 79 are received. As long as the latch portion 95 projects upwardly in the slot 72 it will abnttingly engage with the forward end wall of the Slot 72 and restrict the relative sliding movement of the cylindrical member 79 within the tubular member 59. The range of this limited movement is confined to the length of the slot T2 and it is equal to the range of movement allowed to the, projecting latch portion S2 of the latch 81 when it extends upwardly and to-the rear of the tooth 100. ln order to withdraw the lat/ch portion 95 from the slot 72. thereby permitting the cylindrical member T9 to slid-4 ingly engage unimpededly within tht` tubular member 59, it is first necessary, as explained above, to rotate the cylindrical member T9 so as to withdraw the latch portion S2 o1' the latch member 81 from obstructing engagement with the tooth 100. W'hen this operation is effected, the latch portion 91 ot' the latch member is then permitted to sliding ly engage with the chamt'ered surfacey 101. The enga ement effected between the surface 101 and t e adjacent inclined surface oi the latch portion 94 forces the latch member SF inwardly of the cylindrical member 79 and simultaneously therewith the latch portion 95 of the latch member 8G is likewise drawn inwardly of the cylindrical member 79, there. by releasing engagement between the cylin drical member 7 9 and the tubular member 59 which heretofore had been effected by reason of the latch portion 95 being received in the slot 72. When the latch portion 95 is withdrawn from the slot 72, the cylindrical member 79 is permitted' to slide forwardly within the tubular member 59. '1" his range of sliding engagement between these two members. 59 and 79 is limited only by the length of the vlot 73 wherein the latch portion 93 of the latch member is received.

The fleeve 61 serves to retain the latch memiiber 86 in the cylindrical member 79 and preelndes it from being projected from the slot 72 should the latch member S5 violently eli-- gag-:e with the chamfcred surface T8. The foregoingr description in connection With Figs. H. 9. 13 and 11 illustrates the conjoint operation between the tubular member 59 and the cylindrical member 79 which comprises the various lati h members.

The mechanism of Fig. 9,which I have designated as an actuator. may he assembled as a unit before being,r placed into operative eni gagement with the mechanism illustrated in Figs. 4. 5, 6 and 10 to which attention is now directed. A plurality o1' sliding

bars

102, 103, 104. 105./ 106 and 10T (Fig. 10) which constitute. shifting rods, are adapted to be selectively operated by means of the actuator mechanism of Fig. 9. The bar 103 is positioned upon a ledge 108 integrally formed in the l using,r 12. The bar 103 slidingly engag ys upon this ledge and has secured thereto the brake rod 31 and, also, rovided at its front portion 'with on npstan. ing 'tooth 109.

Intermediate its end portions, a rack 110 is formed which is adapted to enrage with the, pinion 01 ot the actuator. nperimposed upon and spaced from the sliding har 103 the yliiiling bar 102 which is provided at its .front portion wtih an upstandingr tooth 111 and at its intermediate portion with a rack 112. The rack 112 faces oppofitr-ly to the rack 110 andis adapted to likewise engage with the pinion G-t which. when the actuator of Fig. 9 is in operative position in the gear shitting mechanism, is disposed intermediate the

racks

110 and 112 thereby permitting operative engagement therewith as shown in Fig. 5. The slidinef bar 10i engages the sur face of the bottom o2 o1 the enclosing casing 12 as does the sliding bar 105 which is spaced therefrom and placed oppositely thereto. The front end of the bar 101 is provided with an npstanding 'tooth 113 and in alignment. therewith the har 105 is likewise provided with an npstanding tooth 114. The

bars

104 and 105 are. also severally provided with upstandingA teeth 115 and' 116, respectivtilv, which are normally placed in ali;fn1m-nt with the npstanding tooth which has been described in detail in connection with the mechanism of Fia. S. The opposed :ind :ut jacent sides of the sliding; hars 104l and 10.3

are prm'ided with racks 117 and 11S, respectively, which artI adapted to engage with a rotatable pinion 119 that is jonrnaled to a jack shat't 120 mounted on the bottoni 52 of the housing 1'2. 1t will ne noted that the sliding bar 10-1 is prmided with z: series of spaced indentations 121 on its onter side which are adapted to receive a spring pressed pin of a poppet 122 that is mounted on the casimgT 12 as shown in Fig. 5. The pur` pose ot' the poppct122 is to restrain the mme ment of the sliding bar 104 as it assumes the various positions ot' which it is capable. By reason ot' the coactingz engagement het ween the sliding

bars

104 and 105. through the agency of the pinion 119, the bar 101 as it advances forwardly causes the bar to advance rearwardly and vice versa.

'l'he .sliding bar 106 is disposed upon a ledge 12Jn (Fig. et) in aposition opposite to thes1iding' bar 1021. The har 106 1s provided at `its front portion with an npstanding tooth 123 andthe upstanding tootlr100 hereinhefore described. Arack124isformedonthenpperface of the sliding bal' 106. The slidingbar 107 is superimposed upon the sliding`r har 106and placed oppositely thereto in order to permit of the interpositioning ofthe pinion 60 of Fig. The bar 107 is also provided with a ruck 125 cnt on its lower face, and when in assembled position. engages the pinion 66 in conjunetion with the rack 124 formed on the sliding: bar 106. The sliding bar 10i' is provided at its front portion with an npstanding teeth 12o' und spaced therefrom with a second up standing tooth 127. A series of spaced relill fesses 128 are cut in the outer side of the sliding har 107 and are adapted to receive a spring pressed pin 129 (Fig. 4) which is comprised in a poppet 130. The poppet 130 serves to restrain movement of the. sliding bar 106 in any of the several positions that it may assume. An interlock 1.29 provided with inclined locking ends 130a and 132 extends transverfely of the sliding hars 104 and 105 and is adapted to be received in a recess 133 formed in the sliding bar 106 or a recess 134 formed in the sliding bar 104. .It is to he noted that the interlock 129 serves to retain the slidingl bar 106 in position when the sliding har 1.04 is advanced forwardly or rearwardly and similarly the bar 105 in position when the sliding bar 106 is advanced forwardly or rearwardly.

The sliding bars are shown in Fig. as occupying their neutral positions, assumine', of cmirse, that the sliding

bars

102 and 107 are placed in their operative positions within the asing 12 as shown in Figs. 4 and 5. In this circumstance, the plane rear faces of the foremost

upstanding teeth

111, 109, 113, 114, 123 and 126 are I.xi-incident and similarly the plane rear faces of the upstanding

rear teeth

115, 110, 100 and 127 may be (fo-incident. The group of upstanding foremost teeth 111. 109, 113, 114. 123 and 126 are so designed that in the aggregate they form the segment of a circle when the associated sliding hars are all in neutral position. as shown in Fig. 4 and similarly the upstanding

rear teeth

115, 11G, 100. 127 may constitute the segment of a circle.

The particular device shown herein adapted to be used in connection with a variable speed transmission mechanism coin- )rising two slidable gears having a uniform length of throw for all speed changes and the following o]' crations ot' the sliding hars ot' Fig. 10 etl'cct the various speed changes in the transmission mechanism and tlc application of the hand brakes ot' the automobile. lVhen the sliding har 102 is advanced forwardly. the sliding har 103 is advanced rearwardly in the direction of the arrow ill and, consequently, exerts a pull upon the brake rod 31. 'lheretorm the .sliding bar 102 may he designated as the brake bar. lii'hen the sliding bnr 104 is advanced forwardly, the proper slidable speed change gear comprised in thc variable speed transmission mechanism of the automobile is brought into meshing relation to ctl'ect "reverse" speed. 'l`he downwardly projecting lug ot' Figs. il. 4 and 5 is integrallyfornicd with thc sliding har 104 and the 'forked nicmhcr 4H is. in turn. secured tothe lug 50 whereby the shi t'talile speed-change gear 41 oi' Fig. 3 may be moved into meshing relation in the transmission mechanism. As the sliding.har 104 is advanced forwardly, the sliding har 105 is advanced rearwardly. To effect a speed change intheitransmission mechanism to irst,'the sliding har 105 is advanced forwardly and this, in turn, causes the sliding bar 104 to advance rearwardly which, in turn, moves the slidable gear 44 of Fig. 3 (from its meshing connection of reverse through neutral position and into a. new meshing connection)- to effect a speed change into first.

When the sliding bar 106 is advanced forwardly, thel downwardly projecting lug 49 of Fig. 3, which is integrally formed with the rod 106, is likewise advanced forwardly and this, in turn, actuates the slidahle speed change gear 43to effect a meshing engagement in the transmission mechanism to establish second speed. lVhen the sliding bar 107 is advanced forwardly, the speed transmission mechanism is brought into third speed, since the sliding bar 106 is then advanced rearwardly and, in conjunction therewith, the slidable gear 43 is unmeshed from second speed relation, carried through neutral position and into a new meshing relation to establish third speed in the. transmission mechanism. The arrow 135 affixed to Fig. 10 indicates forward direction for moving the several sliding hars. 1f the speed change gears 43 and 44 have dit'- ferent lengths of throw to elfect the various speed changes, the. upstanding teeth of the rear group must be located correspondingly and, in this instance, the teeth of the rear group will not be coincident.

in assembling my device, the mechanism of Fig. 0 is so posltioned with reference to the assembled elements illustrated in Fig. 10 that the projections lit and (if) formed on the lower face of the block 57 are disposed on opposite sides of the pinion 11.0 and the projections and 7l torni a housing l'or the interlock 120. The hloclc member .37 is then fixed in position, in andy suitable manner, in order to preclude any movement lclative to the casing l2. Then the sliding rods 10i! and 107 are. placed in their respective position.-I as shown in Figs. 4 and 5.

,'l`o more clearly explain the coaction hctween the sliding hars 106 and 107, and likewise the corresponding bars 102 and 10?. reference may he had to Fig. 6 wherein the sliding

bars

106 and 107 are shown in assembled position and when occupying neutrah lt will be noted that the pinion (36 engages thc racks 124 and 125 Jformed respectively on the

hars

100 and 107 since the pinion 00; as well as the corresponding and opposite pinion (il is l'necluded against any longitudinal movement by reason of their being .secured to the. fixed block 57. The two coacting shiftin;r hars 106 and 107 are permitted to slidinaly engage with the side lace of the block 57. ly again referring to Figs. 0 and l0. it will he oli-'erred that hen my device is assembled, the shifting bar 104 is slidingly re ceived in the lowermost. longitudinal reve-s formed in the bloeit D7, the shifting

bar

103 and 107 are arimged on the other side of the block 57 so that the whole device, when assembled, has a rectangularl cross-section making a very compact structure. A cover 12 (Fig. 3) for the housing 12 is provided with an expanded transverse portion 57 which comes into close engagement with the u Jper face of the llock 57 and the upper sur aces of the sliding

bars

102 and 107 thereby holding the whole mechanism intact within the housing. Fig. 5 illustrates the arrangement of the several shitting bars relative to the actuating mechanism comprisingr the block 57 when the device is assembled.

Fig. 11 is a perspective View of the shifting bar 106 and Fig. 12 is a View of the forked member 47 which is adapted to be secured to the, downwardly projecting lug 49 by means of a screw bolt passing through the openingr 140 and secured inthe bolt hole 141.

I u order fo understand the operation of my present. gear shifting device, it may be considered in connection with the apparatus of Figs. 1 and 3 wherein it is shown in conmation with the variable spend transmission mechanism ot' the automobile. When the indi ating mechanism mounted upon the steering wheel post 2 is positioned at neutral and the clutch pedal 14 occupies its normal position, then the elements of the gear shitting device occupy the positions shown in Fig. 4. In this view, all the sliding or shifting bars of Fig. 10 occupy neutral to accord with the setting of the index finger 4 of the pre-selecting mechanism. As a consequence, the front group of

upstanding teeth

111, 109, 113. 114, 128 and 126 severally secured to the sliding bars, are arranged in a front tro-incident plane and, similarly, the

' rear group ot'

upstanding teeth

115, 116, 100

and 127 (Fig. 10) are likewise arranged in a rear co-incident plane since, in this exempliiication, the length ot throw of the speed c`l1ange gears 43 and 44 for all speed changes is the same. It is to be noted that the front group ot' upstanding teeth form a circular segment which is broken at its upper portion thereby permitting the latch member 81 to be moved transversely of the pla ne of front teeth forming this circular segment. The latch portion 82 of the latch member 81 is extended upwardly to its foremost position, since the actuator com )rising the cylindrical member 79 and the tumlar merber 59 are rotatably positioned to iermit this. v' The rotatab e positlons ot'dthe cylindrical member T9 and the tubular member 59 are` controlled through the pre-selecting mechanism 4 and, therefore, w ien the pre-selecting mechanism indicates neutral, the latch 81 possible,

occupies the angular position shown inFiw. 4. Again, the longitudinal positions of the cy indrical member 79 and the tubular member 59 are controlled by the clutch pedal 14 which, on being restored to normal position by reason o't' the compression spring 21 of the clutch mechanism, causes these two members of the actuator mechanism to be likewise restored to their normal longitudinal positions. The 'cylindrical member 79 and the tubular member 59 are shown as occupying their normal longitudinal positions in Figi 7 but, however, they are not shown as occupying neutral since they have been rotated fromv neutral through the agency of the pre-selecting mechanism, as will be hereinafter. described. For the moment, however, it may be considered that the

members

59 and 79 with their appurtenances occupy normal position when they are moved rearwardly in the gear shifting mechanism as far as this rearward movement being effected through the return of the clutch pedal 14 to its normal position, which occurs when the foot of the operator is removed from the clutch pedal 14. When the actuator mechanism (Fig. 9) comprising the

members

59 and 7 9 and the

latch members

81, 85 and 8G occupies its normal position, it may be rotated to ncutral" as shown in Fig. 4 by means of the pre-selecting mechanism. When the actuator mechanism occupies neutral, the clutch pedal 14 may be actuated throughout its full range of travel without moving the sliding

bars

10e, 103, 104, 105, 106 and 107 from their neutral positions of Fig. 4. When the clutch pedal 1s depressed to its lowermost position .during the time that the device is in neutral, the cylindrical member 79 is advanced in unison with the clutch pedal to its .foremost position "wherein the latchmember 81. extends upwardly and forwardly of the front group of upstanding teeth that are severally secured to the sliding bars. The selective neutralizer 60, during the time that the clutch pedal 14 is depressed to its lowermost position, closely abuts against the rear faces of 'the upstanding teeth of the front group. As a result ofthe selective neutralizer 60 being thus limited in its forward travel,`

neutralzer 60 closely,Y abuts the rear faces of the upstanding teeth comprised in the front group, engagement between the cylindrical member 7 9 and the tubular member 59 is released through the conjoint action of the

latch members

85 and 86, as hereinbetore explained. As the selective neutralizer 60 closely approaches the rear faces 0f the upstanding teeth of the front group and the

members

59 and 79 are released, the sliding bars are presol vented from being Vmoved longitudinally by reason of the various poppets and the interf lock and the geared connection between eachl pair of bars.

Assuming that my gear shifting device occupies neutral and that the clutch pedal 14 is in its normal position, pre-selection* to a subsequent speed cha-nge or braking action may be effected by positioning the index finger 4 to that notch on the indicating sector-.5 whichcorresponds to the desired operation to be effected. The actuator mechl(mism, comprising the

members

59 and 79, may thereby be rotated into any one of its various positions since the latch member 81 is oered no lateral obstruction since, in this instance, the latch member 81 is' disposed intermediate the rear faces ofthe front group c of upstanding teeth und the front faces of the rear groupof upstanding teeth. lrVbcn the actuator mechanism is in any position other than neutral, the latch member 81 will be obstructed in its forward longitudinal movement by at least one of the opstanding teeth comprised in the front group.

When the )re-selecting mechanism has been set to in icute :i speed chungo to first, and u subsequent actuation oi the clutch pedal 14 has performed this shifting o eration, the sliding bar 1415 (Fig. 7) will be a vanced to its foremost position by reason of the engagement etiected between the front opstanding tooth 114 und the latch portion 82 of the hitch member 8l.. As the sliding bar 10? has been advanced to its foremost position, the sliding bor 104; which is geared to the sliding bar 105, is advanced to its rcarniost position. Consequently, the forward opstanding tooth 1.13 secured to thc sliding bnr .104i causes the selective neutrnlizcr 6G and the tubular member 59 to bc moved rearwardly to their nor-1 mul positions. as shown in Fin'Y 7. ln this view, the burr.A 102i and 106 ure shown occupying! ncutrnl 'The bur 105 buff, been nd winced forwardly to iirst and simultaneousu ly thcrmvith hc bei' 104 has been moved rcririwarflly a corresponding distance from new trol Vv'lmn thc cylindrical member 7.() is then returned lo position upon i'eleusic of the clutch pedal. i4 :md nftcr tbc your shifting into tiret bus bern mudo. subscqicnt for ward nmvmiicnts of i be c) liinlricnl nicmbcr Ti) is limited by reason of thc lolcii member 81 bcing obstructed by tbc upstuiiilingl tooth 11G which is paired with the front upstnndingz tooth 114 und compriscd in the rcnr group of upsl-.uiilinn` teethV 'lo this instance the up standing rcar tooth 116, which is also secured to the sliding bur is advanced forwardly. Sulisequcnt acluations of the clutch pedal 14 may be limited by the obstruction offered to the latch member S1 bv the upstnnding tooth 11G, except for tbc further movement allowed by the open slot in the loos.n connection 24 of Fig. 16, This condition obtains us long us the re-selecting mechanism remains .in first The limited range of travci oiowod to the latch member Si. and the cylindrical member 79 suices to permit engagement :imi disengagement betwccn the. two members 1T and 18 comprising the clutch mechanism. Therefore, it will be observed that :titer a Speed change has been eifected and the clutch pedal 14 returned to its normal position, subsequent actuations of the `clutch pedal nre only permissible, ns long :is the priM ccting mechanism is yretainedin this pre cated position, to engage and disengzige the clutch mechanism. At the some time, these subst-1 .quent actuations of the clutch pedal 14 pro- 8s# clude the unmeshing from its driving rein tion of that slidable gear comprised in the variable speed transmission ineclinnism which gea; r has been brought into the preselected xrifnfning;r en agement to effect the desired speed clmaigc. ieferring again to Fig. "I, the eements are shown as occupying n position wherein n speed change to iirst has been effected and the pre-selecting mechanism has then been set to effect a subsequent speed change into "sccc 0nd. As a result, the members 59 nud 7;; have been rotatably positioned so that the lett-h member Slis withdrawn from the c tooth 116 and is laced in to the rear of, t ie npstnmimgg root cured to the .sliding ber 106, As .bei-ci explained, when the siiding lier loo vunced forwardly, :i spr f in ond will be effected. Non', ai hek pedal 14 is actuated, the firm oor travel effects disengagement boter i clutch members 1'? und il im., oi c.; disconnects the driving' engine oi' the au bile from the variable sneed tranen in mechanism. Further movement of (be clutch pedal causes the opstand in toot l: l iii .and

' .not

lions und, ci'inscfncoiijc. n

change gears of thc vzizizlbic s] wi lmiisinis- '2o sion mechanism are likewise res..rcoi to nerf trui position. Furthcr movement of the clutch pedal 14 brings the latch member 81 into direct engagement with the opstanding tooth. 123 secured to the sliding bar 10S und, 121i as :t result, the slidingr ber 10b .is advanced forwardly to effect a speed chance into scoond,as shown in Fig'. @snows the elements occupying the positioiwy ilmt hev sume when a speed change info revoici been made and while the clutch pedal 14 is held at its lowermost position by the operators foot. In this instance, all of the sliding bars, excepting the sliding bar 106 and its associated sliding bar 107 upon which the front tooth 126 (Fig. 6) is secured, occupy their neutral positions. The selective neutralizer 60 has been moved rearwardly again by reason of engagement between its front face and the rear face of the opstanding tooth 126. The

members

59 and 75 have been released from each other by the coasting latch members 85 and Bti whereby the cylindrical member 79 is ermitted to slidingly engage with the tubuar member 59.

Other speed changes may be cti'cctcd in the manner described above. 1t will be observed,

however. that it is not necessary to make the` speed changes in any particular sequence since the

members

59 and 79 with their appurtenances may be rotatably positioned-to effect subsequent engagement with any one of the front upstanding teeth severally secured to sliding bars irrespective of the longitudinal position of the cylindrical member 79. Referring to Fig. 7 it will be observed that the

members

59 and 7 9 may Lie rotatably positioned when the latch member 81 is to the rearof the opstanding teeth ot' the forward group and7 similarly in F ign 8, the inembers 59 am. 79 may be'rotated `when the latch member 81 is to the rear of the upstanding tooth 123 but in front of the remaining upstanding teeth comprised in the forward goup. Again, the

members

59 and 79 may rotated through the agency of the preselecting mechanism irrespective of the osi- (Siffrtion of the clutch pedal 14 after the c utch pedal 14 has been returned to normal position subsequently to effecting a, pre-selected gear shift. This will be ap arent b 'referring again to Fig. 7 wherein it wil be observed that the

members

59 and 79 with the latch member 81 may be rotatably positioned without obstruction as long as the latch member 81 is received in the recess 74 formed in .the selective neutralizer 60. -The range of longitudinal travel of the latch member 81 when a certain gear shift has been made an the member 79 returned to the position Shown in Fig. 7, is limited by the length of this recess 7 4 formed in the selective neutralizer 60. In Fig. 16, the elements comprising the gear'shil'ting device are shown in the positions that they bccupy after n speed change into second has been effected, as sho n in Fig. 8, and the clutch pedal 141mg been re turned to normal position whereby the hitch member 81 is moved`\rearwardiy et the upstanding tooth 1th). which is now so Positioned that longitudinal forward movements ofthe latch member .S1 are limited thereby. The osition of the clutch al lit shown in fait ines. that oceupie by the clutch pedal when it is depressed as ar as is permitted by reason of the engagement between the up` standin tooth 10() and the latch member 81. It will ,e observed that. the clutch members 17 and 18 are disengaged from each other and that this disengagement of the clutch to release the automobile engine from driving connection with the variable speed transmission mechanism is established without causing any longitudinal movements of the sliding bar 106. Consequently, the slidabio gear actuated by the sliding bar 106 is not disengaged from its meshing relation through which second speed is established in the transmission mechanism. rl'his is a very desirable condition since the clutch mcclianism may be engaged and disengaged at will through the voperation of the clutch pedal 14 without allecting in any manner the meshing connections within the variable speed transmission mechanism. The dotted lines of Fig. 16 illustrate the positions occupied by the various elements when the clutch pedal 14 occupies its normal position.

While I have shown an apparatus which is operated by the positive actuation` of the clutch-pedal, it is to be noted that the same operations may be performed without using the positive actuation ot' a clutch edili.

Moreover, lfliave shown the clutch pe al 14 as the most convenient mer as onl for effecting the desired operations, it, being obvious, of course, that any foot pedal may serve the same pur oses as the clutch pedal 14.

To un erstand the braking action which may be effected through the agency of my device, reference may now behad to Fi l and 15. By setting t-he index fin er 4 o the pre-selecting mechanism in t iat notch formed on the recessed sector 5 which cor .tained upon the clutch pedal 14 to hold it into its lowcrmost position, a braking action will be strenuously applied to the automobile. In order to hold the land brakes in operative engagement and to permit release of the clutch pedal '14, thc mechanism of Fig. 15 is provided which is adapted to be actuated manualiy and set while the opeiators foot holds the clutch pedai 14 downwardly. A toothed sector 150 isvmounted uponthe steering wheel post Q in such :i position that it is readily accessible to the operator. A lever 151 giivotallv mounted upon the sector 150 at 1m is provided with u laltvhing bundle 153 responds to thebrake, the latch member 81 which serves to etl'ect engagement and disi engagement between a latch member (not shown) mounted in the lever 151 and a toothed segment 154 forming; the curved portion of the sector 15th By means of the late-hing handle 153, which is adapted to be grasped manually by the operator, the lever 151 may be positioned at any desired point upon the sector 150 and retained fixed in this position. A tie rod 155 is pivotally secured at 156 to the lever 151 in auch a manner that when the lever 151 is raised upwardly, the tic rod 155 is likewise moved upwardl `thus rotating a bell crank lever 157 that is plvoted at 158 to a. frame member 159 of the automobile chassis. The lever 157 is mounted below thefloor boards of the automobile and is adapted to actuate the tie rod 40 which.y through a seco'nd rock shaft lever 16() keyed to the rock shaft 35, serves to exert a vigor" ous pull u on the brake rods 37. T hercfore, when the braking means have been actuated and are held in engagmnent b the clutch pedal 14, the lever 151 may ie manually moved u wardly and this, in tum, serves to hold t e braking means in continuous en gagement. Consequently', the clutch pedal 14 may be released and returned to normal position. This will permit the sliding

bars

102 and 103 to return to their neutral positions whereby the device may be again used for effecting any of the operations of which it is capable, for instance, to make any of the speed changes vin'the transmission mechanism for which it is adapted.

From the fore oing description it will be noted that the se ector mechanism for rotating the cylindrical member 79 and the tubular member 59 may be actuated for [nosoloctively positionirw said members to effect a subse nent and pre-determined spend changcf as we l as neutral and reverse and the brakinger action, irrespective of thc position of the :foot pedal 14 in its path ot travel. lin other words. a pre-sclection to.:xnothcr and .subsequent speed changes may hc made while one spccd change connection in the transmission mechanism is in opt-ration when the clutch mcchanism of the automobile is cngaggcd or disengaged and irrespective of thc position of the foot pedal lt, t is not necessary. in my present invention. to giroccrd into thc various speed haugrcs or reverse or neutral in any sequence since my selector mcchn nisin is pre-selective from any one speed change to any other spi-,cd change. Then the emergency braking elements comprising the braking rod 31 and its ap purtehanccs are utilized in my gear shifting device, the braking action may he likewise 'prelseleeted in the same manne 'as the various speed changes. In order to properly designate Pthis method of selecting speed changes irrespective of the positionof the foot pedal 14 and the engagement or disengagement of the clutch mechanism1 I designate my present selecting mechanism as a universal selector, meaning that the speed changes. as well, as the braking action, need not be etected in sequence and that pre-selection to a subsequent speed change, as well as to'rcif'ersc and neutral, may be made irrespective of the position ot the foot pedal 14 and whether the clutch mechanism is engaged or disengaged.

It is also to be observed that after a certain speed change has been cii'ected, subsequent aetuations ot' the toot pedal 14 will not operate to disengage any of the gears in mesh in the transmission mechanism for effecting such a speed change unless the universal lector mechanism has been in the interim moved to another position'indicating ar new speed change. This is permittech of coarse, by rcason ot' the selective neutralization effected through the agency of the neutralizaci- (t) and the forward latch member 81. 1f the neutralizingr mechanism in my present device wcrc not a scicctive noutralizer, each time that the foot. pedal 14 is actuated heyond its elutch-disci'igaflingr position, and

wvliilc the selector mechanism is maintained set for a certain speed change positon, the speed-change comprised in the transmission mcchanisn'i would he thrown into and out oi mcshiimY engagement the foo? pedal 14 is depressed downwardiy and rcieascfl. By means of my selective neutralizer l retain the speed change gear in a pre-determimd operative position on subsequent actnations of the foot pedal 14 as long as the universat selector mechanism is ect Jfor such a speed change.

It will be readily apparent to those skilled in the art that in combination with thc brak-A ing rod 3l heiner attached to the sliding); har 103, a forked member to effect a fourth spew-i! change may he connected to thc ;-slidu=.' bar 102 which may thcn bc actuated in theA proper direction to ctieci an extra ,orar bit't iu the transmission mechanifnn. in this cvcnt inf; gear shifting dew icc wilt be adapted for fout spoed operations` and the braking action as wel! a thrcc-.- pced operations and the bril;- ingr action. Tn applying my prisent neas' shifting device to tlnl transmission mecha niem ot' an automobile, it. is to be observed that my device forms a part of thc transiuisson mechanism in that thc two mechanisms are so inter-related as to i'orm a unitary strmturc. liy reason of thisy arcaugcmcnt. the

easing enclosingy thetransnxission mechanism is superimposed by my gear shifting device which constitutes a cover for the transmission casing'.

lVhile l have thus described a preferred construction, combination and arrangement of the various cicmcnts comprising my invention, it is evident to those skiiled in the art to which my invention anpertains, that variousI changes may be made without den ated t parting* from the spirit and scope of my 1nvention. I desire, therefore, that only such limitations be placed uponmy invention as are set forth in the appended claims.

What I claim as new and desire to secure by Letters Patent of the U. S. is:

1Q A gear shifting mechanism comprising a plurality of gear shifting members, an actuator therefor, means for rotating said actuator to selectively position it with reference to said gear shifting members, and means for moving said actuator longitudinally to eticct, engagement with the preselected gear shitting member to move it into operative position, and means for limiting subsequent movements of said moving means whereby said geurshifting member remains in its operative position irrespective ot' subsequent longitudinal movements of said actuator while occupying the samerotatablc position.

2. The combination of a variable speed transmission mechanism embodying speed changing elements, means comprising an angularly movable member for severally preselecting and shifting said sneed changingelements, a clutch adapted to rive the transmission mechanism, a foot pedal operative to engage and disengage said clutch -and to shift the pre-selected speed changing element into an operative position to produce a speed change insaid transmission mechanism,`axid means comprising said angularly movable member for positively retaining-the shifted speed changing element in its operative osltion while said foot pedal is operlirough its entire path of travel. whereb engagement and disengagement of said c utch with said transmission mechanism is effected.

3. The combination withr a variable `speed transmission mechanism embodying speed changing elements, of an actuator therefor to effect desired speed changes, said actuator comprising a latch member, means for selectively positioning, said actuator angularly with reference to said speed changing elements, a clutch adapted to drive the transmission mechanism, a foot pedal operative to disengage said clctch during a portion of its travel and to actuute said actuatorI durfng another portion of its travel to shift the selected speed changing element into operative position, and means for cooperating` with said latch member whereby the shifted speed 'changing element is positively retained in its operative position when said foot pedal is subsequently operated until the angular position of said actuatorhas been chang/cd.

4. ln mechanism of the class described, the combination wit-h variable speed transmission gearing, of a clutch to connect the'gearing to a source of power, means to Ashift /some of the gears to produce a desired speed4 =change, selective mechanism for said means,

and a foot pedl which operates to control willed, the mission rearin of a cintch to connect tia rientrino to a source of power., .means to shi'f some of the gears to produce a desired spend change, selective mechanism tor said means, and a foot pedal which operatesI to control the operation of said clutch during the first part of the for/ward movement of the pedal and to posi'- tively operate the said means in accordance with the setting of said selective mechanism duringthe second part of the. fori 'ard movement of the pedal` and means for limiting subsequent operations of said foot pedal within its clutch-operating range of movement until the selective mechanism has been set for another speed change and said selective mechanism bein operative to pre-select any shift,- able gear or subsequent actuation irrespective of the position of said foot pedal within its clutch-operating range.

6. The combination with variable speed transmission mechanism embodying speed changing elements, and a clutch to connect the mechanism to a source of power, of means comprising members to actuate said speed changing elements, an actuator for said members, a selector for rotatin said actuator to selectively position it-wit1 respect to said members, a foot pedal operative to control the operation of said clptch and for moving said actuator longitudinally to engage the s,.- lected member and to move it into operative osition, each of said members havin apro- ]ection, and a latch member carried y said actuator for engaging the projection on the shifted member to limit the movement of said actuator, wherebysaid selected member remains in its operative position rres iectim .of subs nent operation of said foot per al and until said actuator is subsequently rotated and longitudinally moved to effect another speed change.

7. The combination with a varia-blc speed transmission mechanism embodying speed changing elements, and a clutch to connect theanechanism to a source of power, of membersto severally aetuate said speed changing elements, an actuator for said members, a selectorio'r rotating saidactuator to selectivcl y position it with reference to said members,

.and afoot. pedal operative to control the operation of .said clutch and on its positive actuation for movingr said actuator longitudinally to engage the selected member for movulg 1t Into operative position, each of said