USRE17090E

USRE17090E - thompson

Info

Publication number: USRE17090E
Authority: US
Publication date: 1928-09-25

Description

SepLZS, 1928. Re. 17,090

. E. A. THOMPSON AUTOIA'I'IC GEAR smr'rlm IECHANISI onsmnma GEAR TRANSIISSIONS Original Filed larch 9. 1918 6 sheets-sheet 1 Sept. 25 1928. I v v Re. 17,090

- E. A. 'rHoMPsoN AUTOIATIC GEAR SHIPPING IECHANI SI FOR SLIDING GEAR TRANSIISSIONS- Original Filed larch 9. 191B 6 Sheets-Sheet 2 sewn 8- R. 17,090 Y E. A. THOMPSON AU'IOIATIC GEAR SHIFTING HBCHANISI FOR SLIDING GEAR TRANSIISSIONS i inai Filed larch 9. 191a S Sheets-ShWt '3 Y Sgpt. 25, 1928'.

' R; 17,090" E. A. THOMPSON I AUTOMATIC GEAR SHIFTING IECHANISII FOR 5.

LIDI NG GEAR TRANSIJSSIONS 6 Sheets-Sheet 4 Original Filed March 9. 191.8

Se t 25, 1928. 7 Re. 17,090

E. .A. THOMPSON v I AUTOMATIC GEAR SHIFT ING MECHANISM FOR SLIDING GEARTRANSIIISSIDNS 6 Shets-Sheet 5 Original Filed larch 9. 1918 twan Sept. 25,1928, I Re. 17,090

E. A. THOMPSON v R TRANSIPSSIQQS Au'ron'rrc GEAR SHIFTING uzcmmsu FOR smmue GEA ori inal Filed larch 9. '1918 6 sheets-shat 6 v Um!!! 02 mm Reissued Sept. 25, 1928.

. UNITED STA TES EARL A. THOMPSON, OF PORTLAND, OREGON.

AUTONZAFEIC GEAR-SHIFTING I IEC HANISM' FOR SLIDING-GEAR TRANSMISSIONS.

Original No. 1,435,430, dated Iovember 14, 1922, Serial No. 221,412, filed March 9, 1918. Application for. reissue iiled January 3, 1924, Serial at. 684,174.

My invention relates to automatic gearshifting means, and has among its salientobjects to provide in combination with transmission gears adapted to be moved into and out of mesh with-each other while they are turning, means for synchronizin the pitch line velocity of said gears, Where hy to make itpossible to easily move them into mesh with each other without gear clash; to provide in combinationtherewith a synchronizing mechanism adapted to be operated by the movement of the vehicle on which it is mounted; to provide in a mechanism ofthe character referred to a gear selecting mech anism for determining at will which of the transmission gears are to be moved into mesh with eachother and on which the synchronizing mechanism is to operate before they are so moved; to provide in a. mechanism of the character referred to a controllin member with connections for operating said mech- 'anisms' in proper sequence quickly and with ease.

' My invention as I have worked it out and actually constructed it comprises, in combination with the usual clutch and transmission mechanisms of a motor car, a. selector mechanism anda synchronizing mechanism. The selector mechanism has an indicating and operating member adapted to-- indicate the different speed connections possible, and when moved for this purpose, it also sets other mechanisms for moving the transmission gears, and the mechanisms for operating the synchronl'zer. The synchronizing mechanism 1s arranged to be drlven by the move iment of the vehicle on which it is mounted,

and to impart to certain ofthe transmission gears a pitch line. velocity substantially the same as the pitch line velocity of another transmission gear which is being driven by the movement of the vehicle and with which it is to be put into mesh, thus making it posother while theyare turnin without gear clash. because'their speeds 'avefirst been coordinated. g i

i I haveconnected the gear moving mechanism and the mechanism for controlling the mechanism with the clutch operating mem r, whereby thesimple movement of the clutch pedal, for example, not only disengages the clutch, but also disenga-ges the transmission gears which are in mesh with each other, causes the synchronizing mechanism to operate to co-ordinate the speeds of the gears previously selected to be put into mesh with each other, and also sets for action means for moving the selected gears into mesh with each other as the clutch pedal returns and the clutch again engages. The gear selecting mechanism can be set at any time independentlyof anything and Without interfering with the driving connections already operating; In other words, it is only necessary,-at any time before a change of gears may be necessa to move the small selector member to the esired trans; mission 'connectionlow, intermediate, or highand when ready for the change, no matter at what speed you are traveling, to push in the clutch pedal and let it return and the entire change or shifting of the ears is accomplished. There is a suflicient apse of time between the shifting of the gears into neutral by the forward movement of the pedal and the movement of the gears into mesh by the return movement of the pedal to allow for the proper synchronization ofthe gears to prevent any clash at the time that the gears are being meshed. Hand-operated transmission levers are done away wit-h and the matter of shifting gears is made absolutely automatic by simplydepressihg the clutch pedal and allowing it to'return.

In order to more fully explain my invention, I have shown on the accompanying sheets of drawings, for purposes of illustration, one practical embodiment thereof, which I will now describe.

Figure 1 is a top plan view of one embodiment of my invention.

4 Figures 2 and 3 are enlarged views of details. v

Figure 4 is a side elevation of my invention with parts broken away and parts in t 1 section. sible to move these gears into mesh with each Figure 5 is a plan view of alselector element. a a

,Figure 6 is an enlargedview of a detail. Figure 7 is a side elevation of the main casing, with the upper part thereof cut away to show my synchronizing mechanism.

Figure 8 is a vertical sectional view through the casing, on line 88 Fig. 9, showing the usual. transmission gears in neutral positions.

Figure 9 is a rear elevation of the casing I the clutch gear 4 for direct drive, and 6 a.

with a part in section taken on line 99 of Fig. 1.

Figure 10 is a vertical sectional view taken on line 1010 of Fig. 1.

Figure 10 and Figure 10" are enlarged views of details.

Figure 11 is a sectional view taken on line 11-11 of Fig. 10. Figure 12 is a side elevationof my synchronizing mechanism, partially in section.

Figure 13 is' an end elevation, from the left-hand end of Fig: 12.

Figure 14 is a sectional view taken on

line

14,14 of Fig. 12.

Figure 15 is a partial section view through 'the synchronizing mechanism shown in Fig. 12,'showing an end elevation of one of the holding drums and its braking mechanism, and

Figure 16 is a top plan view of the holding drums and their braking mechanisms.

Referring in detail to the drawings, my invention comprises a casing for the clutch and transmission mechanism which is very similar to that in common use, with certain extensions formed therein to receive the additional mechanisms constituting ,my invention. 'In' the drawings, 1 designates the clutch casing, and 2 the transmission housing. Referring to Fig. 8, 3 designates the usual clutch drivingshaft, 4 the clutch gear, 5 an internal gear adapted to be moved over gear for intermediate drive. Gears 5 and 6 constitute a single element slidably mounted on a square shaft 7, adapted to be locked to the clutch shaft 3, and to turn therewith,

when the internal gear isshifted over clutch gear 4. vSecured to the gear 6, is a' shifting collar 8, by means of which said.

gears 5 and 6 are moved in opposite directions. Also slidably mounted on the square shaft 7, is a gear 9, having a shifting collar 10. Also mounted in said transmission casing is a counter shaft 11, provided with a ar 11' secured thereto, and constantly in I mesh with the clutch gear 4.- Also mounted on said counter shaft 11, are three transmission gears 12, 13 and 14. designates the I usual idler gear for reversing the drive. As

this mechanism is well known, its operation need not be further described.

Referring now to Fig. 4, the usual clutch lever 16, is mounted on the usual shaft 17, in the casing 2, for operating the clutch through the connecting

elements

18, 19 and 20. The clutch lever 16, is secured to the end of the sleeve 21 mounted on said shaft 17 as clearly shown in Figs. 10 and 11. Said sleeve 21,

at its inner end, is cut away for one-half of its circumference, as indicated at 21. Also mounted on the shaft 17, at the inner. end of said sleeve 21, is an arm 22, provided with a sleeve 23, also cut away to overlap the projecting end 21 of the sleeve 21, as shown in jecting s'leeve portion 21', thereof, engages the projecting portion of the sleeve 23, in a such a Way as to move the arm 22. The function of this arm 22, will be referred to more fully further on in this descri tion.

Referring further to Fig. 4, have mounted on the steering post 24, under the steering Wheel 25, an operating member or lever 26, mounted on the upper end of an operating rod 27, extendingthrough a. tubular casing 28'. Said operating ,member or lever 26, is associated with a quadrant 29, secured to the steering post 24, as at 30. Said quadrant is provided with five indicating positions, or as many as may be required, there being shown, Rreve1'se, L-low, Nneutral, I intermediate, and Hhigh. The operating member or lever 26, is shown at neutral position in Fig. 5. This simple mechanism is operated to determine which of the transmission connections (low, intermediate, high, or reverse) is to be made.

The lower end of the operating rod 27,-is bent at an angle, as at 27, ,more clearly shown in Fig. 6, to the end of which angle is connected an operating rod 31.

Referring now to Fig. 1, it will be'seen that the opposite end of said rod-31, is connected to a bell crank 32, supported in a bracket 33, secured to the frame of the vehicle. The other arm 32 of the bell crank 32, is adjust ably connected by means of a link 34, to a rack bar 35, adapted to be moved longitudinally different distancesby the movement of the selector lever 26. v

I will next describe the mechanism by means of whichthe transmission gears to be moved intomesh with each other are selected. Referring to Figs. 1, 9 and 10, the rack bar 35, is. slidably mounted through the upper portion of an upper casing 36, mounted on top of the transmimion casing 2, Fig. 1,.the cover of this'upper casing being removed. Slidably mounted through said upper casing 36, are two

parallel shafts

37 and 38. Rotatably mounted on said -

shafts

37 and 38, respectivel are two

sleeves

39 and 40, the right hand en of said sleeves, as shown in Fig. 1, being provided with longitudinally extending gear teeth, 39 and 40", adapted to mesh with said rack bar 35, whereby said

sleeves

39 and 40, are rotated as said rack bar. 35, is moved by the selector lever 26. The sleeve 39, is provided with operating lugs, 39", 39 (see Fig. 10), differently positioned circumferentially of said sleeve, and adapted to act as moving elements for moving said sleeve 39,

and its shaft 37, longitudinally in opposite directions in a manner hereinafter described.

- members 43 and 44, respectively, each com- The sleeve 40, is also provided with

similar lugs

40 and 40, for the same purpose. The

shafts

37 and 38, are operated in a manner, hereinafter described for the purpose of shifting the selected transmission gears, and to this end, saidshafts are provided, respec-' tively, with

shifter forks

41 and 42, the forks of which extenddownwardly for engaging respectively, with the shifting collars 8 and '10,-of gears 6 and 9, as seen in Fig. 8. The

shafts

37 and 38, are also provided with yoke prising a pair of collars at the opposite ends I of its

sleeve

39 or 40, as seen clearly in Figs.

1, 4 and 16, which collars are connected below the sleeve, 39 or 40, by means of connecting portions, 43' and 44". Theiconnecting portions are cut away'to form shoulders, as at 43, 43, and 44, 44, .Fig. 4 for a purposehereinafter described, The yoke members 43 and 44 are secured to the

shafts

37 and 38, so.

that when-said yokes are moved, thesleeves within the yokes, and. the shafts must move therewith;

Iwill' next describe the connections from the arm .22, which is operated by the clutch lever 16, for moving the

shafts

37 and 38, .together with the shifter forks mounted thereou. Referring to Fig. 4, a vertical operating shaft 45, is operatively connected at its lower end to the end of the arm 22, and passes on the under sides of the yoke members 43- through a bearing at 46, in the casing 36, and .through a bearing 47, in. a bracket 48, mounted in the casing 36. Pivotally connected to said shaft45,.'as at 43, are two

toggle arms

50, 50,the upper ends of which are provided with cros's members 51, 51, adapted, to engage the

shoulders

43, 43, and 44, 44*,

and 44,'for the purpose of movingvsaid yoke members, together with the

shafts

37 and 38, to neutral positions when said arm 22,

and the operating shaft 45 are raised. Pivotally secured to'the upper end of the shaft 45, are two

toggle arms

52,52, also provided in their outer ends with cross bars 53, 53,

adapted to slide uponthe upper sides of the sleeves 39'aud 40, and to engage whichever lug on said

sleeves

39 and 40 is turned uppermost by, the shifting rack 35, operated by the selector lever 26. i,

It .will, therefore, seen from the mechanism thus far described that the shifting of the selector lever 26, through the connec-.

tions hereinbeforedescribed, turns the

sleeves

39 and 40, on the shafts 37 and-38, so'as to lug on sleeves 39 bring uppermost the proper to be engaged by and 40, as the case may be,

. one or the other of the cross ,bars 52, 53; also,

' that when theclutch lever 16, isdepressed, its

,initial movement disconnects the clutch, C, while the continued movement thereof lifts the arm 22, the shaft 45, and raises the toggle downwardly depending finger 58,

arms

50, 50, on. the under side of the yokes I 43 and 44, so as to move said yokes to their neutral positions, which operate to move

thev shafts

37 and 38,in such a way as to disengage whichever of the transmission gears may be 1n mesh with each other. Therefore, the simple depression of the .clutch lever 16, also Operates to disengage'the transmission gears, which were operating prior to the depression of the clutch lever. The clutch lever is returned, and the arm 22, depressed by means of a spring 54, around the shaft 45, and seated atits lower endupon a bearing plate 55, and at its upper end bearin against the under side of the casing 36, as 0 early shown in Fig. 4. As the clutch lever 16, returns and. said arm 22 moves, downwardly, 'togethei with the shaft 45, under the tension of the spring 54, the

upper toggle arms

52, 52, havingbeen raised so that one of the cross bars 53, 53, thereof, will be in position to engage one of the lugs on one of the sleeves, 39 or 40, which has been turned uppermost by the operation of theselector lever 26, and will 50, 50, bv means of

coiled springs

56, 56,

which operate to hold the upper toggle arms down on the

sleeves

39 or 40, and the lower toggle arms up against the lower sides of the yokes 43and 44. i

Referring to Fi s; 1, 2f, 3 and 4 there is mounted along side of the rack bar 35,'in the casing 36, a square shaft '57, provided with a adapted to be engaged by one of the neutralizing toggle arms 50, with eachdepression of the clutch.

member 16,for the purpose of rocking said square shaft 57. Secured to the rack bar 1 be, shifted in the operation of the selector lever 26. Said finger 60, is movable on said shaft 57 from its neutral position, as shown in Fig. 3, in eitherdirection and to' positions adapted to register'with the ends of three push rods, 61, 62 and 63, orto register with a crank beneath the rack 35, as shown in Figs; 1, 2 and 3. hen either of the push rods '61, 62 or 63, is operated, according to the position of the operating finger, 60, controlled by the rack 35, it operates bell crank 61362 01-63, which bell cranks are also connected, respectively, with operating or pull

rods

66, 67 and 68, while the rods 65, operated by the crank 64:, at its opposite end is provided with an is a shifting yoke 59, shown in Figs. 1, 2. and 3, which engages a downwardly dependslidably mounted on the square moving said on said shaft to different positions, according to the distance the rack bar 35, may

64, mounted on a rod 65, directly* thus move one of said

shafts

37 or 38,-asthe the transmission gears which are to be moved into mesh with, each other, in order to facilitate the operation of shifting said gears into mesh with each other while they arerunning. Referring now particularly to Figs. 1, 10, 12,15 and 16, the synchronizing mechanism -is mounted in the casing 2, and comprises a shaft 75, which extends through a sleeve 76, and is provided at its enlarged end 77, with 'a clutch element 79,, keyed thereto as at 7.8.

The sleeve 7 6, through which said shaft extends, is provided at its inner end with a bell shaped drum 80, said drum being closed at its outer end with a driving plate 81, secured thereto around its circumference in any suit-- able manner. Said driving plate 81, has a hub-like portion 81, on which is mounted a driving gear 82, said hub-like portion 81,- and said drive gear 82, being supported on a short shaft 83, in alinement with the shaft 75, and adapted to be locked thereto, by means of the clutch element 74,. engaging with the 7 clutch element 79. Said clutch element 74. is

operated by a thrust member 73, with which isconnected an operating yoke 71, on the lower end of the rocker lever'71, as clearly shown in Figs. 12 and 13, thus making it possible by the operation of said lever 71, to engage the clutch element 74, with the clutch element 79, and thereby locktogether for direct drive, the gear 82', drive plate 81, and the shaft 75. The clutch element 7 4, is normally held out of engagement with the clutch 'element 79, by means of a coiled spring 84, mounted therein. It will be noted from Fig. 12, that theelutch element 74, has bosses 74, 74, which project through openings'in the drive plate 81,, and by, means of which it is moved." 1

The gear 82, as seen more clearly in Fig. 1, meshes with an idler 85, mounted in the casing 2,- which idler meshes with a gear, 86, mounted on the square shaft 7. Attention is called to the fact that this end of the shaft 7, is connected with the drive shaft of the,

vehicle, and would. therefore, be driven by the movement of the vehicle, and not from the clutch gear ,4, When the clutch element 74, is in its normal position, it is turned independently of the clutch element 79, by the drive plate 81, driven by the gear 82, the bellshaped drum 80, and its sleeve 7 6, turning therewith on the shaft7 5. \Vhen the clutch 74, is shifted into engagement with the element 79, the shaft 75 is driven therewith from the gear 82. Mount'cd'to turn on the sleeve 76, is a sleeve 87, provided with a drum 88, which partially overlies the bell-shapeddrum 80. Mounted to turn on the, sleeve 87, is a SlGEWG 89, provided on its ,end with a druln 90. Mounted on the sleeve" 89, is a sleeve 91, which lies partially within the drum 90, and is provided with a drum 92. The drums 88,

'90and 92, are substantially of the same diameter, as will be clear from Fig. 12. Keyed to the outer end of the sleeve 76, is a gear 76. -On the outer end of the sleeve 87 ,.is a gear 87 approximately of the same diameter 'as the sleeve itself. On the end of the sleeve 89, is a similar gear 89, a nd on the sleeve 91,

is another similar gear 91. Mounted on the shaft 75, is a gear 93, to which is secured a disc 94, provided at diametrically opposite sides with the

bearingpins

95, 95, Fig. 14.

Mounted on the bearing pins 95, 95, is a cluster of

gears

96, 97 98 and 99. The gear 96, meshes with the gear 7 6", on the end of the sleeve 76. The gear 97, meshes with the gear 87' on the sleeve 87. The gear 98, meshes with the gear 89, on the sleeve 89, and the gear, 99, meshes with the gear 91, on the sleeve. 91. I

. In order to hold either of the

drums

88, 90, or 92, a brake mechanism isprovided for each, clearly shown in end elevation in Fig. 15, and top plan View in Fig. 16, and each comprising a pair of brake levers, 100, 100, provided with

brake shoes

101, 101, said .n'ake levers being pivotally connected at their lower ends, as at 102,- 102, and at their upper ends connected by means of links 103, .103, with; a rocker arm 104,,pivoted'inter-. mediate itsends at 105. Said rockerarms' 104, are connected, respectively, with the

pull rods

68, 67 and 66, by means of turn buckles, as at 106. Thus the operating mechanisms for the brakeshoes' 101, 101. are connected through the

pull rods

66, 67 and 68, and their connections, hereinbefore described, for operation by the push rods 61,

62 and 63, which are selectively operated by the rod 65, and its connections for engaging the clutch elements 74 and 79, as hereinbefore described. y I

I will now describein detail the operation of the synchronizing mechanism, by means other end thereof, are all being driven. So

'gear82, is being driven from the shaft 7, through the gear 86, and the idler 85, which is in mesh with saidgear 82. From the gear 82, thedriveplateSl, the bell-shaped drum 80, with its sleeve 76, and its gear 7 6, on the lon as none of the drums 88, '90 or 92', are helt l from turning, these "drums, and the

planetary gear

96, 97 98 and 99, are driven through the connection of the gear 76, with the gears 96,-on the bearing pins, 95',in the; disc 94, and are free to assume the speed and direction thus transmitted through said sleeve 76, and its gear 76.

Assuming now that it is desiredtomesh the intermediate speed gears 6 and 12, Fig.

8, the selector lever 26, is movedto this position, which movement operates through the connections from said selector lever 26, to

move the rack bar 35 for the purpose of turning the

sleeves

39 and 40, to bring uppermost the lug 39 for engagement with one of the toggle cross bars 53. This movement also positions -the operating finger 6O ,opposite the push rod 63, through which the brake on drum 88 is applied. As said clutch lever is now depressed, it first disengages its clutch C, and then, through the arm 22, operates the

toggles

50, 50, which, in turn,*moves the yoke 43 or 44 which is out of neutral position, into neutral'position for the purpose of moving the transmission gear then operating into neutral position. Said depression of the clutch lever also causes one of the toggle arms to engage and rock'the finger 58, which operates to rock the shaft 57 and finger 60 for the purpose of supplying the brake to .the drum 88. This operates to hold drum 88, together with its sleeve 87, and its gear 87", from turning.

The

toggle arms

50, 50, are provided with pins 50", 50, as shown in Fig. 4, which engagethe lower sides of the yokes 43 and 44',

- as said toggles are moved to their uppermost positions, said pins acting as fulcrums for the purpose of moving the crossbars 51, 51, thereof, out of engagement with the

shoulders

43, 43, of said yoke, whereby to permit the upper toggles 52, 52, to be operated in order to move. the

shaft

37 or 38, in shifting the gears selected to be moved into mesh with each other.

It will be remembered that the vehicle is moving and that the gear 82, drum .80, its

sleeve 76, and its gear 7 6, are being turned by the movement of the vehicle according to the speed of the vehicle. As the gear 87', is

thus heldfrom turning, and the gear 76, is being driven by the movement of the .vehicle, itwill be evident that the

gears

96, 97, 98

vehicle being transmitted through small gear 7 6?, and gear 96, and gear 97 in mesh with the small gear 87, which-is being held stationary. disc 94 to the gear 93, driven therewith and then to the idler gear 107, in mesh. with the clutch gear 4, shown in Fig. 1. As the clutch is out of engagement, the clutch gear 4, is driven thereby, and drives gear 11" on the counter shaft 11, and the gear 12, with which it is desired'to move the gear 6 into mesh. It will be remembered that gear 6 axed the shaft 7 are being driven by the movement of the vehicle. The gear 12 has been given a .and 99, which turn as a unit, will be driven This speed is'transmitted from the i pitch line velocity, substantially the same as.

gear. 6, so thatas the clutch lever returns, and

thextoggles

52, 52, operate the gear "shifting shaft 37, in a manner hereinbefore described, said gear 6 will be moved into mesh with gear 12, and the intermediate driving be ehgaged by the cross bar..53, on the toggle arm 52, as shown in Fig. 1. Said lug not seen on this figure, but is seen in Fig. 10*. The finger 60 is also moved by the movement of said rack bar 35, to a position opposite the crank 64, for rocking shaft 65.

When the clutch lever 16 is depressed, the

gears which are in mesh are disconnected by the operation of the toggle arms 50,. 50, and

the finger 58 on the shaft 57 is rocked, which operates to move the finger 60 for the purpose of rocking'shaft 65, for engaging the clutch elements 74 and 79, as will be clear from Figs..,-7 and 12, thus. making a direct drive from the movement of the vehicle through the gear 82, the clutch members 74 and 79, and the drive shaft75, to the gear 93, and thence to the clutch gear 4, with which the internal gear 5, isto be moved into mesh. This is easily accomplished for the reason that the shaft 7, and the gear 5, and also clutch 4; are being driven at substantially the same speed. It is apparent that a considerable multiplication of leverage is gained by the lever and link or toggle mechanism for effecting tight frictional en agement of the synchronizing friction mem ers. The other gear shifts are accomplished in the same manner, and while it is even possible to throw the reverse gears into mesh with each other While the vehicle is traveling forwardly, it is evident, of course, that great care must be exercised, and the clutch beallowed to move very gradually into engagement, which will then operate as a brake in bringing the machine to a stop and immediatey reversing the direction of travel without further change.

It will be understood, of course, when the reverse drive is desired, the selector lever 26 is moved as before described and the mechanisms operated so as to hold drum 92 from turning. It will be also understood that inits sleeve 76, and is, therefore, driving the cluster of gears, 96, 97, 98 and 99. The gear 99 is in mesh. with gear 91, which is being held with the drum 92. Because of the relative sizes of gear 91 and gear 99, in mesh with each other, and of

gears

96 and 7 6, also in mesh with each other, Figs. 12 and 14, it will be seen that gear 76, is driving

gears

96 and 99, together around the pin 95, and because of the fact that gear 99 is in mesh with the large gear 91, which is being held with the drum 92, gear 99, together with its pin 95, must necessarily move around said gear 91", and carry with it the pin 95, the disc 94, and gear 93, around the axis of the shaft 75, in a direction opposite to that of the gear 76". It will, therefore, be seen that the drive from said gear 93, through the idler 107, to the clutch gear 4, will drive said clutch gear 4, in a direction opposite to that of the drive shaft 7, on which is mounted sliding gear 9, which must be moved into mesh with the reverse idler, 15, in mesh with gear 14, on counter shaft 11. Said idler gear 15, is,

therefore," given a direction and speed -of' travel from the clutch gear, 4, which corresponds to that of gear 9, being driven by the movement of the vehicle and gear 9 can be readily moved into mesh with said idler. If the clutch is ver carefully allowed to engage, it gradually rings the clutch gear, 4,- to a stop and immediately reverses the direction thereof, thereby reversing the direction of travel of the vehicle. I I

It will be appreciated that suificientytime must be provided after the gears have been moved into neutral position by, the forward movementof the operating pedal to allow for the proper synchronizing of the gears be.- fOlBIDOVGuiB'lt of the gears into mesh by the return movement the operating pedal. In

other words the movement of the operating to the desired position.

member must be retarded or stopped a 'sufficient length of time to allow the synchronizing to be accomplished. Ordinarily only a very. short time is taken to accomplish this but means should be provided so as to mechanically provide the retarding or stoppingaction so that it will not be entirely left to the judgment of the operator of the vehicle. The advantages in providing such a mechanical retarding or stopping action of the operating lever in connection with a synchronizing device will be readily appreciated by those experienced in driving motor vehicles over the well known form of gearshift where it is left entirely to the judgment of the operator to bring, as'near as possble, the gears to the same speed before movement into meshing position. Assuming that .the vehicle is in operation and it is desired to shift gears the preselecting lever 26 is-moved The clutch pedal 16 is then depressed or moved forward and in this forward or depressing movement it first releases the clutch, then shifts the gears into neutral position, and then sets the synchronizing mechanism into operation.

WVhen the pedal reaches its forwardmost osition it is stopped or retarded temporarily,

and during said stopping or retarding the gears are held in neutral position and the synchronizingmechanism is in operation. As

long as the pedal is held in said forwardmost position the gears will remain in neutral, the synchronizing mechanism will be in operation, and there will be a suflicient lapse of time or retardation to allow the gears to be properly synchronized before the pedal starts on its rearwardmovement to mesh the gears and to re-engage the clutch. It will thus be seen that on each operation of the pedal to release the clutch and shift the gears there will be some lapse of time to allow for synchronization and although there might be a quick movement of the pedal first forward and then rearward there will nevertheless ordinarily be sufficient time for the synchronizing to take place. Of course, when traveling at higher rates of speed it may sometimes be found necessary to allow for alonger lapse of time for the synchronizing and this can be accomplished by the operator holding the pedal in depressed position somewhat longer but no matter-how long he holds the pedal in such depressed or forwardmost position the gears will be held in synchronism so that when movement takes place to mesh them there will be no gear clash. I have provided, as will be seen, mechanical means for providing this lapse of time when the gears are held in neutral position to allow for proper synchronizing. It can be seen that by providing pedal will be limited by themovement of the movement of the operating element to allow for the time for synchronizing. The downward or forward movement of the operating rod 45 as shown or in other suitable manner.

, While, in my drawings, I have shown the use of a clutch pedal for shifting the gears and setting the synchronizing mechanism into operation it will be understood that no matter what type of gear shifting mechanism vor device is used in connection with a synchronlzer there must be a suflicient lapse-of time; while the gears are in neutral, to allow the proper synchronization to take place. 7

While I have shown and described one practical embodiment of my invention, I am aware that changescan be made in the gen eral arrangements of'the various mechanisms shown in cooperating combination with each other, and that many changes can be made in the details of construction and arrangement of parts, without departing from the spirit of my invention, and I do not, therefore, limit my invention to the details, or the particular arrangement shown and described, exceptas'I may be limited by the hereto appended claims. For example I will employ in some of the claims the general term lever and link mechanism associated with certain direction and for successively shifting of the parts to be operated, meaning thereby to embrace the pedal or the like and any suitable mechanical operating connect-ion between the same and the related parts .as distinguished, for instance, from simple wiring .mesh, means for selecting the gears to be meshed, and independent means for successively releasing the clutch, shifting the gears and synchronizing the speed of the gears by a movement of the operating element in one the the the gears and engaging 'the clutch upon movement of the operating element in opposite direction.

3. The combination with the'fshiftable gears of a power transmission mechanism, a

'clutch and a clutch operating pedal, of a mechanically operated synchronizing mechanism adapted to synchronize the speedsof the gears to be shifted into mesh with each other, said synchronizing mechanism being automatically controlled and set into action.

bythe depression of the .clutch pedal, and

means connected with said clutch pedal for automatically shifting the synchronized gears into mesh with each other as, said pedal 7 returns after being depressed. I

4. The combination. with the shift'able gears of a power transmission mechanism, a.

clutch and a clutch pedal, of a pre-s'ele'cting mechanism for determining the gears to be shifted into mesh with each oth'er,-. a mechanically operated synchronizing mechanism adapted to synchronize the speeds of the. gears to be shifted into mesh with each other, means controlled automatically bysaid clutch pedal for setting said synchronizing mechanism into operation on thev gears preselected, said mechanism being set into operation by the depressionof said clutch pedal, and means connectedwith and operated by said clutch pedal'for shifting the pre-selectedand synchronized gears into mesh with each other as said c-lutch pedal returns to its raised position, substantially asdescribed.

5. In combination, a clutch mechanism, a transmission mechanism including gears adapted to be meshed, a synchronizing mechanism for synchronizing the speeds of the gears, a pre-selectormechanism for selecting the gears to be meshed, a gear shifting mechanism, and means for operating said gear shiftingmechanism and causing said synchronizing mechanism to operate.

6. In combination, gears of varyin sizes with each other, a synchronizing mechanism for s chromzlng the speed of the gears seadapted to be moved into and out o mesh loo . lecte a gear shifting mechanism and a preselecting mechanism common to said synchronizing mechanism and said gear shifting mechanism.v 7. In combination, gears of varying sizes adapted to'b'e moved into and out of mesh with each other,a pre-selector mechanism for selecting the gears to be moved together, a synchronizing mechanism for synchronizing the speeds of the gears selected, and gear shifting mechanismadapted for shifting said gears and causing the operation of said synchronizing mechanism. y

8. In combination, clutch mechanism, a transmission including gears to be meshed, gear shifting mechanism, gear'synchronizin mechanism forsynchronizing the speeds 0% the gears to be meshed, andmanually operable lever and link mechanism common to all for operating said clutch mechanism, said III gear shifting mechanism, and for causing the operation of said gear synchronizing mecham'sm.

9. transmission including gears to be meshed,

gear shifting mechanism, gear selecting mechanism for selecting the .gears to be meshed and means for operating the same,

In combination, clutch mechanism, a

otheras said lever'moves in the gear'synchronizing mechanism for synchronizing the speeds of the gears to be meshed and manually Operable lever and link mechanism common to said clutch mechanism, said gear shifting mechanism and said gear synchronizing mechanism for operating and causing their. operation in proper sequence.

10. In combination, a drivin element, a driven element, gears thereon a aptedto be moved into and out of mesh with each other, means .for coordinating the speeds of said gears before they are moved into mesh'with eacho'th'er, an "operating lever for moving said-gears out of mesh with each other, operatingconnctions from said lever for caus- I ing the operation of the means for coordinatingitke speeds of said gears as said lever is' m'oredinone direction and operating connectionsffr'om saidlever for automatically moving the coordinated gears into mesh with each opposite direction.

11 1. In combination, a driving element, a driven element; gears thereon adapted to be moved into" and out of mesh with each other,

an operating lever for moving said gears, means for coordinating the speeds of the gears to be moved into mesh with each other, said means being set in operation by the movement of said lever in one direction to disengage gears in mesh with each other, and means whereby the movement of said lever in the opposite direction operates to move gears whose speeds have been coordinated into mesh with each other, substantially as described.

12. In combination, a driving element, a driven element, gears on said elements adapted to be moved into and out of mesh with each other, an. operating lever for moving said gears, operating connections whereby he t "of said lever in one direction dis ears already in mesh with each otheig -means for coordinating the speeds of gears to be moved into lnesh with each other, means for previously selecting said gears, said coordinating means being set into operation by movement of said lever to disengage gears in mesh with each other, and operating connections with said lever for automatically ,moving the coordinated gears into mesh with each other as said lever is moved in the opposite direction, substantially as described. 13.1'In'an automobile, in combination with the transmission gears and chitch pedal thereof, a gear synchronizing mechanism adapted to be automatically controlled from said clutch pedal when the pedal is operated in one direction, and operating connections from said clutch. pedal for-automatically shifting the gears whose speeds have been synchronized into mesh with each other with the movement of said clutch pedal in the opposite direction. 14. In an automobile, in combination with the transmission gears and clutch pedal thereof, a synchronizing mechanism adapted to be automatically controlled from said clutch pedal for s nchronizingthe speeds of gears to be move into mesh with each other, a preselecting mechanism common to said gears and said synchronizing mechanism for previously selecting the gears to be synchronized and moved, and operating connections from said clutch pedal for automatically shifting the gears whose speeds have been synchronized into mesh with each other with the return movement of said clutch pedal.

15. In an automobile, in combination with the clutch, clutch pedal, transmission gears and driving connections to the rear axle of said automobile, of a gear synchroninzing mechanism and meanscontrolled from the clutch pedal during the clutch releasing movementfor operating said s nchronizing mechanism from said rear ax e for synchronizing the speeds of the gears to be moved into mesh 7 by said clutch pedal for automatically moving said synchronized gears into mesh with each other. 1

16. Ina motor vehicle, the combination with the clutch mechanism and clutch pedal for operating the same, and transmission gears, of a gear selecting mechanism, means for operating the. same, gear synchronizing mechanism adapted to be operated by the movement of the vehicle, and operating connections from said clutch pedal for successively disengaging the clutch and the transmission gears already in mesh when said pedal is depressed and for causing the gear synchronizing mechanism to operate, and connections for moving the selected gears into mesh with each other and again engaging said clutch when said clutch pedal is returned to its normal position, substantially as described.

17. In a device of the character referred to, a plurality of gears adapted to be moved into and'out of mesh with each other, a mechanically operated synchronizing mechanism for automatically synchronizing the speeds of the gears to be moved into mesh with each other, whereb to facilitate their intermeshing, means or moving said gears out of mesh with each other, said means causing the operation of said synchronizing mechanism during its initial movement, and means whereby the return movement of said gear moving means operates to automatically move into mesh with each other the gears whose speeds have been synchronized. v a

18. In combination with gears to be shifted, shifting members. to move therewith, connec- "tions therefrom to said gears, and means for moving said shifting members in oppositesaid toggles for operating .them in opposite directions. 'I

' 19. In combination with gears mounted to be shifted,"shiftingmembers to move therewith, connections therefrom to said gears, a

clutch pedal, an operating member connected to be operated by said clutch pedal,upper and lower sets of toggles connected at their ends tosaid operating'member and at theiropposite ends to sa'idshifting members, whereby to be operated lll'OPPOSlllG directions on said shifting members, substantially as described.

20. In combination with gear shifting, parallel bars, means for shifting said bars in opposite directions comprising a set of toggle'members' above the same and a set'of' eration of said lever in opposite directions operates said shifting elements, substantially as described.

22. In a device of the character referred to, gears adapted to be moved into and out of mesh with each other, means for synchronizing the speeds of saidgear's, shiftin elements adapted to be moved in opposite directions, connections therefrom to said gears, toggle elements-connected with said shifting elements for moving the same, an operating lever, and operating connections from said lever to said toggle elements for operating the same, said operating lever functioning'to move ge'ars out of mesh'as it is moved in one direction .and functloningto move thegears whose speeds have been synchronized into mesh with each other as it is moved in the opposite direction, substantially as described. -23. A transmission gearing comprising power gears, means for synchronizing the power gears to intermeshable peripheral speed, a common operating lever for controlling both the power gears and the synchronizing means, means for operating the synchronizing means during initial movement of the operating lever, the operating lever being ineffective to move the power cars from neutral position during synchronizing, and means for producing engagement of the gears upon additional movement of the lever.

24. A transmission gearin comprising power gears, means for sync ronizin the power gears 1 to intermeshable- -.;peri her'al speed, a common operating lever for conerating the synchronizing means during initial movement of the operating lever, the op erating lever being ineflective' to move the power gears from neutral position during synchronizing, andmeans for selectively producing engagement of the :gears upon addi-.

tional' movement of the lever.

25. A transmission gearing comprising main driven shaft gears and main countershaft gears, means for synchronizing the peripheral speeds of any selected gear on the main countershaft to substantially the speed of the corresponding gear on the main drivenshaft, said synchronizing means including earin in continuous en a in relation with the main co'untershaft, gearing in continuous driving relation with the main driven shaft, and clutch means adapted to connect said t'countershaft and said main driven shaft through said gearin 26. A transmission comprising a plurality of power transmission members, some of said members being shiftable, means "for synchronizing theengaging portions of said members before they are connected, a com mon operating lever for the power-transmission members and the synchronizing means, and means associated with the lever whereby said synchronizing means is caused to operate prior to the lever becoming effective tomove the shiftable members into en- .gagement,said last mentioned means permitting the shiftable members to remain at rest until the synchronizing means is operated. a

Y 27. A power vtransmission including a driving element, adriven. element, power transmission members. mounted on said elements, operating means for moving certain of the members-for establishing the driving relation between the elements, means for synchronizing the members to intermeshable speed, and means in thepath of movement of the-operating means adapted toindicate to the operator the place of lull toallow for the proper synchronizing prior to the members assuming the driving relation.

28. A power transmission including a driving element, a driven element, power transmission members mounted on said elements, means for moving certain of the members for establishing a driving relation'between the elements, means for synchronizing the members to intermeshable speed, and means for-offering an appreciable impedance to the operation of the movinglneans after the synchronizing means isfin effective operation'so that suflicient time may be allowed successive movements of the operating means in opposite directions, and means for retarding t e movement of the operating means, after the synchronizing means is in operation. I

30. A ower transmission including adrivin e ement, a driven element, power transmlssion members mountedon said elements, means for moving certain of the members for establishing a driving relation between the elements, means for synchronizing the members to intermeshable ispeeds, and

,means for retarding the operation of themoving means, after the synchronizing means is in operation, to allow for the proper synchronizing prior to the members assuming the driving relation.

31. A ower transmission including a driving e ement, a driven element, power transmission members mounted on the said elements, means for moving certain of the members for establishing a driving relation between the elements, means for synchronizing the members to intermeshable speeds, said synchronizing means being set into operation by the movin means for the transmission members, an means for retarding the operation ofithe moving means afterthe s nchroni'zingmeans has been set into opera; tion to allow for proper synchronizing prior to the members assuming the driving relation.

32. A power transmission gearing including gears to bemeshed, one of which is shiftable relative to the other, means for synchronizing the speeds of the gears, actuating means for operating the synchronizing means and shiftable gear, and means associated with said actuating means allowing operation of the synchronizing means without movement of the shiftable gear.

33. A power-transmission gearing including gears to be meshed, one of which is shiftable relative to the other, means for synchronizing the, speeds of the gears, actuating means for operating the synchronizing means, actuatlng means for the shiftable gear, and means whereby the synchronizing actuatingineans is operated in advance of the actuation of the shiftable ear.

' 34. A transmission gearing including gears adapted to be meshed, one of which is movable relative to the other, and synchronizing means for sinchronizing the speeds of the gears, a mova le member for operatin the shiftable gear, actuating means adapted to move the movable member, and means adapted to allow -a limited relative movement between said movable memberand the actuating vmeans therefor.

35. A 'ower'transm-ission gearing includ ing a shi ble element, synchronizing means 7 for the gearing,-me a,ns for actuating the shift- I able element and synchronizing means, and

means permitting lost motion in the actuating means whereby the synchronizing means may be actuated prior' to actuation of the shiftable member from neutral position, said last mentioned means allowing the shit'table element to return to neutral position without lost motion.

36. A power transmission gearing including a shift-able element, synchronizing means for the earing, common means for actuating the shiftable element and synchronizing. means, and means associated with the actuating means whereby-the synchronizing means is held in operation until the gearing approaches operative position.

37. A transmission gearing including shiftable gears, means for s nchronizing the gears to intermeshable spee s, a lever means associated with the lever, to shift the ears into neutral position and set the SYIICTII'OIllZlDg means in operation in one movement and in an additional movement to shift the gears into operable position, and a stop arranged to function between the two movements of the lever.

. 38. A transmission gearing including shiftable gears, means for synchronizing the gears to intermeshable speeds, a'lever, means .associatediwith theilever, tosuccessively shift the gears into neutral position and set the synchronizing means in operation in one movement and in an additional movement to successively shift the gears into operable position and release the synchronizing means, and retarding means provided to retard the movement of the lever after engaging the synchronizer. v

39. A transmission gearing including shiftable gears, means for synchronizing the gears to intermeshable speeds, a lever, means associated with the lever, to shift the gears into neutral position and set the synchronizing means into operation in one movement and in a reverse movement to shift the gears into operable position and to release the syn-' chronlzin means, and means to positively stop the rst movement of the lever prior to its reverse movement.

40. In a power transmission having a clutch, a clutch operating element,"and transmission gears, means for successively releasing the clutch, shifting the gears and synchronizing the gears to intermeshable speeds during the movement of the operating element from it normal position, means for stopping the movement of the operating element after the synchronizing means has been set into operation, and means for successivel shifting the gears and engaging the clutch durin the movement of the operating element in returning to its normal position.

41. A ower transmission gearing including a shiftable element and synchronizing means, means for actuating the shiftable ele: ment to place the gearing in driving relation, means for actuating the synchronizing means,

lln

l lit) of said elements being shiftabl'e relative to and means associated with said shiftable'element actuating means for retarding the movement thereof after the synchronizing means is in operation and prior to the gearing as suming a driving relationJ 42. In a transmission gearing, the combination with a. clutch, gear shifting mechanism and gear synchronizing mechanism, of actuating means common to the clutch and gear shifting mechanism to cause the operation of the synchronizing mechanism.

43. In a power transmission gearing the combination with a clutch, gear shifting mechanism, and gear synchronizing mechanism, gear selecting mechanism, and operatin means common to the clutch and gear shifting mechanism tocause the synchronizing mechanism to operate.

44'. A power transmission including a clutch and power transmission elements, one

the other, means for synchronizing the speeds of the elements and common means for operother, a synchronizing mechanism for the disconnecting ating the clutch, shifting the shiftableelements and controlling the operation ofthe synchronizing means.

45. A power transmission including clutch mechanism and powertransmission elements, one of said elements being shiftable relative to the other, means for synchronizing the speeds of the elements, means for operating said clutch mechanism, and means connected with the clutch operating mechanism and functioning on the operation of the same for shiftingthe shiftable element and controlling the synchronizing means.

46. A- power transmission mechanism 1ncludm .a pair of shafts, means associated with t e shafts adapted to establish a drive therebetween, manually operable means for connecting and disconnectlng said dr1ve,'synchronizing means for establishing the desired speed relation between the shafts beIore they are placed in driving relation, and means associated with the mechanism to cause at least a momentary pause in the operation 48. In combination with gears adapted to bemoved into and out of mesh with each gears to be meshed, said mechanism. includlng aclutch, an epicyclic gear train, and

to coordinate thespe ds of the gears to be moved into mesh.

- 49. A power transmission including-clutch mechanism and power transmission gearing elements, one of said elements being shiftable relative to the other, means for shifting the shiftable element, means for synchroniz- -1ng the speeds of the elements,"means for operating said clutch mechanism, means operatively associated with the clutch operating means whereby the clutch operating means controls the synchronizing means, and means formed and adapted to normally compel a momentary retardation in the operameans operableby the clutch for holding certain of the gears of the epicyclic gear train tion to insure a synchronizing interval prior to operating engagement of the gparing ele ments.

50. -A power transmission mechanism ineluding a pair of main shafts, gears'on said shafts adapted to establish a drive between the shafts, means including a control lever for connecting and disconnecting said drive, and synchronizing means for establishing the desired speed relation between the main shafts before they are placed in driving relation, said I synchronizing means comprising a conical member, a member normally freely rotatable relative to the conical member, parts of the mechanism being formed and arranged to .constitute'leverage multiplying. means to produce engagement between theconical member and the normally freely rotatable member during the syn hronizing period.

51.. The com ination' with a power trans mission including a pair of shafts, gears on said shafts adapted to establish a drive between the shafts, means for connecting and disconnecting said drive, of synchronizing means adapted to establish the desired speed relation between the main shafts before they are placed in driving relation, said synchronizlng means comprising a. conical member, a member normally freely rotatable relative to said conical member, and means for moving one of the members longitudinally relative to the other to produce engagement and disengagement of the members.

52. The combination with a power trans 'IIIISSIOII lncluding gears adapted to be moved into and out of mesh with each other, of means for synchronizing the speeds of the gearsto be moved into mesh, said synchronizing means including a conical member, a member normally-freely rotatable relative to the conical member, means to produce engagement between the conical member and the normally freely rotatable member, means for moving the preselected gears into mesh, and preselector means common to both the gear moving means and synchronizing means.

53. In a gear transmission mechanism, 1n

combination with gears to be shifted into and out of mesh with each other and a lever for shifting them, of a preselecting device for lever with connections for moving said memmoved by prising drive and driven members,

bers, a synchronizing device for synchronizing the speeds of the selected ears, connections from the selector lever or selectively setting the synchronizingldevice to act on the selected gears, said sync ronizing device including a longitudinally adjustable member the selector lever, clutch means operable b said longitudinallyadjustable member, an connections from the lever for moving said gears for operating said adjustable member and its connections tooperate the clutch means of the synchronizing device. 54. A power transmission gearing including an operating lever,'a shiftable element and synchronizing means, devices for operating the synchronizing means, a movable member for operating the shiftable element, and common means operable by the operating lever for. actuatin the operating devices and the movable mem er. '55. Power transmission mechanism comelement operatively associated with said members for establishing a driving relation therebetween, synchromzin means including a pair of coacting conica friction elements for establishing the desired speed relation between said members before said driving relation is established, a driving connection between one of said friction elements and one of the members,

said driving connection being independent nizing means and shifting the shiftable element.

56. A transmission including intermeshable power gears, one of which is shift-able relative to the other, means for s chronizing the speeds of the gears before t ey are meshed, a rocker arm, means engageable with the rocker arm for operating the synchronizing means, and common means for operating the rocker arm to operate the synchronizing means and for shifting the shiftable gear 57. Inv a iflower transmission gearing including shi able means and synchronizing means, and means for operating the shifta shiftable of the shiftable element, and ioineans for effecting operation of the synchrormoo able' means and efiecting synchronization, said last mentioned means including a slidable' shifter rod, means connected to the shifter rod for operating the shiftable means, and a member mounted on a horizontal axis for swingin movement and adapted for operation by the shifter rod for operating the synchronizing means, a portion of the swinging member spaced from its horizontal axis engaging the synchronizing means.

59. A power transmission including a driving element, a driven element, power transmission members mounted on said elements, means for establishing driving relation between certain of the elements means for synchronizing the members to intermeshable s eed, and means for oflering an apprecia le impedance to the operation of the movin means after thesynchronizing means is in e ective operation so that sufiicient time may be allowed for the proper synchronizing prior to the members assuming the driving relation.

'60. A transmission gearing including shiftable gears, means for synchronizing the gears to intermeshable speeds, a lever, means associated with the lever to shift the gears into neutral position and set the synchronizing means in operation in one movement and man additional movement to shift the gears into operable position, and means for eifecting a moment of reluctance between the two 7 movements of the lever.

61. In a power transmission, a pair of a main shafts, means associated with the shafts adapted to establish a drive therebetween, manually operable-means for connecting and disconnecting said drive, synchronizing means for establishing the desired speed rel ation between the main shafts before they are placed in driving relation, and resisting means associated with the component parts of the mechanism to definitely indicate to the operator when the synchronizing means is in effective operation whereby suflicient time may beallowed for the proper synchronizing prior to theme nbers assuming the drivin relation.

62. n a power transmission, a pair of main shafts, means associated with the shafts adapted to establish manually operable means for connecting and disconnecting said drive, synchronizing meansfor establishing the desired speed rela-' tion between the main shafts before they are placed -in driving relation, and means associated with the component parts of the mechanism to definitely indicate to the operator when the synchronizin means is in effective operation whereby su cient time may be allowed for the proper synchronizing prior to the members assuming the driving relation.

63. In a power transmission mechanism including members adapted for engageimnt with and from one another, an operating a drive therebetween, Y

A lever for connecting and disconnecting the lever drive between said members, s nchromzing means en ageable frictionally or establishing the d eslred s eed relation between the members before eyare connected, 9. rocking member adapted to be rocked by said for efiecting tightfriction'al engage ment of the synchronizing means, and means for causing a momentary reluctfince to avert.

premature contact of the driving members.

64. In a power transmission mechanism including members adalpted for engagement with and from one another, an operating 'lever for connecting and disconnecting the signature.

' A. THOMPSON.