US2202866A - Gear shifting mechanism - Google Patents

Description

June 4,1940. I H. w; PRICE I 4 GEAR SHIFTING IVIECI-IMIISIVI Filed March 20, 1935 9 Sheets-Sheet 1 INVENTOR. 644%010 W P/F/fi' V. kw R T.

H. w. PRICE GEAR SHIFTING MECHANISM June 4, 1940.

Filed March- 20, 1935 9 Sheets-Sheet 2 IINVENTOR, #99010 M! P/F/Q q 1 BY ATTRNEY June 4, 1940.

H. W. PRICE GEAR SHIFTING MECHANISM 9 Sheets-Sheet 5 Filed March 20, 1935 INVENTOR.

AT RNEY June 4, 1940. W R 2,202,866

GEAR SHIFTING MECHANISM Filed March 20, 1935 9 Sheets-Sheet 4 INVEN TOR.

\ 669E010 W PRICE ATT RNEY H. w. PRICE GEAR SHIFTING MECHANI SM June 4, 1940.

9 Sheets-Sheet 6 Filed March 20, 1935 PF 7 256 2/6 245 +20 262 +6 I 4 IINVENTOR.

549E010 W P/P/CE AT ORNEY June 4, 1940. H. w. PRICE 2,202,866

GEAR SHIFTING MECHANISM Filed March 20, 1935 9 SheetsSheet 7 IIIIIII/4/IIII/III/II/ INVENTOR. v #040 WP6 BY I June 4, 1940 H, w. PRICE 4 GEAR SHIFTING MECHANISM Filed March 20, 19:55 9 Sheecs-Sheet a CUTOUT swncu INVEN TOR.

Aw I P m A; W WE ?atented June 4, 1940 UNITED STATES PATENT OFFICE 2,202,866 GEAR smrrme MECHANISM Application March 20, 1935, Serial No. 11,945 4 Claims (01. 74-334) I This invention relates to power transmission mechanism, and more particularly to control means therefor. The invention is especially useful as a means for operating the change-speed 5 transmission of an automotive vehicle: however, other power transmission mechanisms may equally well be controlled by my invention It has heretofore been proposed to employ power means for eflecting a change in the ratio of transmission gearing and with such an arrangement control mechanisms for said power means have been utilized, which have been conveniently located remotely from the transmission and readily accessible to the operator. The latter, when operating a motor vehicle equipped with such a structure, had merely to operate the conveniently located control mechanism by a simple manual movement, which thereby controlled the flow of fluid to said power device to effect a, change the speed ratio of the transmission'gearing. In the constructions heretofore utilized, however, the control devices operable by the operator have taken the form of rotatable valve mechanisms, pushbuttons and other devices, the operation or movement of which was totally dissimilar from the operation of the conventional gear shift lever, which the power mechanism had replaced. Accordingly, an operator, accustomed to operating a vehicle provided with the conventional manually operated gear shift lever, was compelled to completely I change his accustomed methods of gear changing when it became necessaryfor him to operate a vehicle equipped with the above-referred-to re- I 35 motely controlled power gear shifting device.

This has been found to be a rather serious disadvantage, resulting in confusion and improper operation of the power operated change-speed ti ansmissions. 40 It is therefore one of the objects of the present invention to provide a'transmission gearing control mechanism so constructed as to avoid the above-referred-to difliculties, and to this end the invention contemplates a power operated selec-- tive gear shifting mechanism so constructed and arranged that the movements of the same in eilecting a control of the changing of the transmissiqn gearing simulate in every respect the corresponding movements of a conventional manually operablegear shift lever to the end that an operator may readily operate a vehicle equipped with such mechanism in the same manner as if the vehicle were provided with a manually oper able gear shift. 55 Another object is to provide, in a transmission gearing, controlling mechanism having gears shiftable by power, control valve mechanism for the power means, said valve mechanism being operated electrically, thereby providing a power means readily adaptable for remote control by 5 v the operator. Such a mechanism is particularly adapted for, the control of selective gear transmissions, or other power transmission mechanisms, incorporated at either end of an automotive vehicle. 1 Thus, for example, the invention 10 will have utility with the advent of rear engine mountings. 1

Another object of the invention is to provide, in a device of the above character, a remotely positioned dummy gear shift lever operable in a 1 gear shifting simulating manner to effect the control'of power to the power operated gear shifting mechanism, whereby an operator may, readily and efliciently control the necessary changes in the gearing ratios of the transmission by manually moving a-control member in the same manner as that to which he has been accustomed when manually shifting'the transmission gearing.

A further, object of the invention is to provide,

in electrical valve operating means, a manually operable selector switch operable to select any one of a plurality of circuits, said sw itch cooperating witha power operated, switch automatically operable, with the gear shifting operation of the power means, to control said circuits. A followac up type of valve control is thus provided, whereby a manually selected valve operating electrical circuit is automatically broken, to obviate'unnecessary use of current, after a meshing of the gears has been established.

Yet another object of the invention is to provide a manually operable preselector switch operable, in conjunction with a plurality of automatically operable power operated switches, to

control a transmission operating power mecha 40 nism.

The invention furthercontemplates the provision of a manually operated switch mechanism selectively operable to insure, in part, any one of the five conventional operations of a threespeeds forward and reverse transmission.

The invention 'also contemplates pressure differential operated power means operable to select and actuate the conventional shifter rods of a standard three-speedsforward and reverse 5o transmission in the same manner as now effected by the manually operable gear shift lever.

Yet another object of the invention is to provide a transmission gearing control mechanism so ,constituted as to enable an operator to preselect a desired gear relation of the transmission while another gear relation is established, the construction being such that the establishment of a preselected gear relation is efiected in a novel and efiicient manner.

Another object of the invention is to provide a. novel power operated selective gear-changing transmission wherein novel control means are employed permitting a preselection of the desired gear relation and establishment thereof upon a subsequent disengaging operation of the clutch, thus enabling a desired gear relation to be preselected while the change-speed transmission is in another gear relation.

A further object of the invention is to provide, in an electrically operated valve operating mechanism, a manually operated switch selectively operable to effect, in part, the energization of any one of a plurality of solenoids, together with a plurality of power operated switches automatically operable to both break a selected circuit to deenergize the aforementioned energized solenoid and to make, in part, a new circuit preliminary to energizing a second solenoid.

Yet another important object of the invention is to provide in an automotive vehicle provided with a standard three-speeds forward and reverse transmission, including shifter rails and means for selecting and operating said rails, power means of the preselective type for operating said transmission either to neutralize the same or to establish any one of its gear relations, said power means including a manually operable control member fully simulating, in its control movements, the movements of a manually operable shift lever of a standard transmission, and further including means operable, subsequent to a selecting operation of said control member, to insure a neutralization of said transmission and a selecting operation of said first-mentioned means prior to a gear establishing operation of said power means.

Yet another object is to provide in a mechanism of the type just described means normally biasing the power means to facilitate either a high or second gear operation of the transmis- SlOIl.

A further object of the invention is to provide a power gear shift mechanism including a socalled dummy gear shift lever selectively movable to any one of its control positions at any time during the operation of the vehicle and under any condition of operation, the mechanism being such as to insure the desired operation of the transmission.

Yet another object of the invention is to provide power means for operating a conventional three-speeds forward and reverse transmission, said means including a compact power unit of relatively few working parts which may be bracketed to the transmission housing, the only modification from the standard transmission construction being in the cover plate thereof.

Yet another object of the invention is to provide electrical means for operating the valvular unit of a transmission operated power unit, said electrical means including solenoids controlled by a clutch operated circuit breaker, a manually operated two-part selector switch, a power operated wiper selector switch, and a power operated selector interlock switch, said switches being so constructed and arranged and so cooperating as to effect the previously described control of the power means.

Yet another object of the invention is to provide separate pressure differential operated units for operating the clutch and the transmission, said units being controlled, in part, by an accelerator operated pilot valve.

The invention further contemplates an electrical interlock whereby the transmission operating means may be rendered operative to shift gears only when and if the clutch is disengaged by an accelerator controlled power means: accordingly, with such a mechanism, the transmission may be power operated only when the accelerator is released to disengage the clutch.

Other objects and desirable features of the invention, including an electrical interlock with the starting mechanism whereby said mechanism may be operated only when the clutch is disengaged, the incorporation of a free-wheeling unit cooperating with the clutch to isolate the transmission and facilitate the operation of the transmission operating power nieans, a compact twopart manually operable selector switch, will become apparent from a reading of the following specification, taken in conjunction with the accompanying drawings. It is to be expressly understood, however, that the drawings are employed for purposes of illustration only and are not designed as a definition of the limits of the invention, reference being had for said purpose to the appended claims.

Figure 1 is a diagrammatic view disclosing, in perspective, the essential features of the mechanism constituting the present invention;

Figure 2 discloses, in perspective, a standard type of automotive transmission together with the principal elements of the transmission operating power mechanism of the invention;

Figure 3 is an enlarged view, partly in section, of the power unit adapted to be detachably mounted on the transmission housing;

Figure 4 is a sectional view, taken on the line 4-4 of Figure 2, disclosing the details of the shifter rod operating 'lever and power operated lever for operating the same;

Figure 5 is a sectional view, taken on the line 55 of Figure 2, disclosing the details of the lever operated wiper switch;

Figure 6 is a sectional view of the wiper switch, taken on line 66 of Figure 5;

Figure 7 is a sectional view, taken on line 'l--'! of Figure 5, disclosing in detail the contact bars of the wiper switch;

Figure 8 is a top plan view of the solenoid operated valvular unit of the detachable power unit;

Figure 9 is a bottom plan view of the solenoid operated valvular unit;

Figures 10, 11 and 12 are sectional views of the valvular unit, taken respectively on the lines l0l0, H-H and IZ-IZ ofFigure 8;

Figure 13 is a sectional view of the valvular unit, taken on the line l3l3 of Figure 10;

Figure 14 is a sectional view, disclosing a modified form of valvular mechanism;

Figure 15 is a top plan view of the manually operawd two-part selector switch unit;

Figure 16 is a longitudinal sectional View of the selector switch of Figure 15, taken on the line iii-l6 thereof;

Figures 1'7, 18, 19 and 20 are transverse sectional views of the selector switch of Figure 15, taken respectively on lines |7l'|, |8-l8, |9|9 and 20-40 of Figure 16; these views together with Figure 16 disclose the details of the switch mechanism;

Figure 21 is a top plan view of the power operated interlock switch cooperating with the manually operated selector switches and the power operated wiper switch to control the valve operating solenoids;

Figure 22 is a Sectional view of the interlock switch of Figure 21, taken on the-line "22--22 thereof;

Figures 23 and 24 are secetional views, taken respectively on the lines 23-23 and 24-'-24 of Figure 22, disclosing details of the interlbck switch: I

Figure 25 is a schematic view of the invention essentially devoted to a layout of the electrical means for operating the valvular unit, the eleeffect a shift into high gear upon release of the clutch;

Figure 29 is a diagrammatic view of the position of the power operated interlock switch with the shift rail operating leverin position to complete the shift into either high or second gear;

Figure 30 is a sectional view disclosing, in detail, the control valve unit of Figure 1; and

Figure 31 is a fragmentary view, taken on line 3i3l of Figure 6, disclosing one of the sliding contacts of the wiper switch mechanism.

Referring to Figure 1, there is disclosed a conventional three-speeds forward and reverse transmission Ill interconnecting the internal-combustion engine and clutch, not shown, with a drive shaft l 2. If desired, a free-wheeling unit or overrunning clutch M may be incorporated in the shaft to the rear of the transmission. The clutch is adapted to be operated by a pedal l6 and also by a vacuummperated motor l8 operably con-' nected to a clutch operated crank 20 by a rod 22.

A conduit 24 interconnects the motor IS with the" .three-way valve of a combinedthree-way, bleed and cut-out control valve unit 26, no claim to which is made herein, inasmuch as the same constitutes the invention of Victor W. Kliesrath disclosed in his Patent No. 2,092,256, issued September '7, 1937, and in Figure 30 of the instant application. Describing in detail the valve unit 26', which disclosed in Figure 30. it includes a;casing 25- bored at 21 and 29 to receive a cut-ofivalve member 31 and a combined three-way and bleed valve member 33 respectively.. Th cut-ofi member 36 is operated, from the dashboard of the vehicle, by a Bowden control 34. The bleedvalve portion of the valve unit, that is, a slot 35 in the member 33, is connected to the motor 103 a conduit 28, and

a conduit 30 interconnects the unit with the intake manifold 32 of the engine. When the accelerator is depressed, the slot 35 registers with an opening 31 in the body portion of the valve, said opening communicating with the conduit 28. The slot 35 is tapered and so arranged with respect to the opening 31 that the depth of theslot, registering with the opening 31, progressively increases as the accelerator is depressed- Briefly describing the operation of vthe power means 'foroperating, the clutch, upon release of an accelerator 36, connected to a throttle 38 by ing or to an adjacent portion of the chassis.

part of the. transmission construction.

linkage 40 including a lost motion connection 42 and to the control valve unit by a link 44, the

valve member 33 is moved to the position disclosed in Figure 30 to interconnect the manifold and motor, thus evacuating the right end compartment of the latter, causing movement of a piston 46 to the right to disengage the clutch. In this position of the valve member 33, a smallbodied portion 39 thereof registers with a port ill in the valve body, and said port, together with a small-bodied portion 43 of the cut-off valve member 3i and valve ports 45 and 41, provides a fluid transmitting connection between the conduits 24 and 30. Upon depressing the accelerator the valve member 33 of the valve unit is actuated, prior to an operation of the throttle, to vent, via a slot 49 in said valve member and the conduit 24, the right compartment of the motor to initiate the engagement of. the clutch, the rate of such engagement being determined by the rate of egress of airfrom theleft compartment of the motor via a slot 48 in the rod 22 and the aforementioned slot 35 of the valve member 33. This construction is such as to provide for a rapid clutch engagement until the clutch plates contact, then 7 a slow cushioning engagement, depending upon 'the degree of depression of the accelerator. This construction is described in greater detail in the aforementioned application.

, The invention is particularly directed, however, to remotely controlled power means for'operating the transmission, the control being in such fashion as to accurately simulate a conventional manual operation of the transmission. disclosed in Figures 1, 2 and 3, the power means includes a power unit 50, comprising a double-ended shift motor 52, a solenoid operated control valve unit '54 and a cross-shift motor 56 secured together by a bracket 58. The power unit may be detachably secured either to the transmission hous- The motors of the power unit are preferably operably connected to the two conventional shift rails '62 and 62, Figure 4, of the transmission by a lever ,64 fulcrumed within a bearing 66, a piston 58 of the motor 52 being connected to the lower end of an arm H! of the lever by a connecting rod 12, and a piston or diaphragm M of the motor 56 being connected to a projecting ear 76 on the lever by linkage including a bell crank it and rod 89. The lever 64 further comprises a projection or arm 82, at the end of which is secured a crank; arm84 swivelly connected to a rounded end portion 86 of a shift rail operating lever 88. The lever 88 is universally mounted atgits upper end 90 within a projection 92 of .a modified form of transmission cover plate, the latter being the ly As particularly disclosed in Figure .4,-an end portion 94 of the lever 88 is adapted to selectively fit within one or the other of slotted members 96 rigidly secured to the high and second shift rail and to the low and reverse rail62. ".As disclosed in Figure 5, the endportion 94 of the lever 88 fits within a slotted portion 98 of a' bar I60, I

the latter having secured to its outer end a wiper type of selectorswitch mechanism 102. J

The wiper switch mechanism, disclosed in detail in Figures 5, 6 and 7, preferably comprises a plate I04 of suitable insulating material, said plate, together with a cover plate I06, being detachably secured by fastenings M8 to the transmission cover plate, Figure 2, and covering an varying from stand rd opening therein to accommodate the switch mech- 7 a'nism. Contact bars H0, H2, H4, H6 and H8, Figure 7, are embedded within the plate I04 and are adapted to be selectively contacted by sliding contacts I20 and I22, Figures to 28, each of the latter contacts including a group of three angular-shaped fingers I24 normally pressed, by coil springs I26, into engagement with certain of the contact bars. The fingers of the contacts are pivotally mounted upon pins I28, the latter being mounted at their ends in the side walls of a channel-shaped clip I of insulating material. The clip I30 is secured to the bar I00 by a projection I32 fitting within an opening in the bar and is slidably attached to the plate I04 by means of L- shaped guides I34 secured to the plate.

As previously described in defining the objects of the invention, the wiper switch functions first to break the circuit, energizing the solenoid or equivalent means which operates the valve, to effect a gear establishing operation of the power means. Accordingly, after the transmission has been placed in gear by the power means, the current, or equivalent power means for in part operating the control for the power means, is automatically cut off, with a resulting saving of such current. After the current is cut off, or substantially simultaneously with such cutting off, the sliding contacts and contact bars cooperate, as described in detail hereinafter, to insure an operation of the power means to neutralize the transmission prior to effecting another gear selecting operation of the power means.

The aforementioned valve unit 54 preferably comprises a substantially triangular-shaped casting provided with three vertically-extending bores I38, I40 and I42 adapted to receive reciprocable spool-shaped valve plungers I44, I46 and I48. The shank portions of the plungers serve as armatures, having a sliding fit within the windings of solenoids I50, I52 and I54 secured to the casting by a plate I56 and operable, when energized, to actuate the valve plungers. The casing is provided with three bosses I58, I62 and I6 bored to provide ports I64, I66 and I68 connected respectively to the intake manifold by a conduit I10, to a forward end compartment I12 of motor 52 by a conduit I14 and to the rear end compartment I16 of motor 52 by a conduit I18. The casting is recessed at I80, providing an air space cooperating with an air cleaner I82. The cleaner preferably comprises a triangular-shaped perforated plate I84 provided with dowel pins I86 adapted to embed themselves within a triangularshaped felt pador other suitable filtering material I88. The pad is nested within a triangularshaped recess of a perforated cover plate I90, av cap I92 fitting over the plate as a further protection against the ingress of foreign material. As disclosed, the plates I84 and I90 are detachably secured to the valve casting by fastenings I94.

In addition to the automatically operated wiper switch I 02 the control means for the solenoids includes a two-part manually operable selector switch referred to as a whole by the numeral I96 and constituting separate selector switches I98 and 200. The control means further includes an automatically operated selector type of interlock switch 202 and a circuit breaker 204 controlled by the clutch operating mechanism: these switches will now be described in detail.

The selector switch I96, detailed in Figures 15 -20, inclusive, preferably comprises an angularshaped three-part casing adapted to be detachably mounted by fastenings 206 upon the steering column 206 immediately beneath the steering wheel, not shown, so as to be operable by the fingers of the driver as he steers the vehicle. Flanges 2I0 and a pin 2I2 provide a bearing support for the casing in its attachment to the steering post. The casing is preferably so cast as to provide spider-like interior supports 2I4 for the switch mechanism. The latter preferably comprises a bodily and angularly movable rod 2I6 provided with a socket 2I8 at one of its ends to tightly receive a pin 220, the latter having sleeved 'thereover a tubular-shaped contact sleeve 222.

Tubular insulator members 224 and 226 are also mounted on the pin at each end of the sleeve member 222, the latter together with the insulators being firmly held as a unit by an enlarged portion 228 at the end of the pin.

The rod 2 I6 and pin 220 are manually actuated as a unit by means comprising a lever member 230 tightly sleeved over a two-diametered rod 232, the latter being slidably mounted in an angular-shaped fitting 234 fixedly secured to the rod by pin 236.. Oppositely disposed guide pins 238 extending from the rod fit within guide slots 240 in the fitting. A spring 242, interposed between the upper endof a tubular recess 244 in the fitting and a'stop 246, serves to normally bias the rod 232 downwardly so that the larger diametered portion 248 thereof abuts the top of the fitting. The rod 232 is adapted to slide within the various channels of an H-shaped slot formed in the cap portion 250 of the switch housing, said cap being detachably secured to the body portion of the switch by dowel pins 252 and stay bolts 254. As will be apparent, the aforementioned construction is such as to enable the control lever 230 to be actuated in a manner accurately simulating the operation of a conventional shift lever. There is this difference. however, in that to shift into reverse it is necessary to first lift up the lever 230 against the action of spring 242, thus making it possible for the smaller diametered portion of the rod 232 to fit within the relatively narrow reverse channel of the H-slot. Such a structure thus prevents an inadvertent selection of reverse gear. The switch mechanism just described is not claimed herein, inasmuch as the same is disclosed, described and claimed in applicants application Serial No. 746,759, filed October 4, 1934.

Continuing the description of the selector switch mechanism I96, a disc-shaped insulator member 256 is keyed to the rod 2I6, said member having secured thereto, by contact pins 258, 260 and 262, a conductor ring 264. The disc member 256- is preferably biased, by a spring 266, into engagement with a stationary disc-like switch member 268 of insulating material, the latter being mounted within the spider by a locking ring 210. Contact pins 212, 214 and 216 extend through the upper portion of the member 268, and in the lower portion thereof there is embedded a contact sector 218, the latter having two contact posts 280 projecting through the member. The pins 258 and 260 of the member 256 are adapted to at all times contact the sector 218, and the pin 262 of said member selectively contacts one or the other of pins 212, 214 and 216 depending upon the angular position of the rod H6 and its connected member 256. The switch member 268 is preferably of two parts, one of said parts being extended to provide a tubular shank portion 282, also of insulating material. Clip- like contact members 284, 286, 288 and 290 secured to recessed portions within the shank 282 are adapted to be contacted shown, may be detachably mounted at 302 upon the lever 88 and the transmission then operated manually in the usual fashion.

The interlock switch 202, disclosed in detail in Figures 21-24, inclusive, preferably-comprises a cup-shaped casing 304 positioned over acircular opening --'in a support member 306, the latter provided with an angular-shaped bracket extension 308 adapted to be secured to a convenient portion ofthe chassis, as disclosed in Figure 2. Fastening tabs 3I0 extend through the opening in the support member and, together with the latter, se-

cure in position a disc-like mounting 3I2 of insulating I material. 3I8 and 320 secured within the mounting 3I2 are adapted to be contacted by spaced. contact sectors 322 and 324 fixedly secured upon the lower face of a disc 326, also of insulating ma terial. A crank 328 is operably connected, by a link 330, to one end of the bell crank 18, Figure 2. To the crank is secured a pin 332 swivelled within a tubular bearing member 334, the latter rigidly secured to the casing 304. A cup-shaped stamping 336, fitting within a recess in the member 326, is rigidly secured to\the pin 332 and serves-to rotate the member326 with actuation of the bell crank 18.

As to the remaining elements of the electrical hook-up, the aforementioned circuit breaker 204 is of conventional design and isarranged to be operated by rod 338 connected to the clutch operating arm 20, Figure 1. The breaker 204functions as a master or pilot-switch, completing a circuit to a battery 3 40; and thus permitting a power operation of the transmission, only when the clutch is disengaged. As a further feature, the lead to a conventional manually operated starter button 342, Figure 25, is connected to the ground side of breaker 204, thereby insuring that the engine starter may not be operated until the clutch is disengaged.

Briefly describing the wiring hook-up, solenoid I54 iswired to contact 284 of the selector switch I96, which has heretofore been described as a twopart switch. Accordingly, that portion of the switch housed within the shank member 282 and including contact sleeve 222 and contacts 284, 286 288 and 290 will hereinafter be referred to as selector switch I98, Figures 25 to 28, and the discs 256 and 268, together with their contacts and other cooperating parts, will be referred to as selector switch 200. Solenoid I50 is wired to contact bar H6 and solenoid I52 to'contact bar II2 of the wiper switch. Neutral bar I I8 of the wiper of selector switch 200; contacts 286 and 290 of selector switch I98 are wired respectively with contacts 3 I6 and 3I8 of the interlock switch; andv contact sector 218 of selector switch 200 is wired to contact 320 of the interlock switch; and lastly,

Four contact pins 3I4, 3I6,'

the'hot wire connection from the battery 340 to contact 288 of the selector switch I98 includes a conventional ignition switch 344, the circuit breaker 204 and the cut-out switch 292 in series. The aforementioned wiring is mounted by suitable harness, Figure2, including brackets 346, 348 and 350' and a jack 352.

Describing now-the operation of the invention, and referring. particularly to Figures 25-28, inclusive, with the car parked and the engine dead the ignition switch 344 is turned, on and the clutch pedal depressed manually, thus establishing a circuit from the battery 340 to the selector switch I98 via the ignition switch circuit breaker 204. The starter switch 342 is then operated to crank the engine, the latter. when idling, creating a vacuum in the manifold. The manifold thus becomes a source of power to'operate the clutch and transmission operating motor units I8 and 50 respectively.

Theaccelerator being released, the valve 26 is rendered operative to connect the manifold -with the clutch motor, energizing the latter to maintain the clutch disengaged. The operator may now remove hisfoot from the clutch pedal. At this time the elements of the transmission operating power mechanism are in the neutral position disclosed in Figure 25, a spring 354 within the cross-shift motor 56 biasingthelever 88, through the intermediary of the lever 64, into engagement with the high and second shift rail 60 and a spring 356, within the switch I96, bias- :m and ing the control lever 230 to its neutral position in the high and second channel of the H slot. The spring 354 also serves to position the interlock switch 202 as disclosed in the figure, the

contact sector 218 of selector switch 200 bein connected with the hot wire via contacts 3I8, 320 and 322 of the interlock switch and contact sleeve 222 and contacts 288 and 290 of selector switch I98, the latter switch being so established by the spring 356 in biasing the control lever to the right. The elements are thus positionedto subsequently selectively establish circuits, via the selector 200, to energize either of solenoids I or I52 to eifect a shift into either high or second gear.

It is the usual practice in starting the car to place the transmission either in low or second gear; therefore, there isdisclosed in Figures 26 and 27 respectively the positions of the parts and contact sector 322 of interlock switch 202,

contact sector 218 and contact 216. of selector switch 200, and contact bars H4 and H6 and finger-contact member I22 of wiper switch I02. Solenoid I50 is thus energized, drawing the valve plunger I44 downwardly against the action of a return spring 358 to cut off the vent connection between the compartment I16 of the shift mo- .tor 52 and the atmosphere, via air cleaner I82,-

parallel ducts 360 and 362; a recess 364, a duct ass and conduit in, and. establishing a connection between said compartment I16 and the manifold via conduit I10, valve port I64, a duet 368, the small-bodied or recessed portion 361 of the spool valve I44, port 366 and conduit I18.

The connection with the manifold having been established, the compartment I16 is evacuated to draw the piston 68 downwardly, thus rotating the levers 64 and 88 clockwise to move the rail and effect the shift into second gear. This movement of the piston is permitted by virtue of the fact that the compartment I12 of the motor 52 is at that time vented to atmosphere via air cleaner I82, recess I80, ducts 366 and 362, recess 364, a duct 316, port I66 and conduit I14, the valve plunger I 46 being positioned by a return spring 312 to effect this air circuit.

The neutral and second gear positions of the parts having been described, there remains to be described the most important feature of the invention; namely, the particular construction, arrangement and operation of the mechanism insuring the desired operation of the transmission under all conditions of preselection of the control lever, for it will be apparent that with the clutch engaged, thus breaking the circuit to the battery, the driver may at any time during the operation of the vehicle, whether parked or in motion, preselect a desired subsequent operation of the transmission. Figure 28 will now be referred to to describe the aforementioned functions of the mechanism. In this figure the transmission is disclosed as established in low gear and the control lever 230 preselected to effect high gear.

Referring first, however, to the operation of effecting low gear from the neutral position of Figure 25, the control lever is moved bodily to the left through the channel, or so-called gate, of the aforementioned H-shaped slot and then ro' tated to the low gear position within the slot. This low gear position of the parts is disclosed in Figure 26. The contact "sleeve 222 is thus moved to the left to interconnect contacts 284 and 28B and, with the clutch disengaged, energize solenoid I54. The valve I48 is thus moved downwardly against the action of a return spring 314 to cut off the atmospheric vent to the cross-shift motor 56, via cleaner I82, recess I86, ducts 360 and 362, recess 364 and a duct 316, and interconnect the manifold with said motor via conduit I16, port I64, duct 368, interconnecting ducts 318 and 380, valve I48 and duct 316. The

motor 56 is thus evacuated, moving the diaphragm 14 to the left, to rotate the bell crank 18 clockwise, pulling the lever 64 bodily outwardly, and to move the lever 88 into mesh with the low and reverse shift rail 62. The lever 236 having been actuated as aforementioned, to select low gear, a circuit is made from the hot wire to the solenoid I52 via contact 288, contact sleeve 222 and contact 286 of selector switch I38, contact 3I6, contact sector 324 and contact 320 of interlock switch 262, contact sector 218, contact ring 264 and contacts 262 and 212 of selector switch 200, and contact bars H6 and H2 and contact I20 of wiper switch I02. The solenoid I52 is thus energized, the valve I46 being drawn downwardly, cutting off the atmospheric vent to the compartment I12 of the shift motor 52 and establishing a connection between the manifold and said compartment via conduit I16, port I64, ducts 368, 318 and 386, the recess of the valve I46, duct 316, port I66, and conduit I14. The compartment I12 is thus evacuated, drawing the piston 68 upwardly, rotating the lever 64 counterclockwise to move the lever 88 and its connected rail 62 to effect the shift into low gear. The compartment I16 of the motor 52 is at the time vented to the atmosphere to permit this movement of the piston.

Briefly reviewing the structure of the valve unit 54, which is clearly disclosed in Figures 11, 12 and 13, solenoids I50, I52 and I54, when enere gized, serve to move valves I44, I46 and I48 downwardly to disconnect the motors 52 and 56 from the atmosphere, via air cleaner I82, ducts 360 and 362 and recess 364, and to connect the small bodied portion of the valves with the intake manifold as a source of vacuum, via the port I64, and to interconnect ducts 368, 318 and 380. As is clear from an inspection of Figure 13, the air ducts 366 and 362, extending downwardly through the valve casing, are parallel to each other and to the vertically extending bores I38, I40 and I42. The ducts 366 and 362 serve to interconnect the air cleaner I82 with the recess 364, the latter normally, that is when the solenoids are deenergized, interconnecting the ports I66 and I68 and the duct 316 with the recess 364 to thus vent the compartments of the motor 52 and the motor 56. When one of the solenoids is energized, for example solenoid I54, the connection to the atmosphere is cut off and the motor 56 is connected to the manifold. There is thus provided a valve structure having passages or ducts to interconnect any one of the three valves with the source of power: furthermore, the structure includes interconnected passageways to vent any one of the valves to the atmosphere.

One feature of the invention, disclosed in both Figures 26 and 27, should be particularly noted, this being that with movement of either shift rail to mesh the gears the bar I30 is moved to actuate the wiper switch. Referring to Figure 27, for example, the contact I22 is moved sufficiently to break the circuit to solenoid I50, the connection between bars H4 and H6 being broken, and the contact I20 is moved to, in part, make a circuit to solenoid I52 by virtue of the bridging of bars H0 and H2 by the contact I26. The aforementioned return springs 358, 312 and 314 serve to return the valves to their positions to vent the motors 52 and 56 upon deenergization of the solenoids. The deenergization of solenoid I56 thus avoids an unnecessary consumption of current after second gear has been established and, as will be pointed out hereinafter, the making of a circuit via the bars H0 and H2, together with the operation of the switches 202 and I88, insures a neutral position of the rail 66 before any other gear ratio may be established. Furthermore, the making of a circuit via the bars H0 and H2 makes possible a neutralization of the rail 60 with a neutral selection of the selector 200. An important feature of the invention, however, is in the proportioning and arrangement of the parts whereby the bar I00 moves to a position to breakthe circuit between bars H4 and I22 or between bars [I6 and H2, only when and if the gears are completely in mesh. Thus should gears abut without meshing, one or the other of solenoids I50 or I52 remains energized to thus maintain the energization of the motor 52: the latter is insured by virtue of a check valve 382. Thus with a subsequent engagement of the clutch the gears remain power loaded until in mesh, the circuit breaker 264 being designed to maintain the circuit until the clutch plates have contacted sufiiciently to effect the meshing of the gears.

Continuing now the discussion of the disclosure of Figure 28, the transmission having been established in low gear and the selector 266 preselected to establish high gear, with disengagement of the clutch a circuit is established to solenoid I50 viaselector switch 200, interlock switch 202 and the wiper switch I 02. The heavy lines in the figure indicate the established circuit referred to. The .senergized solenoid I50 thus operates valve I44 to .energize the motor 52 and return the 'lever 88 and its connected low and reverse rail 60 to its' neutral position. When the lever 88 reaches this position, it is immediately moved into mesh with the second and high rail 52 by virtue of the expanding action of the spring 354 of the deenergized motor 56. The latter action serves'to rotate the interlock switch 202 counterclockwise tothe position disclosed in Figure 29, thus automatically establishing a circuit from the hot wire, via selector I98 and the interlock switch 202, to the selector 200. It will be remembered, however, that the latter has been actuated to select high gear. Thus, a circuit is again established to energize solenoid I52, the circuit being completed through the contact bars III! and us and contact I20, the latter having been moved, with the aforementioned neutralizing action, back into engagement with said bars IIIi'and H2. The energized solenoid I52 actuates valve I46 to energize the motor 52, moving the piston 68 back to' its position disclosed in Figure 28 and the rail 60 into position to establish high gear.

It is believed the aforementioned description will suifice to indicate the complete operation of the power mechanism, it being apparent that the dummy shift lever may be selectively moved to any of its control positions at any time during the operation of the vehicle and under any condition of operation, the mechanism, including the two manually operable selector switches, the power operated interlock and wiper switches,

- and the clutch operated circuit breaker, preventing an operation of the transmission when the clutch is completely engaged and insuring both a neutralization of the transmission and a selection of one or the other of the shifter rails prior to establishing the desired gear relation.

, There is disclosed in Figure 14 a modified form of valvular unit wherein a plunger 384, normally biased by a spring 386 to seat at 388, is provided with a shank portion 390 constituting the armature of a solenoid 392. Upon energization of the solenoid the plunger is moved downwardly to seat at 394, thus successively cutting ofi a, vent connection, via recess 386, duct 398 and port 400, and establishing a connection with the-manifold, or other source of vacuum, via a recess 402, duct 404 and port Mill. In all other respects the unit is similar in operation and construction to that previously described.

I claim:

,1. Power gear shifting mechanism for the variable-speed transmission of an utomotive vehicle, said mechanism including ashifting member operable to establish difierent gear relations, pressure differential operated means for moving said member laterally and/or longitudinally for selecting and establishing a desired gear relation, said latter means comprising a plurality of motors detachably mounted as a unit upon the casing of the transmissiommeans normally biasing said shifting member to a position to subsequently efiect either a second or high gear operation of the transmission, valve means for controlling the operation of said unit, and electrical means for operating said valve means, said electrical means comprising a plurality of solenoids, a selector switch unit provided with an H-shaped slotted portion, a manually operated control member selectively movable to different locations within said slot to thus simulate the corresponding operation of the shift lever of a standard transmission mechanism, said valve operating electrical means further including a plurality of power operated switches so constructed and wired one to another and to said selector switch as to insure, subsequent to a selecting operation of said manually operable member, either a selecting operation of said shifting member or sequential neutralizing and selecting operations of said member prior to a gear establishing operation thereof.

2. In a power operatedgear shifting mechanism for the change-speed transmission of an automotive vehicle, said transmission including two shift rails and a lever operable to first interlock with one of said rails and then actuate the same to establish a gear relation, unitary power means for successively moving said lever laterally then longitudinally, orvice versa, to effect the aforementioned operations, said power means in -eluding two motors secured together as a unit, one of said motors serving to operate said lever laterally and the other of said motors serving to operate said lever longitudinally, means for pivotally mounting said motors to the casing of the transmission, and means for controlling the operation of said power means comprising a manually operable-selector unit, a selector unit rendered operable with the longitudinal operation of said first-mentioned means and another selector unit rendered operable with the lateral operation of said first-mentioned means.

3. Power operated mechanism for an automotive transmission having two shiftrails and an operating lever therefor and comprising, in combination therewith, a power unit for operating said lever member including a cross-shifting mo= tor for operating said lever laterally and a shift motor for operating said lever and its connected rail longitudinally, controlvalve means for said motors, and electrical means for controlling the operation of said valve means, said electrical means comprising a selector switch having a manually operable member operable to simulate the operation of a conventional shift lever, and an H-shaped slot in said switchwithin which said manually operable member is movable, a selector switch operably connected to said shift motor and including a neutral bar, another selector switch operably connected to the cross-shift motor, and conductors interconnecting said switches, said selector switches being operable, when the aforementioned manually operable member is positioned in the high and second gear channel of the- H slot, and the transmission is" established in either low or reverse gear to in part establish a circuit, through the intermediary of said neutral bar, to insure a. neutralizing operation of said shift cylinder as a prerequisite to a subsequent establishment ofa circuit to effect either a high or second gear operation of said shift cylinder.

- 4. Power operating mechanism for an automotive transmission having two shift rails and an operating lever therefor and comprising, in combination therewith, a power unit for operating said lever member including a cross-shifting motor for operating said lever laterally and a shift motor for operating said lever and its connected rail longitudinally, controlvalve means for said motors including a plurality of valve units, and electrical means for controlling the operation of said valve means, said electrical means comprising a plurality of solenoids, a bodily and angularly movable selector switch including a manually operable member operable to simulate the operation of a conventional shift lever, and an H-shaped slot in said switch within which said manually operable member is movable, a selector switch operably connected to said shift motor and including a neutral bar, another selector switch operably connected to the cross-shift motor, and conductors interconnecting said switches, said selector switches being operable, when the aforementioned manually operable a subsequent establishment of a circuit to effect either a high or second gear operation of said shift cylinder.

HAROLD W. PRICE.

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