US2177662A - Gear-shifting mechanism - Google Patents

Description

t- 31, 1939- v. w. KLlEsRATH ET AL 2,77,662

' GEAR-SHIFTING MECHANISM Filed Aug. 25, 1933 9 Sheets-Sheet 1 IN VEN TORS VICTOR w. KLlEsRATH l ROBERT R BREESE '56.2' BY 7;:

ATl RNEY- CL 3l, 1939- v. w. KLlEsRATH ET Al. 2,177,662

lCTEAR-SHIF'FIN'G MECHANISM Filed Aug. 25, 1933 9 Sheets-Sheet 2 NEUTRAL l INVENToRs VlcroR w. KUESRATH RYOBERT R BREESE -AT ORNEY OCL 31. 1939. v v v. w. KLIESR'ATH ETL A 2,177,662

GEAR-SHIFTING MECHANIISM Filed Aug. 25, 1933 9 SheetS-Sheefl 5' INVENTOR VlCTOR WKUESRATH BRYOBERT P- BEESE OCL 31, 1939. v. w. KLlEsRATH Er AL 2,177,662

GEAR-SHFTING MCHANISM I Filed Aug. 25, 195sv 9 sheets-sheet 4 fg; mi 72 l INVENToR VxcTOR w. K\.\E5RATH RBERT Ft BREESE B 1t A oRNEY Ot 3l, 1939- v. w. KLlEsRATH ET A1. 1177.662r

i GEAR-SHIFTLNG MECHANISM Filed Aug. 25, 1953 9 SheetsJ-Sheet 5 A TT RNEY Oct. 31, 1939. v. w. KLIESRATH AL GEAR-SHIFT ING MECHANISM -Filed Aug, 25, 1933 9 Sheets-Sheet 6 INVENToRs \QCTOR W. KUESRATH B 95am R BRE-.Esa

ATT RNEY Oct. 31, 1939. v. w. KLlEsRA'n-l ET Al. 2,177,662

GEAR-SHIF'TING MECHANI SM -9 Sheets-sheet 7' Filed Aug. 25, 1953 INVENToR.

VICTOR W. KLlEsRATH 1oBERT R BREESE ATT RNEY v l 44 vAc. 426

GEAR-SHIFTING MECHANISM Filed Aug. 25,' 1933 9 Sheets-Sheet 8 `(III/IIIIIIII'IIA INVENTOR5 V|cTor2 W. KLnEiramH ROBERT D. @messe ATTO EY Oct 31, 1939- v. w. KLll-:sVRATH ET AL 2.177,662

GEAR- SH'FTING MECHANI SM Filed Aug. 25, 1933 I9 sheets-sheet s Patented oct. 31, 1939 PATENT "OFFICE GEAR-SHIFTING MECHANISM Victor W. Kliesrath and Robert P. Breese, South Bend, Ind., assignors to Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware Application August 25, 1933, Serialy No. 636,720

^ 28 Claims. (Cl. 19t-.01)

This invention relates in, general to means for controlling the operation of an automotive vehicle and more particularly to means correlating the control of the internal-combustion engine, the clutch and the change-speed transmission to simplify the technic of operation of these units,

minimize the physical eiort necessary to their operation and in general providea simple and effective mechanism for the purposes intended.

The trend in the present day automotive vehicle is to power operation of the controls of the power plant; also, to reducing the number and complexity of the controls. It is accordingly the principal object of the invention to provide simply-controlled pressure differential operated power means for operating the standard types of clutch and transmission with which the vehicle is equipped, said means to be in part controlled by the means for operating the throttle and the engine and in part by a simple form of manually operated selector. l

A further object of the invention is to provide power means for operating thel clutch and transmission, which, in a large measure, will be automatic in action and will', with a minimum of operations on the part of the driver, accurately simulate the conventional manual operation of these mechanisms. To this end means are provided for automatically disengaging the clutch by power with a release of the accelerator pedal and therefore after the power of .the internalcombustion engine has been reduced to a minlmum, said means being so constructed that after the release of the accelerator the transmission may then, but not until then, be operated. ''he transmission may now be selectively operated for any one of its gear ratios by a single heel land toe operated means, with the exception that in the preferred embodiment of the invention the reverse gear operation of the transmission is effected by said means in conjunction with the opera-4 tion of a manually operated switch.

The'invention also contemplates the provision of interlocking clutch and transmission operating power means, preferably of the manifold vacuum operated type, controlled in part by the accelerator pedal of the vehicle and in part by a left-foot operated selector, the arrangement being su'ch that the transmission may be operated only after the accelerator is released and the clutch disengaged.

With respect to the power operation of the transmission of an automative vehicle the prior art is replete with suggestions .of so-called builtin mechanisms for operating the gear train of the transmission.` Such mechanisms are, however, necessarily complicated and expensive, usu- -ally requiring a modification of the standard form of transmission and including numerous conduit, valves, cylinders, etc. The invention is accordingly specifically directed to the power means for operating the transmission, the object being to provide a very simple and economic form of accessory unit adapted to operate the present day type of transmission 4including a conventional gear-shift lever, the power element 'of the unit being preferably connected directly to the shift lever to operate the same in a manner fully simulating a conventional operation thereof. To this end there is suggested a pivotally mounted pressure differential operated actuator, operably connected to the shiftlever at a point above the oorboard, said actuator being selectively operable to move the shift lever to any one of its conventional positions, and also operable to auto-matically neutralize the lever and bias the same to a position to shift into either reverse or low gear when the vehicle is static or substantially so.

Yet another object of the invention is to prov`vide a vacuum operated actuator, controlled in part by a manually operated selector valve mechanism, for moving the gear-shift lever to any one of its operative positions, the actuator being bodily movable by a vacuum operated power means, controlled by an automatically operable power operated valve mechanism, said latter valve mechanism cooperating with the aforementioned selector valve mechanism to control the entire sequence of operations of the shift lever. To this end there is provided an actuator comprising two separate vacuum operated motors, the actuator being lpivotally mounted for bodily move-- ment in a horizontal plane, said movement being effected by one of said motors mounted on one end of the actuator, both of the motors being controlled in their operation by a valve mechanism also mounted on the end of the cylinder.

A further object of the invention is to provide a composite valve mechanism for controlling the operations of a pressure differential operated actuator, said valve mechanism comprising a manually operated valve mechanism providing two three-way valves and further comprising a power operated three-way valve automatically controlled by a vehicle operated speed-responsive mechanism.

The invention also contemplates the vprovision of electrically operated means for controlling the neutralizing and laterally movable operations of a gear'shift lever operating actuator, said means comprising a valve member preferably solenoid operated, the s'olenoid being controlled by a plurality of switches to obtain the aforementioned operation of the motor. To this end there is provided in one suggested embodiment a solenoid operated three-way valve, the solenoid being either energized or deenergized with the mutual operation of one or more of (1) a switch operated by means responsive tothe speed of the vehicle; y(2) a master switch; (3) the conventional ignition switch of the vehicle; (4) a switch operable by the aforementioned heel and toe operated members; (5) a manually operable switch for cutting out the effect of the last-mentioned switch; and (6) a manually operated emergency switch for rendering the mechanism operative should there be a failure of the aforementioned speed-responsive switch.

A further object of the invention is to provide 2o power means for operating the shift lever to successively select either the second or high gear ratios of the transmission, the low or reverse selection `being effected manually. To this; end there is provided a double-acting actuator operably connected to the lever and controlled by a two-way operated valve .mechanism providing two separate three-way valves to selectively operateate the actuator to effect the desired shift. As a further feature of the invention the aforementioned valve mechanism is so designed as to automatically return to aneutral position with release of the valvel operating mechanism and thereby deenergize the actuator and leave the shift lever in its operating position.

Yet anotlier feature of the above invention.

lies in the provision of yielding means normally biasing the aforementioned actuator and its connected shift lever to a position to operate the y second and high gear shifter rod of the transmission, said yielding means to be overcome in order to effect an operation of the remaining shifter rod.

As an alternative embodiment of theeaforementioned invention there' is suggested the" provision of a shift lever operating power means comprising a double-ended actuator operably connected t0 the shift lever and housing a combined piston and selector valve member, the valve functioning as a power operated relay valve for preselecting the mode of operation of the actuator.

Other objects of the invention including the provision of yieldable connection between the power element of the motor and the shift lever to facilitate the operation of the shift lever, the

55 provision of a special mounting for the shift lever motor outside the dash with a manually operable member for operating the lever extending through the instrument board, and including other desirable details of construction and combinations 60 of parts readily suggesting themselves to those Askilled in this art will all be apparent from the following description and claims when considered together with the accompanying drawings, in which:

65 Figure 1 is a sectional view taken through the drivers compartment disclosing, in side elevation, the power gear-shift mechanism constituting the invention;

, Figure 2 is an elevational view of the drivers 70 compartment disclosing the elements of the gearshift mechanism constituting the invention;

Figure 3 is a sectional view taken on line 9 3 of Figure 1 disclosing the structure of the power actuator for operating the shift lever, the elements being shown in a position neutralizing the lever and just prior to biasing the actuator to its low and reverse position;

Figure 4 is a section taken on line 4 4 of Figure 3 disclosing the valve elements in position to neutralize the lever and bias the same to its low,

' reverse position prior to a gear ratio of selection;

Figure 5 is a sectional view through the actuator taken on line 5 5 of Figure 3 showing the vacuum port for neutralizing the shifting lever;

Figure 6 is a sectional view similar to Figure 3 disclosing the arrangement of the valve and actuator parts when the shift lever is in its second speed position;

Figure 7 is a sectional view similar to Figures 3 and 6 showing the arrangement of the valve and actuator parts when the shift lever is in its low speed position; q v

Figure 8 is a sectional view taken on line 8 8 of Figure 7 showing the valve parts in position to effect a low speed position of the shift lever;

Figure 9 is a sectional view taken on line 9 9 Aof Figure 6 showing the valve parts in position to effect` a second speed position of the shift lever;v

Figure 10 is a sectional view similar to that of Figures 8 and 9 showing the valve parts in position to eiect a high or third speed position of the shift lever;

Figure 11 is a view showing one suggested wiring diagram for the electrical control of the solenoid operated neutralizing and biasing three-way valve;

Figure .12 is a schematic view showing the speedometer control of the aforementioned solenoid operated valve; e

Figure 13 is a sectional view of the speedometer mechanism taken on the line l 3 l3 of Figure 12;

Figures 14 and l5 are views disclosing alternative speed-responsive means for controlling the aforementioned neutralizing and biasing threeway valve, Figure 14 showing the valve operated by a propeller shaft operated iiyball governor and Figure 15 showing the valve operated by a propeller shaft operated fluid pump;

Figure 16 is a sectional view of .the vacuum operated clutch control mechanism of Figure 1;

Figure 17 is a view, partly in diagram 'and partly in section, disclosing the actuator of Figures 17 and 18and also showing a combined vacuum and centrifugally operated clutch mechanism cooperating with the transmission operating mechanism; 1

Figure 17a is a sectional view'of the clutch control valve mechanism of Figure 7;

Figure 18 is an elevational View of the actuator of Figure 17;

being taken on the line 20-20 of Figure 19;

Figure 21 is an enlarged sectional view of the yieldable connection between the shift lever and power element of the actuator of the mechanism of either Figures 1 or 17;

Figure 22 is a diagrammatic view disclosing an alternative form of power mechanism for operating the shift lever wherein a treadle operated valve initiates the operation of a preselecting double-acting power actuator;

Figure 23 is a longitudinal sectional view of the actuator of Figure 22; n

Figure 24 is a partial sectional view of one operative position of the combined piston and selector valve structure of Figure 23;

'internal-combustion engine.

Figure l25 is" a side elevational view of another embodiment of shift lever operating mechanism wherein-fthe actuator is mountedon the outside of the dash ofthe vehicle, thev shift lever to be operated extending up under thes instrument board, there also being provided manually operated lever operating means extending through the instrument board; e

Figure 26 is a diagrammatic view of a mechanism for laterally biasing the shift lever of Figur 25;

Figure 27 discloses a wiring diagram of the electrical hookup for controlling the neutralizing and biasing operations of the gear shift operating mechanism of Figure 25;

Figure 28 discloses afwiring diagram of a preferred form of electrical hookup for controlling the neutralizing and biasing operations-of the gear shift operating mechanism of either Figures 1 or 25;

' vFigure 29 discloses a diagram of a hookup similar to that of Figure 28 with the exception that the master and emergency switches are omitted;

Figure 30 discloses a further modified form of hookup wherein the master, emergency and reverse switches of Figure 28 are omitted; and

Figure 31 discloses a simple form of hookup wherein the neutralizing and biasing operations are effected solely by the manual operation of but one switch.

The present invention in its broadest aspect is directed to power means for operating the standard types of clutch and transmission of an automotive vehicle, said power means being controlled in part by the throttle operating means of the In that embodiment of the invention illustrated diagrammatically in Figures 1 and 2 there is shown a drivers compartment I0, outlined in part by a dash I2 and a toe board I4 and housing a conventional transmission shift lever I6, steering wheell I8, accelerator `pedal 26 and clutch and brake pedals 22 and 24. Both the clutch pedal and the shift lever are preferably power operated by manifold.

vacuum operated double-ended actuators 26 and 28operatively connected respectively to the clutch ypedal 22 and lever I6. The principalY elements of the clutch actuator and its control valve mechanism 38 are shown in detail in Figure 16 wherein a double-ended cylinder 32 houses a reciprocable piston element 34 operatively connected to the clutch pedal by a link 36. A conduit- 38 interconnects an engine manifold 40, providing a source of vacuum power, with one end of the cylinder 32, the valve mechanism 36, comprising a combined three-way cut-out and bleed valve unit, being incorporated in the connection to control the operation of the clutch motor. A combined three-way and bleed plunger 42 of the valve unit is preferably connected to the accelerator pedal 28. A three-way valve plunger 44, preferably operated from the dash, serves asa cut-out means for rendering the clutch and transmission power means inoperative. The plunger 42 is recessed at 45 to interconnect the manifold and clutch motor to disengage the clutch when the accelerator is released.` When the accelerator is operated to.

engagement being eected by regulating thev rate of eilux of air from the motor via a conduit 48 tapped into the casing of the valve unit 30, the air then escaping through a tapered slot 50 in the plunger 42. 'Y A slot 52 is provided in the rod 36, permitting a relatively rapid eiiiux of air from the motor during the first portion of the clutch engaging throw of the clutch pedal, the last stage of the throw beingrelatively slow by virtue of the relatively slow bleed of air via the slot 50. I

The details of the aforementioned clutch operating mechanism form no part of the instant invention, being more fully described and claimed in United States application No. 592,170, filed February 10, 1932, Victor W. Kliesrath, inventor.

The shift lever operating actuator 28,' constituting the essence of the present invention, is also connected to the manifold by a conduit 54, said conduit being'tapped into the aforementioned conduit38 at a point between the valve unit 36 and the clutch actuator 26. The threewayvalve plunger 42 thus serves a`s a control valve for both the actuators 26 and 28, the remaining control valve mechanism for the shift lever actuator comprising a combined manual and power operated mechanism 56 housed within one end of the actuator, the same being described in detail hereinafter.

The aforementioned connection of the conduit 54 into the conduit 38 and below the valve.

unit 30 is an important feature of the invention, inasmuch as the accelerator pedal must be released to operate the three-way valve plunger 42 to interconnect the manifold with the clutch and shift lever motors before the latter may be energized. Thus the clutch is automatically dis- 'engaged with release `of the accelerator, and fur- Athe power means for operating the shift lever of the transmission, the actuator 28 is preferably mounted, to swivel in a horizontal plane, by a lug 58 pivoted to aj bracket member 68 secured to the dash I2, \all as disclosed in Figure 3. The actuator is preferably formed of three body parts 62, l64 and 66, making up two separate vacuum motors. Part 66 is preferably formed as a cylinder stamping, closed at one end by a cap 6 8 and at its other end by the part 84, and housing a reciprocable piston member I connected to the gear shift lever I6 by a connecting rod 12. The piston and cylinder construction provide a pressure differential operated motor 'I3 for moving the shift lever in conventional fashion in either of two planes of 'movement for selecting any one of the three forward or reverse gear ratios of the transmission. The actuator body parts 62 and 64 constitute elements of a pressure .differential operated vacuum motor Moperative, in combination with a return spring to be described, to swivel the actuator and its connected shift lever laterally to select one or the other of the aforementioned planes of movement. The parts 62 and 64, preferably formed as castings, are constructed land arranged to house a pressure differential operated diaphragm member 16, the latter being operatively connected, by a link 18,' to a lever 80, the latter being pivotally connected at one of its ends to the bracket 68. The

lever 80 is adapted to contact a lug 82 extending from the body part 62. Thus with an operative movement of the diaphragm upon energizing the motor 14 the lever 80 is actuated, fulcruming at 84, to move the actuator bodily in a horizontal plane to the position disclosed in Figure 7. A bias spring 86, interposed between bracket 60 and body member 62, is compressed during this swiveling movement, and upon deenergizing the motor 14 the spring serves to return the actuator and its connected shift lever to their normal position as disclosed in Figures 3 and 6. This position of the lever insures either a second or high gear operation of the transmission, and the spring 86 thus serves to normally bias the shift lever to this position, the lever being moved by power to its low and reverse gear position.

Both of the aforementioned motors are preferably vacuum operated, as indicated above, and are controlled by the laforementioned valve mechanism 56, which may be housed within theactuator body part 64. The valve mechanism, best shown in Figures 4, 8, -9 and 10, comprises generally a manually operated selector valve member 88 for controlling the actuator to move the shift lever to select the several gear ratios, and a cooperating power operated valve member 90, also .controlling thev actuator, for automatically neutralizing the shift lever and then moving the same to its low, reverse position when the vehicle is static or substantially so. The valve member 88, which extends laterally through the valve casing, is characterized by two full bodied portions 92 and 94 connected by a spindle portion 96, together forming a recess 98 communicating at all times with a duct |00 interconnected with the conduit 54 leading to the manifold as a source of vacuum. The body member 64 constitutes a major part of the valve structure and ,is bored to provide ducts |02 and |04 interconnecting a tube |06, extending to one end of the cylinder 66 at a port |01, and ports |08 and ||0,

the latter adapted to be either covered 0r uncovered by the valve portion 92 with movement of the valve member 88 to thereby alternately connect a' right compartment ||2 of the cylinder with the atmosphere or to vacuum. The port ||0 interconnects the duct |02 with the atmosphere via a bore ||4 in the body of the valve, an air cleaner ||6 being provided to lter the air entering the actuator. A port ||8 connects a left cylinder compartment |20 with the atmosphere via an opening |22 in the casting, a recess |24 in the valve member 88, openings |26 in a spindle portion |28, and a bore |30 extending throughout the entire length of the valve member and communicating with the air cleaner ||6. A port |32 serves to interconnect the latter compartment with the manifold, via recess 98, duct |00 and conduit 54, when the valve member 88 is moved to uncover this port.

The valve member 88 is normally maintained in the position disclosed in Figures 3 and 4, connecting both ends of the cylinder 66 with atmosphere, by means of springs |34 and |36, one or the other of said springs being compressed, to operate the valv'e and energize the cylinder, by means of a left-foot operated treadle |38.

The treadle is pivotally mounted at its center and is connected by links |40 and |42, bell crank |44 and link |46 to the valve member 88. Thus a heel or toe operation of the treadle will operate the valve member in one direction or the other to energize the actuator to actuate the shift lever. These operations and the position of the parts assumed will be described in greater detail hereinafter in `reviewing the operation of the mechanism.

Thefpower operated valve member 90, shown in detail in Figure 4, comprises a pistonmember extending vertically through a valve casing |41. The piston member is recessed at |48, a full bodied end portion |50 being adapted, with movement of the valve to the right, to uncover a port |52 intercommunicating the manifold, via the duct |00 and recess 98, with a duct |54, a recess |56, a duct |58 and a tube |68, the latter extendyin g parallel to the cylinder 66 and secured thereto. Further movement to the right of the valve member 90 serves to uncover a port |62, shown in dotted-lines in Figure 3, to intercommunicate the l manifold with a right compartment |64 of the vacuum motor 14. A duct |66 interconnects the air cleaner ||6 with the recess |48 in the valve member 90 to connect the atmosphere with the compartment |64 when the valve member 90 is in its extreme left position. At this time the port l |52, leading to the tube |60, is covered.

The valve member 90 is moved to the right, to uncover the ports |52 and |62A and cover the duct |66, by a solenoid |68 comprising a winding |10 and an armature |12, the latter constituting an end extension of the body of the valve member.

v circuit, including` the solenoid |68, and effect theaforementioned operation of the valve 90.

An important feature of the invention relates to the speedometer or equivalent speed-responsive operated switch |18, the same being constructed and arranged to close when the vehicle is static or substantially so. There is schematically disclosed in Figures 12 and 13 one form of speedometer operated switch comprising a conventional speedometer casing |84 grounded at |86 and housing a shaft |88 driven by the propeller shaft of the vehicle. A spring returned disk |90 and an indicating needle |92 are mounted on the shaft |88 to rotate therewith, the disk being provided with a contact lug |94 adapted, when the speedometer registers zero or Substantially zero, to contact a buffer spring |96, the latter being pressed into contact with a contact spring |98 wired to the winding |80 of the relay.

The springs |96 and |98 are preferably mounted A valve plunger 42 connects the manifold with the clutch motor to automatically disengage the clutch: the connection between the manifold and control valve mechanism 56 of the shift lever actuatoris also opened to permit an operation of 'the transmission operating lever I6 to shift into anyone of low, reverse or second gears as is desired. It is also to be noted that at this time there is a direct connection between the mani-.

fold andthe vacuum motor 14, inasmuch as the solenoid |68'is energized to move the valve meml ber 90 to the right and uncover ports |52 and to its'low gear position.

|62, the `connection being made via conduits 38 and 54, duct |00 and recess 98. The motor 14 is thus energized by evacuating the compartment |64 thereof, thel atmosphere, acting upon the diaphragm 16, entering the compartment via an opening 202 in the member 62. The lever 80 connected to the diaphragm is thus urged outwardly to bodily move the actuator and its connected shift lever against the action of spring 86 and position the actuator, as shown in Figure .7, preparatory to effecting'either a low or reverse shift of the transmission.\

If it is then desired to place the transmission in low gear, the operator depresses the heel portion of the treadle |38 to move the valve member 88 to the position shown -in Figure 8 to interconnect the manifold with the right compartment |2 of the motor 13 via duct I 00,A recess 98, port |08, ducts |02 and |04 and tube |06: atmosphere is, at this time, admitted to othe left compartment |20 of the motor via the air cleaner |l6, bore |30, openings |26, port |32 and duct |22. The piston is thus forced'to the right to the full line position `of Figure 7, moving the shift lever I6 With release of the treadle |38 the spring |34 returns the valve member 88 to its neutral position, shown in Figure 4, to vent both compartments of theA motor to atmosphere: the shift lever remains in position however and the accelerator is now depressed to engage the clutch to get the vehicle under ,way.

When the desired speed of the vehicle has beenv reached in low gear, the operator depresses the toe portion of the treadle to select the second gear position of the shiftlever. The valve member 88 is by this operation drawn outwardly to thev position of Figure 9, the`left compartment |20 of the motor 13 being connected to the manifold \via duct |00, recess 98, port |32 and duct |22: the right compartment ||2 of the motor is at this time connected to the atmosphere via air cieanerus, here' no, ports los-and no, ducts |02 and |04 and'tube |06. Thus the piston 10 of the'motor is forced to the left under the pressure of the atmosphere to the position shown in full lines in Figure 6, and the shiftlever is moved to its second gear position, Release of the treadle |38 will again permit the valve 88fto be neutralized by its spring |36, the shift lever remain' switch |18 b'eing opened when the lug |94 moved away from the spring |96-to, thereby deenergize the solenoid '|68 and permita return of the valve member- 90' under the .action of a return spring 204. This position of the valve member 90is shown ln Figure 9, the compartment |64 of the motor' 14 being connected to atmosphere viaA aircleaner H6; duct |66, recess |48 and port |62.

In Figure 8 the Valve member 90 is shown in its operative position to energize the motor 14. The actuator is thus biased by vacuum power to its low and reverse gear position when the vehicle is static and is biased to the second and high gear position when the vehicle is in motion.

The desired speed of the vehicle having been reached in second gear, the treadle is now again heel operated to move the valve 88 to the position of Figure 10, similar to the position of lFigure 8,-whereupon the motor 13 is again energized to move the shift lever to its 'high or third gear position. When driving in high gear the operator may step the gear ratio down to second gear with a toe operation of the treadle, as is obvious from the aforementioned description.

When the vehicle is brought to a stop, the shift lever is automatically neutralized, irrespective of the then existing position of the lever, the piston 10 moving to the position of Figure 3. This operation is effected by virtue of the aforementioned operation of the solenoid when the' vehicle is static, the valve member 90 being automatically operated toruncover the port |52 to vacuum. The manifold is then connected, via duct |54, recess |56 and duct |58, with an opening 206, shown in Figures 3 and 5, in the tube |60. The connection between the tube |60 and the interior of the cylinder is made by' a cup member 208 fixed to the cylinder 66 over an opening 2|0 therein, the tube extending through the cup.

Thus one or the other of the compartments of the motor 13 is automatically connected to the manifold when the vehicle isy stopped to draw the piston 10 to the center of the cylinder'until the hole 2 |0 in the cylinder is covered: piston sealing rings 2|2 are preferably made of a width to equal the width of the opening 2|0. The shift lever is tion in the gate of the transmission when the Vehicle is stopped, and it should be remembered,

as has been previously described, that the lever is also automatically moved through the gate in the transmission over to the low and reverse gear position of the lever. The shift lever is then in position to repeat the above described cycleof operations.

Should the operator desire to shift into second gear from a standing start,the' treadle is toe operated, `resulting .in an operation of the mechanism not heretofore described but which constitutes an important feature of the invention; for it will be noted that some means must be provided, operative to automatically cut out the operation of the motor, 14, biasing theactuator and its lever to the left, and to insure an operation of the spring 86 to move the same to the right, prior to the forward movement of the 'piston 10 resulting from an operation of a valve member 88. Otherwise, the motor 14 would remainfoperative, moving the shiftlever to place the transmission in reverse. To this end there Athus automatically moved to its neutral posiis provided a switch`2|4 in series with the Windving-of the solenoid |68 and comprising a plunger 2|6, vbiased by a spring 2|8 to bridge contacts 220 by a contact 222, the end of the plunger abutting a fillet 224, at the junction of a two- L ametered portion 226 of a stem 228 of the valve members 2|6 sufciently to separate the contacts to deen- 1 ergize the solenoid, resulting in a closing of the valve member by its return spring 204 and a venting vof the motor 14 to then'permit the spring 86 to move the shift lever through the gate of the transmission. The parts are so constructed and arranged as to insure this result prior to any movement of the piston 10 resulting from an operation of the valve member 88 to the position disclosed in Figure '9. The shift lever is thus moved to its second gear position with a toe operation of the treadle despite the fact that the vehicle is stationary.

Obviously, the aforementioned mechanismwill prevent the transmissions beingplaced in reverse; therefore as a further feature of the invention there isprovided a manually operated 15 switch 238, preferably conveniently mounted on the instrument board or on the steering wheel,

closing what may be termed a jumper circuit to operate the solenoid. Thus the effect of opening the valve operated switch 2|4 is destroyed when 20 the operator manually closes the switch 238, and the shift lever is maintained in position by the motor 14 to permit the shift lever to be moved by the motor 13 to its reverse gear position. The operation of the switch 238v and the'circuit that it 25 controls is disclosed in the Wiring diagramv vof Figure 11.

If desired, a manually operable switch 2312 may also be conveniently located, preferably in 'the dash and adjacent the switch 230,*said switch 30 functioning toshunt the master switch |16 and speedometer controlled switch |18; thus should either or both of the latter switches fail, the solenoid would nevertheless be rendered operable for the purposes intended. The function of the mas- 35 ter switch |16 is to render the motor 14 inoperative, whereupon it becomes necessary to manually neutralize the shift lever and move the same through the gate of theV transmission. It will also be noted that an excessive drain of the battery is obviated by placing the ignition switch |14 in series with the relay.

There is thus -provided a substantially foolproof mechanism for operating a conventional gear-shift lever by power, the mechanism in its operation fully simulating a conventional manual operation of the lever.

Alternative-embodiments of the invention arc disclosed diagrammatically in Figures 14, 15, 17, 22 and 25. Figures 14 and 15 disclose different typesof speed-responsive mechanism for operating the valve member 90, the modification of Figure 14 providing a spring 234 to move a lever 236 to open the valve when the vehicle is static or substantially4 so, the spring being overcome,to close the valve, by a vehicle propelled shaft driven flyball governor 238 when the vehicle is in motion.

' In Figure 15 there is disclosed a spring 248, housed within a fluid motor 242, operative to move a piston 244 and its connected valve member 98 to open the valve when the vehicle is static, the

spring being compressed to close thek valve, byl

fluid pressure derived from a vehicle propeller shaft driven uid pump 246, when the vehicle is` in motion. t

'There is disclosed in Figures 17-20, inclusive, a mechanism similar Ain operation to the mechanism of Figure 1 with the exception that the power means for neutralizing the shaft lever and biasing the same toits low and reverse position is omitted. A double-acting actuator 388 is pivotally mounted tothe dash at 302, its reciprocable piston 304 being substantially. universally connected to a shift lever 386 by a yieldable bracket connection 308; this connection, which is disclosed in detail in Figure 21, preferably comprises a relatively soft rubber portion 3| 0, internally tapered to stitutes the invention of Willard Paine, the same. being disclosed and claimed in "an application No.

690,641, filed September 2 3, 1933. A spring 320 serves to bias the actuator to the right to insure a power operation of the shift lever. Theyalve -mechanism for controlling the operation of the actuator is preferably built into an end member 322 ofthe actuator constituting a valve part and comprises "a reciprocable piston member 324 operatively connected to a two-wayoperated treadle 326 by linkage 328. The piston is recessed at 330, opposite a vacuum port-332 in the member 322, said piston being provided with openings 334 interconnecting a longitudinally extending bore 336 in the piston with a piston receiving bore 338 in the member 322, the bore being capped at its end by an air cleaner 340. The valve member 322 is provided with ducts 342 and 344 connected respectively with a forward compartment 346 of the actuator vand with a tube 348'the latter extending exteriorlyr of the actuator and length-` wise thereof to be tapped into the rear end of the actuator to interconnect a rear compartment 358 thereof with the valve mechanism. Valve springs 352 serve to return the piston to a neutral position to vent both ends of the actuator to atmosphere and close off the vacuum connection when the treadle is released.

In operation, either a heel or toe actuation of the treadle 326 serves to connect ,one or the other of the compartments 346 and 358 of the actuator with the manifold via ducts 342 or 344, recess 338, port 332 and a conduitt354 to energize "the actuator to effect either a second or high gear eliminating thevacuum interlock feature pre-4 viously shown and described.

There is sectionally disclosed inthe lower part of Figure 17 a form' of combined centrifugal and vacuum operated clutch structure with which the transmission operating power mechanism is adapted to cooperate. A connecting rod 356 of a clutch motor 358 is connected to a crank arm 360 adapted, when the motor is energized, to disengage the clutch, to `actuate a crank member 362 to force a sleeve member 364 to the left to operate a plurality of lever members 366. vThe lever members are fulcrumed on cross pins 368 secured to 'pins 310, the latter being xed to a housing member 312 secured to the flywheel rotor member 314 of the clutch. Lever members 366 are adapted, when actuated, -to force pins 316 and a connected flange 318 of a pressure plate 388 laterally to the right to move a ring member 382 out of contact with a friction disk 384, the latter being slidably keyed .to a vehicle drive shaft 386. The plate 388 and ring 382 thus form relatively movable parts of a laterally movable clutch engaging unit. Spring pressed pins 388 serve to secure the ring 382-to the pressure plate 388 and also serve to maintain a pluralityv of spaced centrifugal weight members 390 in position, a shank portion 392 of each weight member extending throughvan opening 394 in plate 388 and into a recess 396 in the face of the ring. A plurality of clutch springs 398, interposed between the maintaining the friction disk 384 pressedL into housing member 312 and the pressure plate 388, normally tend to keep' the clutch engaged by contact with the ywheel 314 by the pressure plate unit.

e With release of an accelerator pedal 488 the clutch operating motor 358 is energized to move the crank 368 to a\ tuate the levers 366 and compress the clutch springs 398 to disengage the clutch. In this operation the pressure plate and ring unit is preferably moved far enough away from the friction disk 384 to completely disengage the unit from the disk, irrespective of the position of the ring 382 with respect to the plate 388' under the action ofthe weights 398; With an operation of the accelerator to step up the speed of the engine the clutch motor is de. energized, permitting the clutch springs 388 to move the plate and ring unit to the left to force the friction disk 384 into engagement" with the ywheel 314 and engage the clutch. The pressure of the clutch springs is augmented by the action of the weights 398, which are moved outwardly by centrifugal force, the shank portions thereof -acting as levers to separate the ring 382 from the plate 388. The force exerted by the weights is a function of the engine speed, inasmuch as the centrifugal force energizing the weights is directly proportional to said engine speed. The clutch is thus engaged in accordance with themode of operation of the accelerator,

` which simulates a conventional manual operation of the clutch. The. bleed controlof the clutch motor 358, as described hereinafter, is also regulated to so control the clutch engaging action of the, clutch springs as to cooperate with the centrifugal weights and insure their clutch Vengaging action as just described. Preferably in starting the vehiclethe entire loading vof the clutch is effectedby the centrifugal weights, the bleed control of theclutch motor being 'such as to del-ay the loading from the clutch springs until the vehicle is under way; this is usually effected in from four to six seconds. Should the clutch slip as inlaboring on a; hill the Aclutch springswill at the end of the aforementioned period become effective to augment the action of the weights and insurean adequate loading of the clutch to properly accelerate the vehicle.

The 'clutch operating mechanism of Figure 17 preferably `comprises the .aforementioned actuator 358 connected to a manifold 48| by a'conduit 482 at a pointljust above a throttle 484 the later functioningfas a three way valve similar to the valve 42 of Figure 16. A spring operated check valve 486 in the .vacuum connection, described'in detailin Figure 11a, permits' the clisengagement of the clutch avalve 486' automatically inserting to interconnect the manifoldl and actuator whenthe throttle is closed. A small opening 486" in the valve member 4 86' provides a fixed bleed of air back into the actuator to control the rate of clutch engagement when the throttle 4841s opened. L

ere is disclosed in' Figures 22, 23 and 24 'an embodimentof the invention wherein the actuator for operating the shift lever houses apowe'r operated vvalve mechanism functioning to preselect the mode of operation of the actuator. Similar tosthe previously described modification of Figure 1'1 a double-ended actuator 481 is pivvotally secured to thevdash at 488 and a Areciprocable piston 4|8l therein is `universally connected .tg-,a shift lever 4I2' by aconnecting yrod 4I4 the "(5 letter 4having aj beu and socket connection 41s.

with an arm 418 secured to the lever. ,i-A hub portion 428 of the piston 4I8 is slidably mounted on an enlarged end member 422 of the connecting rod 4I4, the two parts being provided with cooperating ducts to provide a valve member. A conduit 424 interconnects a vacuum port 426 in the rod 414 with a manually operated control valve 428, the latter being connected with ,the previously described clutch control mechanism of Figure 16.

Depression of a treadle 438 moves a spoolshaped piston member 432,0f the valve 428 to rst cut olf the connection of the conduit 424 with the atmosphere at a port 434 and then interconnect -said port and a port 436 through the spool valvefmember 432 to interconnect the actuator with the source of vacuum. The actuator is thus energized, to move the shift lever to its high gear position, by the evacuation of the air from a rear compartment 438 of the actuator via a duct 4.48 in the hub .428, cross ducts 442 in the member 422, a tube 444 in the connecting rod and conduit 4|4, the atmosphere entering a forward compartment 446 of the actuator via cross and longitudinally extending ducts 448 and 458 in the member 422, and a tube 452 constituting a portion ofthe connecting rod. The above described operative position of the parts is disclosed in full lines in Figure 23. wherein the piston member 4|8 and rod 4I4 have been moved to their extreme right position.

With release of the treadle 438 by a return spring 454 the spool valve 432 is again returned to a position'to cut off the vacuum connection with the actuator and interconnect the same with the atmosphere. Air then enters the right compartment `438 of theactuator to equalize\the absolute pressure in each compartment of the actuator whereupon the piston 4I8 is moved to the left by a spring456 to a position disclosed in Figure 26. The spring 456'is compressed with the power stroke of the piston to the position of Figure4 23, and with the equalization of absolute pressures on either side of the piston the spring automatically functions to slide the piston vover -the member 422 as justdescrlbed. The parts are now in position toeifect a reverse power stroke of the piston to move the shift lever to its second gear position, and it will be` notedthat the relatively movable piston hub 428 and conthus power operated to the left from the posivsof:

tionl of Figure 24 tomove the shift lever into its second gear position, and when the Itfoadle is ro lease 'v the member 422 to the right to the ',dotted line position of Flgureu23 by a spring 482 operating the' valve to pre-select the subsequent operation 'of the actuator: the parts will tlen bein position to Ieffect anotherpower stroke to movethe shift lever to its high gear position.

df, after the completion of the power stroke.v the` piston hub 428 is automatically'move'd overl There is thus provided meansfor alternately power operating the shiftlever from high to second and back again without conscious effort on the part :of the driver to select anoperation of the valve, for all that is necessary is to depress mounted, by brackets 465 and 466, to the outside of a dash 468, a piston 410 thereof being operably connected to a shift lever 412 by a connecting rod 414, bell crank 416 and link 418. The shift lever is preferably so curved-as to extend beneath an instrument board 480 to thus increase the leg room of the driver. L

The actuator 463 is identical with that disclosed in the modification of vFigure 1 with the exception that the diaphragm motor at the end of the actuator is omitted the same being replaced by a solenoid 482 shown in Figure 26 and described hereinafter. A valve mechanism 484, similar in every detail to that disclosed in Figure 4, serves to control the operation of the actuatorf the valve being operated by a treadle 486 interconnected therewith by links 488 and 490 and a bell crank 492. Inasmuch as the biasing vacuum operated power means has been omitted from the actuator of this embodiment some means must be providedfor taking its place and to this end there is suggested a combined solenoid and spring mechanism disclosed in Figure 26. The lever 412 is providedy at its end with a socketed fitting 494 to receive a ball 496 on the end of the lever. A laterally extending biasing spring 498 interconnects one side of the fitting with a side wall 500 of the drivers compartment or other rigid portion of the vacuum body and a laterally extending cable 502 interconnects the other side of the fitting with the armature of the solenoid 482 the latter also being secured to a rigid portion 504 of the vehicle. The solenoid 482 is preferably connected in parallel with the solenoid of the valve mechanism 484 as disclosed in the wiring diagram of Figure27; otherwise the electrical .hookup is identical with that disclosed in Figure 11.

'Ihe operation of the aforementioned mechanism will be apparent, the same being identical in function with thatof the mechanism disclosed in Figure 1; with an idling engine, the master switch |16 closed and the vehicle static. The speedometer controlled switch |18 is closed to close the relay |82 and energize the solenoids |68 and 482. The shift lever is thus rst neutralized by the actuator 463 and then moved, against the tension of the spring 49B, to its low and reverse gear position. 'I'he actuator may now be energized, by the operation of its treadleoperated selector valve mechanism, to move the shift lever to any one of its reverse, low or second gear positions, the reverse gear position beingmade possible by the temporary manual: closingof the reverse switch 430 all as previously jdesc'riberi,;. in short, the shift lever may be operated inv-theisame manner asy that of the mechanism of` Figure .1, solenoid 482 and the spring 498 functioning'in a manner similar to the motor 14 and spring 16 of the previously described mechanism.

An important feature of. the mechanism of Figure 25 is in-the provision of a manually operable connection comprising` a link 506 anda hanl, dle 508 pivotally connected to the fitting 494 of the shift lever by ears 5|0 and extending through the instrument board\480. Thus at the option of the driver the shift lever-may be manually operated in conventional fashion, a push and pull action selecting the gear ratios and neutralizing the lever and an oscillatory action moving the lever through the transmission gate to either of its low and reverse or second and high positions.

There are disclosed in Figures 28 to 31 inclusive, alternative electrical hookups for controlling the operation of the solenoid operated valve 90, the latter controlling the neutralizing and biasing operations of the actuator.

'I'he hookup of Figure 28 is similar in operation to that of Figure 11, previously described, with the exception. that the master switch |16 simultaneously opens or closes both the relay and solenoid circuits and the emergency switch 232 is placed in the solenoid circuit, shunting the relay |32. Thus with an opening of the master switch |16 the entire electrical hookup of Figure 28 is rendered inoperative, whereas with the embodiment of Figure 11 the solenoid |68 might have been energized with an operation of the reverse switch 230; furthermore, by placing the emergency switch in the solenoid circuit and shunting the relay there is provided a means for rendering the mechanism@ operative despite a failure of either the speedometer switch or relay; otherwise the hookups of Figures 11 and 28 are identical in operation.

The systems disclosed in'Figures 29, 30 and 31 are designed to simplify the system of Figure 28 by eliminating certain of the control switches, that of Figure 29 eliminating the master and emergency switches, that of Figure 30 further simplifying by eliminating the master, emergency and reverse switches, and the system of Figure 31 providing by a single manually operated switch 5|2 for controlling the solenoid |68.

It will be understood that while a plurality of embodiments of the invention are described as shown, a considerable latitude is to be permitted in construction within the scope of the appended claims.

` We claim:

y1. Power means for operating the gear shift lever of a three-speed forward and reverse transmission of an automotive vehicle comprising a laterally movable and double-acting pressure differential yoperated actuator operable to simulate a conventional operation of the gear shift lever, and valvular means for controlling the operation of said actuator, said means being both manually and power operated and operative to provide a coordinated selective and vautomatic control of said actuator.

2. Power operated accessory means for operating the shift lever of a three-speed forward and reverse transmission of an automotive vehicle comprising a pressure differential operated actuator having its power element operatively connected to said lever to move the same in either one of two planes of movement said actuator further comprising power means for bodily moving said actuator and its connected lever in a third plane of movement to select one or the other of the aforementioned planes of movement, and valvular mechanism for controlling the aforementioned operations of said actuator.

3. Power operated accessory means for operating ythe shift lever of the transmission of an automotive vehicle comprising a, pressure differential operated Aactuator having its power element operatively connected to said lever to move the lever in either one of two planes of movement, said actuator comprising power means for bodily moving itself and its connected lever. in a third plane of movement to so position the actuator as to permit the operation of the lever in either one or the other Aof the aforementioned planes of movement, and

valvular mechanism for controlling the aforementioned operations of said actuator.

4. Power operated accessory means for operating the shift lever of the transmission of an automotive vehicle comprising a pressurediiferential operated actuator having its power element operatively connected to said lever to move the lever in either one of two yplanes of movement, said actuator comprising power means for bodily moving itself and its connected lever in a third plane of movement to so position the actuator as to permit the operation of the llever in either one or the other of the aforementioned .planes of movement, and a manually and power operated valvular mechanism for controlling the aforementioned operationsof said actuator.

5. Power operated accessory means for operating the shift lever of the transmission of an automotive vehicle comprising a pressure differential operated actuator having its power element operatively connected to saidilever to move the same in either one of two planes of movement, said actuator comprising power means for bodily moving said actuator and its connected lever in a third plane of movement to so position the actuator as to permit the operation of the lever in either one or the other of the aforementioned planes of movement, and a manually and power operated i valvular mechanism for controlling the aforementioned operations of said actuator, the man- 'to' effect a movement of said lever to a position to lever of an automotive vehicle comprising an actuator operatively connected to said lever, valve' ual operation of the valvular mechanism energizing the actuator for effecting the first mentioned operations of the shift lever and the power opera- -tion of the valve mechanism energizing the actuator to effect the last-mentioned operation of the shift lever.

6. Power means for operating the gear shift lever of an automotive vehicle comprising'an actuator operatively connected to said lever, valve mechanism for controlling the operation of said actuator to energize the same to move said lever in such fashion as to fully simulate a conventional manual operation thereof, and automatically operable means for operating said valve mechanism the transmission, said means being only operative when the vehicle is static or substantially so.

7. Power means for operating the gear shift mechanism for controlling the operation of said actuator tg selectively operate the same to move said lever in such fashion as to fully simulate a conventional manual operation thereof, and automatically operable means for operating said valve mechanism "energizing said actuator so as to bias said lever to a position to effect either a lowor a reverse gear operation of the transmission, said valve operating means being operative when the 'vehicle is static or substantially so.

8. Means for operating the gear shift lever f an automotive vehicle comprising a unitary power means operatively connected to said lever, valve mechanism forcontrolling the operation of said unitary power means,- automatically and selectively operating the same to move said lever in such fashion as to -fully simulate a conventional manual operation thereof, the selective operation of said valve mechanism effecting any one of the selections of the transmission, and vehicle operated speed-responsive means for operating said valve mechanism energizing said actuator so as to bias said lever to a position to effect either a low or a reverse gear operation of the transmission, said valve operating means being operative when the vehicle is static or substantially so.

9. Power means for operating the gear shiftv substantially so, and other means for operating said valve mechanism to energize said actuator to select any one of the three forward or reverse gear selections of the transmission.

10. In an automotive vehicle provided with an internal-combustion engine, a clutch and a gear shift lever, manifold vacuum operated power means for operating the clutch and transmission, valvular means for controlling the operation of the power means to successively disengage the clutch and effect a combined selective and 'automatic operation of the shift lever, and means for operating said valvular meanslcomprising means operative in accordance with the speed of the vehicle, the selection of the valvular means being effective to so control the operation of the power means as to establish one of a plurality of the settings of the transmission.

11. In an automotive vehicle provided with an internal-combustion engine, throttle operating fmeans, a clutch and a gear shift lever, manifold vacuum operated powerI means for operating the clutch and transmission, valvular means for controlling the operation of the power means to successively disengage the clutch and effect a combined selective and automatic operation of the shift lever, said valvular means comprising a plurality of valves including a three-way valve oper- .ated by said throttle operating means, and further comprising a heel and toe operable valve for in part controlling the power operation of the shaft lever together with means for operating one of said valves including a control element operable when the speed of the vehicle is reduced to a predetermined value.

12. In an automotive vehicle provided with a three-speed forward and reverse transmission mechanism, power means for operating the transmission to simulate a conventional manual operation'thereof, said power means comprising an actuator operably connected to the transmission and a valve mechanism for controlling the actuator, said mechanism comprising selectively operable means for energizing the actuator to place the transmission in any one of its operative positions and further comprising automatically operable means, operative when the vehicle is,

static, or substantially so, to rst neutralize the transmission and then bias the same to insure the selection of any one of its low or reverse speed settings. I

13. In an automotive vehicle provided with a three-speed forward and lreverse transmission,l

power means for operating the transmission to simulate av conventional manual operation thereof, said power means comprising an actuator operably connected to the transmission and a valve mechanism for controlling the actuator, said mechanism comprising manually operated selectively operable means for energizing the actuator to place the transmission in any one of its operative positions and further comprising vehicular operated speed responsive means for rst neutralizing the transmission and then operating the same to insure the selection of any one of its low, reverse, or second speed settings.

14. In an automotive vehicle provided with a three-speed forward and reverse transmission mechanism, power means for operating the transmission to simulate a conventional manual operation therof, said power means comprising an actuator operably connected to the transmission and a valve mechanism for .controlling the actuator, said mechanism comprising a heel and toe operated means for energizing the actuator to place the transmission in any one of its operative positions and further comprising .speedometer Acontrolled means for first neutralizing the transmission and then rendering the same operative to insure a subsequent selection of any one of its low, reverse or second speed settings. f

15. Power means for operating the shift lever of a three-speed forward and reverse transmission of an automotive vehicle comprising a single actuator operably connected to the lever and pivotally mounted to move bodily in a horizontal plane, power means for biasingsaid actuator and its connected lever to a position to effect either a low or a reverse shift of the transmission, and means for controlling the operation of the actuator to effect the desired shift of the transmission.

16. Power means for operating the shift lever of a three-speed forward and reverse transmission of-an automotive vehicle comprising a single actuator operably connected to the lever and pivotally mounted to move bodily in a horizontal plane, automatically operated power means for biasing said actuator and its connected lever to a position to effect either a low or a reverse shift of the transmission at zero or substantially zero vehicular speed, and means for controlling the operation of the actuator to effect the desired shift o f the transmission.

17. Power means 'for operating the shift lever of the transmission of an automotive vehicle comprising a single double-acting actuator oper.

ably connected to the lever and pivotally mounted to move bodily in a horizontal plane, automatically operated power means for biasing said actuator and its connected lever to a position to effect either a low or a reverse shift of the transmission at zero or substantially zero vehicular speed, and manually operated means for controlling the operation of the actuator to effect the desired shift of the transmission.

. 18. Power means forl operating the shift lever of an automotive vehicle to simulate a conventional manual operation thereof vcomprising a power actuator operably connected to said lever within the drivers compartment,.said actuator comprising power means operable when the vematically returningsaid actuator and its connected shift lever to a position to effect either a second or a high gear shift of the transmission when the vehicle is in motion, and means for controlling the energization of said actuator to move the shift lever to effect any one of the three forward or reverse gear selections of the transmission. i

19. A manifold vacuum operated power means for operating the shift lever of an automotive vehicle to simulate a conventional manual operation thereof comprising a power actuator oper,-

` ably connected to said lever within the drivers compartment, said actuator comprising power means operable when the vehicle is static or substantially so, to automatically move said actuator bodily to move the lever` to its position to effect either a low or a reverse gear operation of the transmission, a spring operated lever means fory automatically returning said actuator and its connected shift lever to a position to eifect either a second or a high gear shift of the transmission when the vehicle is in motion, and means for controlling the energization of said actuator to move the shift lever and effect any one of the three forward or reverse gear selections of the transmission.

20. Power means for operating a three-speed forward and reverse transmission of an automotive vehicle comprising a power actuator operably connected to the shifter rods of said transmission, said actuator comprising power means, automatically operable when the vehicle drive shaft is static or substantially so, to operate said actuator to insure a low or reverse selection of the transmission, and means for controlling the operation of the actuator to select any one of the low or reverse gear ratios of the transmission 4when the aforementioned automatically operated power means is in operation.

.21. Power means for operating a variable forward speed and reverse transmission of an automotive vehicle comprising a power actuator operably connected to the transmission, said actuator comprisingk power means for bodily moving said actuator to insure either a low or a reverse gear operation of the transmission when the vehicle is static or\substantially so, said actuator comprising other power means for bodily moving said actuator to insure either a second or a high gear operation of the transmission when the vehicle is in motion, valve means for controlling an operation of the actuator to effect any one of the gear ratio settings of the transmission, and other valve means, cooperating with said lastmentioned valve means, for controlling the aforementioned power means to effect the aforementioned bodily movements of the actuator and also serving to control the same to automatically neutralize the transmission when the vehicle is static or substantially so.

22. Power means for operating the variable forward speed and reverse transmission of an Vautomotive vehicle comprising a double-acting power actuator operably connected to the transmission, said actuator comprising power means for bodily moving the same to insure either a low or a reverse gear operation of the transmission when the vehicle is static or substantially so, spring operated lever means for bodily moving said actuator to insure either a high or a second gear operation of the transmission when the vehicle is in motion, a manual two-way operated valve means for controlling the operation of the actuator to effect any one of the gear ratio settings of the transmission, and a power operated valve means, cooperating with said last-,mentioned y,valve means, for controlling the aforementioned power means to eiect the bodily movement of the actuator and also serving to control the same to automatically neutralize the transmission when the vehicle is static or substantially so.

23. In an automotive vehicle provided with a variable forward speed and reverse; transmission, power means for operating the transmission comprising afpower actuator operably connected to the transmission, means for controlling the operation of said actuator to insure either (l) a low or reverse operation of the transmission or (2) a second or high gear operation of the transmission by the actuator, the operation of said meansk being a function of the condition of the vehicle, that is whether static or kinetic, and means for controlling the operation of the actuator to select any one of the` gear ratios of the transmission.

24. In an automotive vehicle provided with a variable forward speed and reverse transmission, power means for operating the transmission comprising a power actuator operably connected to the transmission, a combined vacuum and spring operated means for insuring either (l) a low or reverse operation of the transmission or (2) a second or high gear operation of the transmission by the actuator, the operation of said means being a function of the condition-of the vehicle, that is whether static or kinetic, and means cooperating with said second mentioned means for controlling the operation of the actuator to select any one of the gear ratios of the transmission.

25. A power operated accessory unit for operating the shift lever of an automotive vehicle comprising a double-acting vacuum operated actuatr operably connected to the lever and pivotally mounted on the dash of the vehicle, valve means for controlling the operation of said motor. said valve mechanism comprising a ported casing member and a reciprocable piston slidable within said casing, said .casing and piston being con- 1 structed to provide two three-way valve members, and a foot-operated treadle member for operating said valve piston member.

26. Power means forfoperating Ithe shift lever of the transmission of 'an automotive vehicle comprising a double-acting actuator operably connected to the lever, valve mechanism for controlling the operation of the actuator and its o connected lever to simulate a conventional manual operation of the lever, said valve mechanism comprising a double three-way valve for controlling reciprocation of the power element of the actuator to move the lever to ant7 one of its operative positions, said valve mechanism further comprising a. solenoid operated three-way valve operable to control the operation of the actuator to neutralize the position of the shift lever,.if in any one of its operative positions, and, if neutralized from either its high or second gear position, to then move the lever laterally to a position to insure either a low or a reverse gear operation of the shift lever.

27. Power means for operating the shift lever of the transmission of an automotive vehicle comprising a double-acting actuator operably connected to the lever, valve mechanism for controlling the operation of the actuator and its connected lever to simulate a conventional manual operation of the lever, said valve mechanism comprising a manually operable double three-way valve selectively operable to control the reciprocation ofthe power element of the actuator to move the lever -to any one of its operative positions, said valve mechanism further comprising a solenoid operated three-way valve operable by a vehicular operated speed responsive means to control the operation of the actuator, when the vehicle is static or substantially so, to neutralize the position of the shift lever, if in any one of its operative positions, and, if neutralized from either its high gear or second gear positions, to then'move the lever laterally to a position to insure either a low or a reverse gear operation of the lever.

28. In an automotive vehicle provided with a drivers compartment and a transmission shift lever within said compartment, power means for operating said lever to simulate a conventional operation thereof, said power means comprising a power actuator pivotally mounted to the vehicle body defining a portion of said compartment and adapted for angular bodily movement in a horizontal plane, said power actuator including a power member operatively connected to the shift lever, and further including a vacuum operated power means for imparting angular movement to itself to move the shift lever through the gate of the transmiss on.

VICTOR W. KLIESRATH.

ROBERT P. BREESE.

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