USRE23623E - Preselective transmission control - Google Patents

Description

BEST AVAILABLE COPY G. T. RANDQL PRESELECTIVE TRANSMISSION Feb. 24, 1953 m m m. d (M N m m M H W R w T w 0 a m U M 6 n M m V Ml a w O0 G 7 T. H 0 W M w: a .H 2 1 i w w& u A M z .IPL/M U GM m w O 7 m v J M :m W L m i. 6 b 4 w h l 7 u i i 5 a m Feb. 24, 1953 G T RAND 23,623

OL PRESELECTIVE TRANSMISSION CONTROL FOR AUTOMOTIVE VEHICLES 52 INVENTOR:

BY Glenn 7'. Randal, 72a wxwvflcwkn a ATTORNEYS.

Feb. 24, 1953 e T. RANDOL Re. 23,623

PRESELECTIV E TRANSMISSION CONTROL FOR AUTOMOTIVE VEHICLES Original Filed Nov. 22, 1948 12 Sheets-Sheet 5 I N VEN TOR.

Glenn TI Randal, BY

ATTORNEYS.

Feb. 24, 1953 G. T. RANDOL 23,523

PREISELECTIVE TRANSMISSION CONTROL FOR AUTOMOTIVE VEHICLES Original Filed Nov. 22. 1948 12 Sheets-Sheet 4 INVENTOR:

Glenn 7? Randal,

ATTORNEYS.

S E m L on mw m m G U A R 0 F Feb. 24, 1953 PRESELECTIVE TRANSMISSION CONTROL l2 Sheets-Sheet 5 Original Filed Nov. 22. 1948 Glenn T. Randal,

f4, -1. Va. 6f ATTORNE s.

Feb. 24, 1953 G. "r. RANDOL 23,623

PRESELECTIVE TRANSMISSION CONTROL FOR AUTOMOTIVE VEHICLES Original Filed Nov. 22, 1948 12 Sheets-Sheet 6 5- 89 y/ 3 m; m/ 9,;

INVENTOR: Glenn 7? Randal,

ATTORNE Y5.

Feb. 24, 1953 G. T. RANDOL Re. 23,623

PRESEJLECTIVE TRANSMISSION CONTROL FOR AUTOMOTIVE VEHICLES Original Filed Nov. 22, 1948 12 Sheets-Sheet 7 INVENTOR: Z9 6A G/enn T. Randal,

E- ,1" mmiu ATTORNEYS.

Feb. 24, 1953 G. T. RANDOL PRESELECTIVE TRANSMISSION CONTROL FOR AUTOMOTIVE VEHICLES Original Filed Nov. 22, 1948 12 Sheets-Sheet 8 INVENTOR: Glenn 7? Randal,

ATTORNEYS.

Feb. 24, 1953 G. T. RANDOL PRESELECTIVE TRANSMISSION CUNTROL FOR AUTOMOTIVE VEHICLES l2 Sheets-Sheet 9 Original Filed Nov. 22, 1948 INVENTOR:

Glenn T. Randal, BY QQ MH w azw Feb. 24, 1953 G. T. RANDOL 3,

PRESELECTIVE TRANSMISSION CONTROL FOR AUTOMOTIVE VEHICLES Original Filed Nov. 22, 1948 12 Sheets-Sheet 1O 227 zza 232 7 7 11-. 51

INVENTOR: Glenn T. Randal,

Feb. 24, 1953 G. T. RANDOL 23,623

PRESELECTIVE TRANSMISSION CONTROL FOR AUTOMOTIVE VEHICLES a v hli O ma n nhjm IN VEN TOR:

Glenn 7T Randal, BY

QL vfl w ATTORNE 5.

Feb. 24, 1953 G. T. RANDOL 3 PRESEILECTIVE TRANSMISSION CONTROL FOR AUTOMOTIVE VEHICLES Original Filed Nov. 22. 1948 12 Sheets-Sheet l2 IN VEN TOR:

E. 4 B. By Glenn 7. Randal,

h zi W 4 ATTORNEYS.

Reissued Feb. 24, 1953 PRESELECTIVE TRANSMISSION CONTROL FOR AUTOMOTIVE VEHICLES Glenn '1'. Randol, Mountain Lake Park, Md.

Original No. 2,572,054, dated October 23, 1951,

Serial No. 61,325, November 22, 1948. Application for reissue February 23, 1952, Serial No.

32 Claims.

This invention relates to control means for [a] variable-speed sliding gear transmissions, and more particularly an improved preselective control means [which will permit] whereby unrestricted preselection of [a] the transmission gear ratios may be efiected, irrespective of the operated condition of the control actuating means, by a manually-controlled selector mounted for convenience n the steering column adjacent to the steering wheel of an automobile or the like. The invention constitutes an improvement in control means of the general character disclosed in my Patent No. 2,126,032, issued August 9, 1938, for Motor Vehicle Transmission Control.

A general object of the invention is to produce improved rotatable and longitudinally shiftable selector members for a preselective control means for a change-speed transmission which will resuit in easier selection of desired speeds, and a more positive axial thrust connection for shifting a selected speed gear.

Another object of the invention is to so construct selectors for a preselective control means that the control means can be readily associated with any type of transmission having slidable gears or clutches for selectively establishing multiple [unidirectional] speeds.

Yet another object is to so construct an assembly of novel rotatable selectors for a preselective control means such that cooperating connecting plungers carried by shiitable elements of a transmission can be engaged and disengaged from a selector by slight rotative effort, yet will accommodate a stronger and more durable thrust shifting connection therebetween than has heretofore been possible.

A further important object related to that last stated is to provide an improved assembly of novel rotatable selector members for a preselective transmission control mechanism wherein the co operating spring-pressed connecting plungers carried by the shiftable elements of the transmission can be disengaged from the selector members by slight rotative effort involving two easy camming stages.

A further object is to so construct selector members for shifting the shiftable members of a change-speed gearing to accomplish preselective control of the speed changes; that cooperat- Matter enclosed in heavy brackets I: appears in the original patent but forms no part of this reissue specification; matter printed in italics indicates the additions made by reissue.

ing connecting plungers carried by the shiftable members may be received in deeper cross-recesses in the selector members to thus provide increased thrust contact therebetween for shifting the shiftable members thereby, and wherein substantial reduction in the resistance offered by the selector members is also provided when moving them to their different speed selecting positions.

A more specific object is to provide a plurality of circumferential spaced axially extending rods in overlapping relation and cooperating spring-pressed coupling plungers for selectively connecting associated shiftable elements [thereto] to said rods for movement in unison therewith when actuated.

Another object related to that last stated is to produce selector members for a preselective transmission control which utilizes round rods as the overlapping selecting fingers with crossslots therein cut to a depth of substantially half the diameter of the rod to thereby provide adequate abutment surfaces for moving a received connecting plunger.

Another important object is to provide an improved preselecting and shifting mechanism of the general character referred to which will enable the largest possible number of transmission conditions to be preselected and established unrestrictedly by a single rotation of the preselec tive mechanism.

Another object of the invention is to so construct an assembly of selectors for preselecting the different gear drives of a transmission and provide for their cooperation with yieldable connecting plungers that misalignment of the selectors and plungers cannot occur.

A further object is to construct a compact assembly of rotatable selectors which will enable selective connections to be made by rotative movement with more than two shifter members arranged about the periphery thereof.

A still further object is to provide in a preselective transmission control means, improved means for neutralizing the transmission by the manual member utilized to control the speed selections.

A more specific [Another further] object of the invention related to the object nert above is to provide an improved preselective control means which will, by operation of a control member, ac

commodate unrestricted preselection of any speed, regardless of the condition of the changespeed transmission, [on] upon establishment of any selected speed by means operable independently of the control member [for preselection] and further, to provide a positive neutralization of the transmission by a predetermined conditioning of the preselective control member, and without operation of the speed establishing means.

A further object is to provide a novel preselective control means for [a] change-speed transmissions which will be simple in construction, economical to manufacture and easily associated with existing types of synchro-mesh sliding gear transmissions; and further, such a control means [which can] to replace [a] conventional handshifting [lever] operations and thus provide a [vehicle] vehicular operator with [maximum vehicle performance and economy] simplified and efiortless change-speed control for maximum [vehicle] driving performance and economy under all load and. road conditions.

Other objects of the invention will become apparent from the following description taken in connection with the accompanying drawing showing several structures embodying said invention.

In the drawings:

Figure 1 is a side view of a power drive control mechanism embodying my invention, said view showing a motor vehicle friction clutch and steering column selector control associated with a conventional change-speed transmission, the structure shown being conditioned for high speed ratio drive with the clutch engaged; I Figure 2 is a view partly in longitudinal section and partly broken away, of the mechanism shown in Figure 1, [such] said mechanism being shown associated with a [standard] three-speeds forward and a reverse transmission of conventional design;

Figure 3 is a view taken on the line 33 of Figure 2, showing the parts on the interior of the control mechanism housing;

Figure 4 is a sectional view taken on the line l4 of Figure 1, showing the position of parts when high speed drive is selected and made operative;

Figure 5 is a sectional view taken on the line 5-5 of Figure 1 and showing details of the selector rack and pinion;

Figure 6 is a sectional view taken on the line 66 of Figure 1 and showing details of the yieldable positioning detent mechanism associated with the second and high speed shifting fork and also the manner in which a slidable rack is connected to actuate a selector member;

Figure 7 is a sectional view taken on the line 1-1 of Figure 1 and showing details of the shifting fork coupling plungers and the recesses of the selector members positioned in a common selection field, which condition will result by movement of the clutch pedal to its second dash line position as shown in Figure 1;

Figure 8 is a sectional view taken on the line 8-8 of Figure 1 and showing details of the selector positioning detent mechanism;

Figure 9 is a sectional view taken on the line 9-4 of Figure 7 showing the gear drive for actuating the selector members by the operation of the clutch pedal;

Figure 10 is a view of the rack and pinion mechanism as taken on line Iii-I0 of Figure 7 and showing the position of the parts corresponding to the gear drive condition shown in Figure 9;

Figure 11 is an end elevational view taken from the right end of Figure 1;

Figure 12 is a view showing the position of the external actuating arm in the position assumed when the clutch pedal is depressed;

Figure 13 is a view imilar to Figure 3 showing the parts carried on the inside of the control mechanism housing in the positions assumed for neutral condition of the preselection lever with the clutch pedal in its fully depressed position, as shown by the second dash line[d] position of Figure 1;

Figure 14 is a view similar to Figure 10 showing the position of the internal rack and pinion mechanism for actuating the selector members in positions when the clutch pedal is depressed;

Figure 15 is a view of the assembled selectors as taken from the line |5l 5 of Figure 7;

Figure 16 is another view of the assembled selector as taken from the line l6|6 of Figure 7;

Figure 1'7 is an exploded perspective view of the selectors and the grooved collar shown in Figures 15 and 16;

Figure 18 is a perspective view of the assembled selectors in their positions as shown in Figures 1, 2, 3, 4 and 15 [where] wherein high speed is active;

Figure 19 is another perspective'view of the assembled selectors showing the selectors rotated to a position disengaging the shifter fork coupling plunger;

Figure 20 is an enlarged fragmentary sectional view of a selector plunger showing the shifting fork coupling plunger engaged in the notch thereof;

Figure 21 is a sectional view similar to Figure 20 but showing the plunger disengaged from the notch when the selectors are rotated in the direction of the arrow;

Figure 22 is a view similar to Figures 20 and 21, but showing the position of the shifting member plunger when engaging the shallow longitudinal groove on the outer diameter of a selector rod before said rod is moved inwardly to couple the plunger with the registering notch [so that the plunger and associated shifting fork may be moved] for movement in unison to a selected gear-engaged position upon actuation of the selectors;

Figure 1A is a side view of a modification of my improved control mechanism with the parts shown in high speed (direct-drive) position, said view also showing the associted steering column selecting lever in a corresponding position and the associated clutch of the motor vehicle in disengaged position with the clutch pedal fully depressed, and the shift-actuator energized;

Figure 2A is a top view of the mechanism shown in Figure 1 with parts broken away and in section, said mechanism being associated with a conventional two-speeds forward and a reverse synchro-mesh transmission;

Figure 3A is a view taken on the line 3A--3A of Figure 2A showing the parts carried on the inside of the control mechanism housing;

Figure 4A is a sectional view taken on the line 4A-4A of Figure 1A showing details of the selector rack and pinion actuating mechanism;

Figure 5A is a sectional view taken on the line 5A-5A of Figure 4A showing details of the selector rack detent mechanism;

Figure 6A is a sectional view taken on the line 6A--6A of Figure 1A showing details of the detent positioning means associated with the low and high gear shifting fork;

Figure 7A is a sectional view taken on the line IA-IA of Figure 3A and showing details of the yieldable detent positioning means associated with the reverse gear shifting fork, and also the selectively operated interlocking means for insuring the locking of the reverse gear in neutral position when the forward speeds of the transmission gearing are being preselectively controlled;

Figure 8A is a sectional view taken on the line 8A--8A of Figure 3A, showing details of the assembled selectors and the associated yieldable plunger for coupling the low and high gear shifting fork therewith for movement thereby when actuated;

Figure 9A is a view of the ear drive selector actuating connection as taken on line 9A9A of Figure 8A and showing the parts in the position corresponding to Figure 1A;

Figure 10A is a view of the internal pinion and rack mechanism for slidably actuating the selectors as viewed on the line lllA-IOA of Figure 8A, the parts being in positions corresponding to the [gear] drive-connection shown in Figure 9A and external arm and actuating means as shown in Figure 1A;

Figure 11A is a view of the modified selectors in assembled condition as viewed from line I IA IIA of Figure 8A;

Figure 12A is an exploded perspective view of the modified selectors shown in Figure 11A; parts being shown in full and partial sections;

Figure 13A is a perspective view of the assembled modified selectors shown in Figures 11A and 12A;

Figure 14A is a view of the upper left hand portion of Figure 1A showing the positions of the external lever connections with the selector rack and neutralizing levers when the selecting lever is set in neutral position;

Figure 15A is a view similar to Figure 3A with an additional showing of a conventional friction clutch of a motor vehicle, the view showing the parts in neutral position with the clutch engaged by release of the clutch pedal;

Figure 16A is a sectional view imilar to Figure 7A but showing the selectively operated interlocking means of the reverse gear shifting fork unlocked so that the shifting fork of the reverse gear may be actuated to engage reverse gear and thereby lock the selectors against rotation until such time as the reverse gear has been neutralized;

Figure 1B is a side view of another selector structure in which the armature member is eliminated;

Figure 2B is a view of the same structure as shown in Figure 1B, but [looking] viewed from the opposite side;

Figure 3B is a perspective view of the two selector members in axially separated positions;

Figure 4B is a view of the selector members showing said members in their innermost positions, parts being in section and broken away;

Figure 5B is a cross sectional view taken on the line 5B-5B of Figure 4B; and

Figure 6B is another cross sectional view similar to Figure 5B, but showing the selector members rotated to a position [where] wherein the plungers are [riding] displaced between two rods.

Referring to the drawings in detail and first to the control mechanism disclosed in Figures 1 to 22, my improved preselective control mechanism is arranged to be associated with a casing mem ber H which takes the place of the usual side mounted cover plate of a change-speed transmission mechanism T enclosed within the housing l2 (Figure 2). The casing H is bolted to the housing by bolts l3. The change-speed transmission with which the improved control mechanism is associated is shown in Figure 2 as a conventional [standard] three-speeds forward and a reverse gearing of the synchro-rnesh type and equipped with a horizontally pivoted interlocking bar 13 for preventing simultaneous movement of the two gear-shifting forks [away] from neutral positions. Briefly described, the gearing ha a main driving gear H at the forward end of the housing I2, this gear being driven through a friction clutch I5 associated with the engine or other power plant of a motor vehicle. The engine crankshaft I6 is connected to drive one element (I of the clutch I5, and the other and movable element is of the clutch is arranged to drive the gearing driving shaft I! with which is integrally mounted the previously mentioned driving gear II. The transmission has a countershaft sleeve 20 which is constantly driven from the driving gear l4 by means of a gear 2|. The sleeve carries a second speed gear 22, a low speed gear 23 and a reverse gear 24. In alignment with the driving shaft I9 of the gearing is the driven shaft 25, to which latter shaft is connected the propeller shaft (not shown) of the vehicle for transferring power to the [rear] driving wheels of the vehicle. The driven shaft of the transmission has rotatively mounted thereon a second speed gear 26 constantly meshing with the countershaft second speed gear 22. At the rear of the gear 25 the driven shaft is splined and slidably mounted on the splines is a combined low and reverse gear 21. The gear 21 is arranged to slidably mesh with the low speed gear 23 on the countershaft to establish low speed drive by sliding movement in forward direction from a neutral position, as shown in Figure 2. When moved rearwardly it meshes with an idling gear 28 which is constantly meshed with reverse gear 2| on the countershaft to establish reverse speed drive. The second speed gear 26 on the driven.

shaft is spaced from the driving gear I and interposed between these gears is a slidable double-clutch member 29 splined to the driven shaft.

The double-clutch member 29, when moved forwardly as viewed in Figure 2, is arranged to connect the driven shaft directly with the driving shaft for high speed or direct-drive, said clutch member 29 having teeth 30 for meshing with teeth 3| integral with the gear l4. When the clutch member is moved rearwardly, clutch teeth 32 thereon will mesh with clutch teeth 33 on the second speed gear 26, to thu connect this gear to the driven shaft and establish second gear drive by way of the countershaft. There is associated with the double-clutch member 29 and the clutch teeth 3| and 33 the usual friction type synchronizing means (not shown in detail) whereby smooth engagement of the various clutch teeth is accomplished in a well known manner. The change-speed transmission will be in neutral condition so that no power can be transmitted therethrough whenever the double-clutch member 29 is disengaged from the clutch teeth 3| and 33 and when the combined low and reverse gear 21 is disengaged from both low gear 23 and idle gear 28.

In Figure 2 of the drawings the gearing is shown as conditioned for high speed or directdrive. As will be noted, the double-clutch member 29 is moved forwardly so as to connect the driving shaft I9 of the gearing directly with the driven shaft of the gearing. The power of the engine can be disconnected from the changespeed transmission at any time by disengaging the engine clutch I shown in Figure 1, and this will be accomplished by the usual foot-operated clutch pedal P which, by way of example, also serves in part as the shift-actuator. The power transmitting clutch I5 will be engaged when the clutch pedal is in the full line position shown in Figure 1. When the clutch pedal is moved to the position shown in dashed lines at "A, the clutch will be initially disengaged and when moved to the dashed lines shown at B in Figure 1, the clutch will be further disengaged and the additional travel of the clutch pedal [will be employed] utilized to operate my improved preselective control mechanism to be hereinafter described. The connection between the clutch pedal and the clutch comprises a cross-shaft 34 to which the clutch pedal is keyed, and mounted on this shaft is a clutch releasing fork 35 for engaging the collar of the movable element I8 of the [main] clutch 15.

The casing member I I is of general rectangular cup-shape in form and positioned longitudinally therein so as to extend across the hollow portion is a selector shaft 31 journaled at its opposite ends in the casing. This shaft is arranged to be rotated to five different positions to preselectively control the condition of the gearing for reverse, low, second and high speeds, and neutral, [that is, the] or inoperative condition of the gearing. To readily locate these positions, there is provided a yieldable detent mechanism for association with the rear end of the shaft. As best shown in Figure 8, the shaft has pinned thereto a collar 38, provided with five peripheral circumferentially spaced recesses designated as L," H, N, S" and R, to thus indicate the five selective conditions of the gearing. Cooperating with these recesses is a spring-biased round-headed detent 39 mounted in a bore of the casing member closed by a threaded plug 40.

The shaft 31 is arranged to be rotated to its five different positions by means of a hand-lever HL which is mounted on the steering column 4I of the vehicle, as shown in Figure l. The connection for rotating said shaft by operation of the handle HL embodies a slidable rack 42 mounted in the forward part of the casing member and arranged to be at right angles to the shaft. The teeth 43 of this rack (see Figure 5) mesh with teeth 46 of a sector gear 41 secured to the forward end of the shaft 31. The rack extends out of the upper side of the casing member II and is provided at its outer end with a slot 48. This slot receives the rounded end 49 of one arm 50 of a bell-crank lever 5I which is pivotally mounted to the upper exterior portion of the casing member by a pivot pin 52. The other arm 53 of this bellcrank lever, as best shown in Figure 1, is cohnected' by means of a link 54 to the outer end of an arm 55 secured to the lower end of a shaft 56 positioned parallel to the steering column. The lower end of this shaft 56 is journaled in a bracket 51 attached to the steering column, and the upper end is journaled in the indicating plate 58 attached to the upper end of the steering column just beneath the steering wheel (not shown). The shaft 56 is arranged to extend above the indicating plate and has provided on this end a pointer 59 to indicate the various positions of the selector shaft of the control mechanism. These positions are shown in Figure 1 by the letters R," S, N, H, and L for the five conditions of the gearing. The shaft 56, just below the plate, has secured to it the hand lever HL, already referred to. Whenever the pointer is opposite any of the letters on the indicating plate, the shaft will be so positioned that the previously referred to detent 39 will be resting in a correspondingly marked recess in the collar 38 carried by the selector shaft and, as will become apparent, the indicated condition of the transmission will be preselected or established.

Also mounted in the casing member I I on opposite sides of the selector shaft 31 are two rods 60 and GI, said rods being mounted in the ends of the casing member and pinned thereto so as to be non-rotatable. The upper rod 60 is arranged to have slidably mounted thereon the two shifting forks 62 and 63 for controlling the two slidable speed ratio changing members of the change-speed transmission[,]; namely, the slidable double-clutch member 29 and the combined low and reverse gear 21. The shifting fork 52 controls the clutch member 29 and the shifting fork 63 controls the slidable gear 21, all as best shown in Figure 2. The shifting fork 62 is slidably mounted on the forward portion of rod 60 by means of hub 64 which has an angular integral boss 65 in a bore of which is mounted a selector connecting plunger 66 backed by a coil spring 61. The axis of the plunger is arranged to be radial with respect to the axis of the selector shaft 31. The shifting fork 53 has a hub 68 which is slidable on the rear portion of rod 60 and a semicylindrical extension portion 69 projects around the selector shaft 31 and has sliding support on the other rod BI by a curved end III as can be best seen in Figure 7. The outer end of the semicylindrical extension adjacent the rod BI is formed with a bore radial with respect to the axis of the selector shaft, and within this bore is a plunger II backed by a spring I2. The plunger II is arranged to be diametrically opposite the plunger 66 to thus produce a balanced assembly. Each shifting fork has three positions to perform its function and, in order that these three posi-- tions may be readily located, the shifting fork 52 for the slidable double-clutch member 29 carries a spring-biased detent 13 which is arranged to cooperate with three recesses I4, 15 and I6 in the rod 60. Similarly, the shifting fork 53 for the combined low and reverse speed gear 21 carries a spring-biased detent 11 which is arranged to cooperate with three recesses 18, I9 and 8D in the rod 60. The locating detents for the shifting forks in the recesses of the rod are variously shown in Figures 3, 4, 6 and 13.

The rotatable selector shaft 31 carries two selector members generally indicated by the letters S and S said members being shown in detail in Figures 15, 16, 1'7, 18 and 19. These selector members are arranged to be slidable longitudinally on the axis of the shaft in opposite directions, both toward and away from each other, and, as will be presently described, said selector members are also arranged to be rotatable in unison with the selector shaft 31.

Selector member S comprises a collar 8| slidable on shaft 31 and provided with an annular groove 82. From this collar there extends inwardly, in an axial direction, two round rods 83 and 84, said rods being spaced so as to be on opposite sides of the axis of the collar. Rod 83 is provided with a cross-slot 85 and rod 84 is provided with a cross-slot 88, said slot 85 being arranged to receive the plunger 88 and the slot 86 being arranged to receive plunger II whenever these rods are rotated to positions opposite the plungers. The selector member S is similar to the selector member S comprising a collar 81 slidable on shaft 31 and having a peripheral groove 88. From the collar two round rods 88 and 98 extend inwardly in an axial direction. The rod 88 has a cross-slot 9| for receiving the plunger 66 and the rod 98 has a cross-slot 92 for receiving the plunger 'II. Rods 89 and 98 are arranged to extend between the rods 83 and 84 of selector S and all the rods are arranged to be in a circle which surrounds the selector shaft 31.

In order that the selector members can be rotated by the selector shaft, there is provided a cylindrical collar, to be referred to as an armature member 93, which is secured to the selector i shaft by a pin 94. This armature member has four axially extending grooves in its surface, said grooves being slightly greater in curvature than a semi-cylinder indicated by the numerals 95, 98, 91 and 98. The grooves are of such size as to slidably receive the four rods, with rod 83 received in groove 85, rod 89 received in groove 96, rod 84 received in groove 91 and rod 98 received in groove 38, all as shown in Figures 15, 16, 18 and 19.

When the selector members are in their innermost positions, the slots of the various rods will be in circular alignment. When the selector members are moved outwardly with respect to each other, the rods will still remain in the grooves of the armature member, but the slots in the rods 83 and 84 will be moved outwardly in one direction from the circular alignment field and the slots in the rods 89 and 98 will be moved outwardly in the opposite direction from the circular alignment field thus placing said slots in staggerad circular relationship.

The end of each rod is beveled, said rod 83 having a beveled end 99, rod 84 having a beveled end I88, rod 89 a beveled end IM and rod 98 a beveled end I82. The purpose of the bevels is to enable the rods to slide under a plunger in the event the plunger should be axially aligned with a rod [and] when spaced outwardly from the end thereof, as is a condition that occurs during preselection prior to shifting. The rods of the various selector members are also provided with axially extending grooves on their exposed surfaces, said rod 83 having the groove I83, rod 84 the groove I84, rod 89 the groove I85 and rod 98 the groove I86. These grooves are provided to enable a plunger to ride on the surface of a rod without producing forces tending to rotate the selector members and the selector shaft 31, or to shift out of alignment with a connected rod and its slot.

In connection with the selector members and the shifting forks it is to be noted that thecollars 8| and 81 not only function to support the rods, but also are employed to neutralize the shifting forks 62 and 63. The hubs of the shifting forks have an axial length equal to the distance between the collars of the selector members when said members are in their innermost positions, and said hubs are arranged to project into the axial path of movement of the collars. Thus, when a shifting fork is in any position establishing a gear ratio, then upon movement of the selector members from their outermost positions (see Figure 3) to their innermost posil0 tions (see Figure 13) the shifting fork will be enaged by a selector member collar and moved to its neutral position. By this arrangement neutralization of the transmission will always be insured whenever the selector members are moved to their innermost positions.

As already mentioned, the selector members are to be moved inwardly simultaneously toward each other and also outwardly away from each other simultaneously. To accomplish this, the casing member II has mounted therein two companion racks I81 and I88, shown in detail in Figures 10 and 14. The teeth of both racks mesh with a gear I89, the teeth of rack I81 meshing on one side of the gear and the teeth of rack I88 meshing on the other side of the gear. The racks are arranged to slide in a shallow trough in the casing member, said trough being opposite the selector shaft and selector members. A plate II8 maintains the racks in the trough for sliding movement. The rack I88 carries a projection III which is received in the peripheral groove 88 of the collar of the selector member S and the rack I81 carries a similar projection II2 arranged to be received in the peripheral groove 82 of the collar of selector member S The rack operating gear I89 is secured to a shaft II3 journaled in the casing member II and extending into a chamber II4 closed by a cover H5. The portion of the shaft II 3 in the chamber II4 has secured thereto another gear I I6, and this gear is arranged to have meshing engagement with teeth of a selector gear IIl secured to a shaft II8 journaled in a boss of the previously mentioned plate II5 which covers the chamber II4. Thus, it will be seen, by oscillating the shaft H8 and with it the sector ear III, the gears H8 and I83 will be oscillated and consequently the racks I81 and I 88 so moved that the projections III and H2, respectively, will be moved simultaneously away from or toward each other. Figure 10 shows the racks moved outwardly and Figure 14 shows the racks moved inwardly. Since the racks are connected to selector members, these members will have corresponding inward or outward movement, depending upon the direction of rotation of the gear I89.

Shaft II8 on its outer end has secured thereto a double arm lever I I9. The upper arm I28 of this lever is connected by a link I 2| with the clutch pedal P, already referred to and shown in Figure l. The connection between the link I2I and the arm I28 is made by means of a pin I22 in the arm and a slot I23 in the end of the link, thus providing a lost-motion connection. The lost-motion is suflicient to [allow] accommodate free movement of the rod by clutch pedal P without operating the arm H9 so that the pedal can be moved from its full line position shown in Figure 1 to the dotted line position A," also shown in Figure 1, and thus [allow for] cause disengagement of the friction clutch before there is any movement of the arm I I9. When the pedal P is moved from the position A to the position B, the arm II9 will be moved and, consequently, the gear I89 rotated in a counterclockwise direction from the position shown in Figure 10 to the position shown in Figure 14, with the result that the racks will move the two selector members inwardly. The extent of movement of the arm II 9 is limited by means of a pin I24 carried on the plate H5 and received in an arcuate slot I25 at the hub of the double arm lever H9.

The other arm I26 of the double arm lever II9 extends in a direction opposite from the arm I20. Connected to this arm is a rod I21 which is arranged to slide in a pivoted abutment I28 carried on the exterior of the casing member II. Surrounding the rod is a relatively powerful [coil] pre-energized shifter-spring I29, the ends of which are arranged to seat in cups I30, one of which abuts against the abutment I28 and the other cup is arranged to abut against a shoulder on the rod adjacent its end connected with the arm I26. With this arrangement, it is seen that when the double arm lever H9 is rotated by the clutch pedal to thus move the selector members inwardly, the [strong] shift-spring I29 will be additionally compressed and energy will be stored up. When the clutch pedal P is released [and allowed to move] from position 8" to position A, the spring I29 will expand rapidly to its normally pre-energized condition and thus move the double arm lever H9 in a reverse direction, which will result in the gear I09 being rotated in a counter-clockwise direction from the position shown in Figure 14 to the position shown in Figure 10, thereby causing the selector members to move outwardly. The stop pin I24 extends into the arcuate slot I25 to limit the extent of rotation of double arm lever I I9 by the clutch pedal in one direction and by the spring I29 in the other direction, to thus prevent rotational-binding of the selector members S and S at the completion of a shift to either extreme positions thereof so that preselection of a future speed may be accomplished unrestrictedly.

Operation of control mechanism shown in Figures 1 to 22 incl.

From the foregoing detailed description of the structure comprising my improved control mechanism, the manner of control of the transmission, although believed to be apparent, will be briefly described. In connection with the controlling of the transmission it is to be noted that the selector member S will be employed to select and establish high and low speeds, and the selector member S will be employed to select and establish second and reverse speeds. The rods of the selector members and the shifter plungers are so arranged that only one plunger can be connected to a selector member at any time. The plunger 66 is capable of cooperating only with the slots in the rods 03 and 89 and the plunger II is capable of cooperating only with the slots in the rods 84 and 90. This cooperative relationship results from the rotating of the selector members by the selector shaft and the hand-lever HL in a limited manner. When the selector members are rotated so that the plunger 66 is capable of cooperating with the slot 95 in the rod 09, high speed will be selected and this will be indicated by the positioning of the handlever so that the pointer indicates H' on the indicating plate. The plunger 56 will be capable of cooperating with the slot 9| in the rod 09 when the hand-lever is positioned so that the pointer indicates S on the indicating plate. The plunger II will be able to cooperate with the slot 86 in the rod 84 when the hand-lever is positioned so that the pointer indicates L on the indicating plate. Also, the plunger 1| will be capable of cooperating with the slot 92 in the rod 90 when the hand-lever is placed in a position so that the pointer indicates R on the in dicating plate. When the hand-lever is in a position so that the pointer indicates N on the indicia plate neither of the plungers 56 nor II will be in a position [where] wherein it can cooperate with a slot in any of the rods. Under such conditions the plunger will be riding on the armature member between the rods 83 and 89 and the plunger II will be riding on the armature member between the rods 84 and 90.

Whenever the clutch pedal P is released to control the clutch I5 into engaged condition, it will so control the selector members that said members will be in their outermost positions; that is, they will be spread apart to the fullest extent, as is shown in Figures 3, 15 and 16, for example. When the clutch pedal P is depressed to its fullest extent; that is, to the position B indicated in Figure 1, the clutch will be first disengaged and then the selector members will be moved inwardly to their fullest extent, such inward position being shown for example in Figure 13. Fully depressing the clutch pedal will also result in the spring I29 being additionally .compressed, but only after clutch disengagement.

If the clutch pedal should now be released, spring I29 will expand to pre-energized condition and as a result thereof the selector members will be moved outwardly, thus returning to their spread apart position.

In further respect to the operation of the control mechanism, let it first be assumed that the hand-lever HL is in a position [where] wherein the pointer indicates N." Under such conditions the transmission gearing is selected for neutral. The gearing may be actually in neutral condition if the clutch pedal had been moved to the "8 position either prior to the hand-lever being moved to the N" position or after the hand-lever is moved to the N position.

If the gearing is conditioned so that a speed is established at the time the hand-lever is moved to the N position with the clutch remaining engaged; that is. without depressing the clutch pedal, then there will only be a preselection of neutral without an establishment thereof. Suppose, for example, the lever were in the H' position prior to its being moved tothe "N position, and high speed is established. Under such conditions the shifting fork 62 would be in the position shown in Figures 2 and 3 and the plunger 66 carried by the shifting fork 62 would be in the slot 85 of the rod 03, all as indicated in Figure 7. Now, by the placing of the hand-lever in the N position, the selector members will be rotated so that the plunger 65 will be moved out of the slot 05 of the rod 83 and up onto the cylindrical surface of the armature between the rods 83 and 09. When the clutch pedal is fully depressed to the B position, the selector memhere will have been moved inwardly to their fullest extent. As the selector members are moved inwardly the collar on selector member S will engage the hub of the shifting fork 62 and thus carry it inwardly so that the double-clutch element 29 will be declutched from the teeth on the driving gear I4 of the transmission. When the clutch pedal is released and the selector members again caused to move outwardly by action of spring I29, the gearing will remain in neutral since the plunger 66 is riding on the cylindrical surface of the armature member between the rods 83 and 89. If the clutch pedal P had been fully depre sed to the position "B" and held in such position before the hand-lever HL had been moved to the N" position from the H position. then the gearing would have been neutralized by the clutch pedal movement in the manner described, with the plunger 66 remaining in the slot 85 of rod 83. The gearing is caused to remain in neutral after the hand-lever HL is moved to the N position.

Regardless of the condition of the transmission gearing, any other condition of the [transmission] gearing can always be preselected at any time without any restriction whatsoever. If the gearing should be in neutral, for example, and low speed is desired, the hand-lever will be moved to the L position. This will cause such a rotation of the selector members and the armature member as to place the rod 84 of the selector member S underneath the plunger ll. As the selectors and armature are rotated, the plunger ll will first enoage [ride on] the culindricai su face of the armature member until [it comes to] the rod 84 [and then] engages the plunger which will then yield and ride up onto rod 84.' The slot 86 of the rod 84 will not be opposite the plun er II when the plunger is up on the rod since the clutch pedal has not yet been depressed to move the selectors to their spread apart positions. Figure 16 shows the position of the plunger H before the selectors are rotated and before the plunger is caused to be placed on rod 84. As the hand-lever is rotated to the L position. then the exposed cylindrical surface of rod 84 engages the plun er and cams it upwardly onto the rod [where] wherein it comes to rest in the groove Ill4 on said rod. The low speed has now been preselected.

To establish this preselected speed. all that needs to be done is to fully depress the clutch pedal to the position "B," beyond the disengaged condition of the clutch, and then release the clutch pedal. As a result thereof the selector members S and S will be first moved toward each other and to their innermost positions during depressing of the clutch pedal. As the selector member S moves inwardly, the rod 84 will slide axially underneath the plunger H and when it reaches it innermost position said plunger will drop into slot 86 in said rod. During subsequent release of the clutch pedal the selector members will be caused to move apart by action of the power spring I29, prior to engagement of the clutch, and consequently the selector member S will carry with it the plunger H since it is engaged in the slot 86. This axial movement of the plunger 1| will cause shifting of the fork 63 forwardly and thu establish low speed by meshing gear 21 with countershaft gear 23.

If the gearing should be in low speed and second speed should be desired, this speed can be preselected in an unrestricted manner merely by moving the hand-lever HL to the S position. When the hand-lever is moved to the S position, the selector members and the armature member will be rotated to such a position that the plunger 66 will project into groove 96 of the armature member ahead of the rod 89 of selector member S due to the fact that the selector members are spaced apart, the clutch pedal not having yet been fully depressed. When the selector members are rotated from the L position to the "S position, the plunger 1| which was in the slot 86 will be disengaged from said slot and will ride back onto the cylindrical surface of the armature rnember 93, thus disconnecting the rod 84 from the shifting fork 63.

To establish the preselected second speed, the clutch pedal will now be full depres ed and re leased. Depressing the clutch pedal wll bring the selector members to their innermost positions and as the selector member S moves inwardly its collar will engage the hub of the shifting fork 63 and carry it inwardly so as to disengage the gear 21 from the countershaft gear 23. As the selector member S moves inwardly the rod 89 thereof will slide beneath the plunger 66 which is facilitated by beveled end I00, and when the selector member reaches its innermost position, the plunger 66 will drop into the slot 91. The plunger 66 will thus connect the shifting fork to the selector member S for subsequent sliding movement therewith at the time the low speed is neutralized. When the clutch pedal is released, the selector members will be moved apart by spring I29 and as the selector member S moves outwardly it will carry with it shifting fork 62. The double-clutch member 29 of the transmission gearing will thus be moved rearwardly and clutch the gear 25 to the driven shaft 25 [and] to establish second speed.

If preselection should not be desired prior to neutralization of an active speed, then of course an established gear, such as the low speed, can be neutralized by depressing the clutch pedal and then, while the clutch pedal is fully depressed, the hand-lever HL can be set to the 5" position. This setting of the hand-lever will result in the armature and selecting members being rotated so that the plunger 66 will drop into the slot SI of rod 89. It will be noted that when the clutch pedal is depressed, the selector members will be in their innermost position and thus, as these selector members are rotated, the slot 9| will be in circular alignment with the plunger 60 and thus the plunger can move directly into the slot from off the armature surface as the armature is rotated. When the clutch pedal is released, the selector member S will be connected with the shifting fork 62 and as it moves outwardly by action of the power-spring 129 it will establish the second speed.

If second speed should be established and it is desired to preselect high speed, this will be accomplished by merely moving the hand-lever HL to the H position without fully depressing the clutch pedal. Such will rotate the selector members and the armature member, so that the plunger 66 will be cammed out of the slot 9| onto the cylindrical surface of the armature member and then drop into the groove 95 of the armature forward of the end of the rod 83 of the selector member S It will be noted that when the second speed is established and the friction clutch l5 engaged, the selector members S and S will be spread apart and, consequently, the plunger 66 will be in such a position with respect to the position of the rod 83 that it cannot ride up onto the rod 83, but must drop into the groove 95 in the armature member. The rounded end of the plunger 66 will engage the top edges of the groove 95 as the plunger 66 cannot extend into the groove any farther than would be possible if it were received in a selector rod slot.

When the clutch pedal is now depressed and released to accomplish the shifting from second to high speeds, the selector members are moved inwardly and outwardly. As the selector member S moves inwardly its collar will engage the hub of the shifting fork 52 and thus neutralize second speed by moving the double-clutch member 29 to its declutched position. As the selector member S moves inwardly, the end of its rod 83 will engage the plunger 66 which is projecting into the groove 95 of the armature in which the rod slides and the beveled surface 98 thereon will enable the rod to slide underneath the plunger 56 and bring the plunger up onto the top of the rod and into the shallow groove I03 on said rod. When the selector member S reaches its innermost position, the plunger will then drop into the slot 85 in rod 83 and thus produce a connection between the selector member and the shifting fork 62. When the clutch pedal is released and the selector members are caused to move outwardly by the action of the spring I29, the selector member [s] S will carry with it the shifting fork B2 and thus establish high speed, which condition is shown in Figures 2, 3 and 15 as an example of an established speed condition for the control mechanism.

Of course, [second] high speed need not be preselected while-second speed is active unless desired, as it can be selected after the gearing is neutralized by moving the clutch pedal to the position B." Under such conditions [the gearing] second speed will be neutralized by the clutch pedal and then upon a subsequent movement of the hand-lever HL from the S position to the H position, the plunger 65 will be caused to be disengaged from the slot ill and directly engaged with the slot 85 of the rod 83 since the selector members, by the movement of the clutch pedal, have previously been moved to their innermost positions.

From the foregoing description of the operations of establishing low, second and high speeds, [either] by preselection [or by selection] while another speed drive is active or after the gearing is neutralized by fully depressing the clutch pedal, it is believed to be completely clear as to how the improved preselective control mechanism operates. In preselecting, the rotation of the selector members will always [place] register a plunger in proper [axial] position so that when the selector members are moved inwardly to neutralize an established speed, the selector members will become axially positioned so that the desired plunger will drop into the proper slot in a rod of a selector member, depending upon the gear ratio which is preselected. The plunger to be connected with a rod will assume a position in alignment with the rod before the selectors are moved inwardly so that the rod can slide under the plunger and bring the slot into position to receive the plunger when there is a subsequent movement of the selectors inwardly by movement of the clutch pedal to position B. It will be particularly noted that there is no restriction whatsoever on the operation of the gear selecting lever, regardless of whether or not the gearing is in neutral or a speed is established, or regardless of whether or not the clutch I5 is engaged or disengaged. This is very important, since if a speed should have been preselected before the clutch pedal was depressed and then the operator should have a change of mind and desire a speed other than the one preselected, this new speed may be selected after the clutch pedal has been depressed and it will be established whenever the clutch pedal is released. Also, it is believed to be apparent that if a speed is established and another speed preselected, this preselected speed need not be used if it should be desired to have still another speed, as such other speed can be preselected at any time. The transmission gearing will always be conditioned to whatever speed is indicated by the pointer for the hand lever whenever the clutch pedal is [allowed to be] released from the position B."

In connection with the improved preselective control mechanism, it is further noted that the rotation of the selector members is accomplished in an easy manner. The rounded ends of the plungers facilitate rotation of the armature member. The plungers also can easily be cammed up to ride on the exposed cylindrical surfaces of any of the rods carried by the selector members. Whenever a plunger is in a slot in the rod, it can also be easily moved out of the slot onto the cylindrical surface of the armature member. Even if a plunger is not in a slot in a rod, but is projecting into a groove of the armature member in which the rod slides, it can be cammed out of this groove as easily as it is cammed out of a slot. A plunger will never project into a groove of the armature member any greater distance than it projects into the slot in a rod. The effortless manner in which a plunger cooperates with a rod, its cross-slot and the armature surface, is well illustrated by Figures 20, 21 and 22 which show, as an example, plunger and rod 83 employed in establishing high speed. In Figure 20 the plunger 65 is shown as resting in the slot 85 of the rod 83, thus establishing a connection between the'plunger and the rod so that the rod can move the plunger and the shifting fork which carries it. It will be noted that the plunger extends into the slot to a depth substantially half the diameter of the rod 83. Consequently, there is considerable surface of the plunger in engagement with the shoulder means established by the slot, thus producing a good bite" on the flat side of the plunger so there will be no danger of any disengagement between the rod and the plunger during a shifting operation. Figure 21 shows the plunger riding on the cylindrical surface of the armature 93. It has been cammed out of the slot 85 of the rod 83 by a rotation of the armature member in the direction of the arrow. It will be noted that the bottom of the slot 85 is curved so as to conform with the curvature of the rounded end of the plunger 65. Thus, whenever the armature is rotated with the plunger in the slot, the plunger will be moved in an easy stage out of the slot and up onto the armature surface. In Figure 22 the plunger is shown in a condition [where] wherein it is riding on top of the rod 83 and in the shallow longitudinal groove I03 thereof, which, as already mentioned, is employed to give an axial alignment seat for the end of the plunger and thus prevent the plunger from producing forces tending to rotate the armature from its selected position. When the selector members and the armature member are rotated from a position such as that shown in Figure 21 to the position shown in Figure 22 to bring the plunger into the groove I03 on the rod, it will be noted that the plunger will contact the exposed curved cylindrical surface of the rod as the armature member is rotated and will then be cammed upwardly and into the groove I03 by engagement between two oppositely curved surfaces.

Description of control mechanism shown by Figures 1A to 16A incl.

' there are two selector members which are also

Images