Патент USA US2567063

Sept 4, 1951
2,567,06E
W. T. DUNN
TRANSMISSION CONTROL
3 Sheets~Sheet 1
Filed Aug. 1, 1947
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Sept. 4, 1951
w. T. DUNN
2,567,061
TRANSMISSION CONTROL
Filed Aug. 1, 1947
A14
5 Sheets-Sheet 2
Sept. 4, 1951
2,567,061
w. T. DUNN
TRANSMISSION CONTROL
3 Sheets-Sheet 5
Filed Aug. 1, 1947
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INVENTOR.
21/7271.
2,567,061
Patented Sept° 4, 1951
UNITED STATES PATENT OFFICE
2,567,061
TRANSMISSION CONTROL
William T. Dunn, Detroit, Mich., assignor to
Chrysler Corporation, Highland Park, Mich., a
corporation of Delaware
Application August 1, 1947, Serial No. 765,393
4 Claims.
1
(Cl. 74-335)
2
This invention relates to a transmission con
?uid coupling impeller 26 which in the well known
trol apparatus adapted to convert successive
cycles of reciprocatory motion into movement
manner drives the vaned runner 21 whence the
This invention constitutes an improvement over
drive passes through hub 28 to clutch driving
member 29. This member then transmits the
drive when clutch 22 is engaged as in Fig. 1,
through driven member 30 to the transmission
driving shaft 23 carrying the main drive pinion
32. A clutch pedal 33 controls clutch 22 such
the apparatus described in application, Serial No.
that when the driver depresses this pedal yoke
in a ?rst direction and movement in a second di
rection and more particularly to the location and
association of this apparatus relative to the trans
mission of a motor vehicle.
755,612 ?led on June 19, 1947 by Maurice C. 10 34 and collar 35 are thrust forward to cause
levers 36 to release the clutch driving pressure
Robinson. The motion translating mechanism
plate 31 against springs 38 thereby releasing the
described in the Robinson application has been
drive between runner 21 and shaft 23. The
relocated so that it is incorporated in the side
primary function of the main clutch 22 is to en
of the transmission housing as a part of and
operatively associated with shift control mech 15 able shifts to be made manually or automatically
in transmission 24. The relation of the fluid cou
anism in the transmission.
pling to the control system is described in the
It is a principal object of the invention to pro
copending application, Serial No. 661,298 ?led
vide a simpli?ed transmission construction in
April 11, 1946 by C. A. Neracher et al.
which motion translating mechanism is aligned
Referring to the transmission in Fig. 2 the
with a side cover plate in a transmission and 20
main drive pinion 32 is in constant mesh with
positioned within the transmission housing.
the gear 40 of the countershaft gear cluster
It is a further object of the invention to pro
mounted for rotation on the countershaft 41.
vide a simplified and economical construction for
This gear cluster according to well known prac
a transmission and automatic controls associated
25 tice, comprises a low speed gear 42, a second speed
therewith.
gear 43, and a reverse gear 44 which is in con
The invention will be described herein in con
stant mesh with the reverse idler gear 45. The
junction with a suggested transmission and
transmission driven shaft 25 extends rearwardly
clutch control apparatus as a typical application
to drive the ground wheels of the vehicle. The
thereof although it is not intended that the
terms second speed and direct drive will be
invention be limited to the associated apparatus
referred to herein for simplicity but it is to be
described therein.
understood that the invention is not so limited.
In the drawings:
Any change between a relatively slow speed drive
Fig. l is a longitudinal sectional elevation
and a relatively fast speed drive may be obtained
through the main clutch mechanism;
by the control apparatus when associated with a
Fig. 2 is a vertical section of a transmission;
corresponding change speed mechanism.
Fig. 3 is a sectional elevation of a portion of
The driven shaft 25 has mounted thereon the
the transmission;
low speed and reverse gear 41 splined to the
Fig. 4 is a side elevation of a portion of the
driven shaft for selective meshing with the coun
transmission shown in Fig. 3, but with the cover
plate removed from the transmission;
40 tershaft low speed gear 42 or the reverse idler
gear 45 for respectively transmitting low speed
Fig. 5 is a section on the line 5--5 of Fig. 4;
drive to the driven shaft 25 or the drive thereto
Fig. 6 is a partial elevation of the apparatus
in a reverse direction. Freely rotatable on shaft
shown in Fig. 4 with the apparatus located in a
25 is the second speed gear 48 in constant mesh
different position during its operation;
Fig. '7 is a digrammatic view of a transmission 45 with the countershaft gear 43 for transmitting a
second speed ratio drive. The gear 32 drivingly
and clutch control apparatus of which my in
carries a. set of circumferentially spaced external
vention forms a component part.
clutch teeth 49. In a similar manner the gear
In a motor vehicle, the usual internal combus
tion engine having a crankshaft 20 drives
48 drivingly carries a set of clutch teeth 50.
splined on the shaft 25 adjacent the forward
through ?uid coupling 21 and a conventional 50
extremity thereof, is an axially shiftable collar
type of friction main clutch 22 through shaft 23
or sleeve 5|. Blocker teeth rings 52 and 53 are
to a variable speed ratio transmission 24 from
carried by sleeve 5| and are provided with fric
which the drive passes from the output shaft 25 to
tion means (not shown) adapted to selectively
the vehicle rear wheels in the usual manner.
The engine crankshaft 20 carries the vaned
cooperate with friction means provided with
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2,667,061
4
teeth 49 and 50. The blocker teeth rings 52 and
53 are adapted for slight rotation relative to
sleeve 5| to facilitate synchronizing of gear speeds
prior to clutching of shaft 25 through collar 5|
51. The function of the selector lever 51 will be
described herein.
An arm 9| is keyed to rod 82. A depending
with either gears 32 or 43 in a manner well
rod 92 connects arm 9| with a rotatable lever
mitted through this linkage to the selector lever
known in the art.
33 mounted at 94. An arm 95 of lever 93 is con
The transmission is illustrated in its neutral
nected to transmission shift lever 69 through
position. To establish the direct or high speed
rod 90. Rotation of rod 02 through the linkage
driving connection between shafts 23 and 25, the
just described rotates shift lever 69 for manual
collar 5| may be shifted axially to the left as 10 transmission control. The relation of shift lever
viewed in Fig. 2 by the control means hereinafter
69 to the transmission will be described herein.
described to engage the teeth 49 drivingly con
Automatic means for controlling both the
nected to the gear 32 carried by the driving
clutch and the transmission have been associated
shaft 23. The collar is drivingly carried by the
with the manual means described above. Refer
shaft 25. The second speed driving connection
ring to Fig. 7 an airtight housing I06 containing
. is established by similarly moving the collar
a cylinder I01 has tubular connections I08 and
5| to the right as viewed in Fig. 2 to engage
I08’ with the engine intake manifold. A solenoid
teeth 50 carried by gear 48. The ?rst or low
valve I09 is adapted to selectively open and close
speed is obtained by moving gear 41 which is
this connection and vent cylinder I01. A piston
splined to driven shaft 25 forwardly in Fig. 2 20 H0 is slidably mounted in cylinder I01 and a
into engagement with the countershaft low speed
spring Ill acting on piston H0 and reacting on
gear 42. The drive then occurs from shaft 23
housing I06 urges piston “0 to one end of
through main drive pinion 32, countershaft gear
cylinder I01. Manifold low pressure or vacuum
40, countershaft low speed gear 42, gear 41, and
as it is commonly referred to, overcomes spring
driven shaft 25. Reverse drive is obtained by 25 “I when valve I09 is open. Piston rod “2 con
engaging gear 41 with reverse idler gear 45. The
nects the piston “0 with an arm “3 carried
transmission mechanism thus described is an
by a collar “4 rotatably mounted on torque
embodiment conventionally employed in motor
shaft 12. The lever 11 previously referred to is
vehicles.
provided with a pin “5 which is adapted to be Manual means are provided in the apparatus 30 engaged by the arm I13 when the latter is
illustrated in Fig. 7 for the operation of the
rotated in a counterclockwise direction. When
clutch and control of the transmission speed ratio
cylinder I01 is connected with the manifold
drive. The clutch pedal 33 is rotatably mounted
through valve I09 and tubular passage I08, piston
at 10 on a shaft, not shown. An extension 33'
H0 is moved to the left in Fig. '7 and piston rod
of clutch pedal 33 depends below rotatable mount
H2 rotates arm “3 in a counterclockwise direc
ing 10 and has ?xed thereto a pin 1|. A torque
tion. Arm I I3 engages and carries therewith the
shaft 12 has one end thereof rotatably mounted
pin “5 associated with lever 11 thereby rotating
on the vehicle frame, and the other end rotatably
the lever. The lever 11 is keyed to the torque
' mounted adjacent the engine block, not shown,
shaft 12 and the torque shaft 12 is thus rotated.
in a manner well known in the art. A lever 11 40 Rotation of the shaft 12 rotates the lever 13
keyed to shaft 12 is provided with depending
keyed thereto which pushes rod 15, rotates clutch
arm 13. A rod 19 operatively connects arm 18
throwout fork 16, and disengages the clutch 22.
with pin 1|. A slot 80 provided in rod 19 permits
The rotation of the lever 11 and depending arm
relative movement in one direction between rod
18 in this counterclockwise direction does not
19 and pin 1|. The upper end of lever 11 is _ cause a depression of the clutch pedal 33 because
connected by rod N with the usual overcenter
of the cooperation of the slot 00 in rod 19
clutch spring II. A lever 13 is keyed to torque
and the pin 1|. This pin and slot combination
shaft 12. A rod 15 connects lever 13 with the
permits movement of rod 19 to the right in
projecting portion 18 of clutch throwout fork
Fig. 7 without an accompanying depression of
34. Clutch throwout fork 34 engages collar 35. 50 clutch pedal 33. When valve I09 disconnects
It will thus been seen that depression of clutch
cylinder I01 from the manifold and vents the
pedal 33 rotates extension 33' about rotatable
cylinder, spring I“ returns the parts described
mounting 10 and through pin 1| retracts rod 19
to their original position permitting the clutch
and rotates arm 13, shaft 12 and lever 13, to
to reengage.
push rod 15 and rotate clutch throwout fork 55
The movement of piston H0 also aifects
16 thereby moving collar 35 and disengaging the
changes in transmission speed ratio drive by the
movement of transmission collar 5| illustrated in
p A manual shift control rod 82 is shown in Fig.
Fig. 2. The automatic apparatus herein effects
7 as associated with the steering column housing
changes of speed ratio drive between a relatively
83. The manual shift control rod 82 is slidably 60 slow drive of the driven wheels and a relatively
mounted in brackets, not shown, and adapted for
fast drive or between second and direct drive as
both axial and rotary movement. As is usual in
particularly described in relation to the Fig. 2
the art. the axial movement is adapted to select
transmission. The torque shaft 12 is provided
the transmission shift rail which is to be moved
with the collar H4 which is rotatably mounted
and rotation of the shift control rod 82 slides 65 thereon. An arm I I1 is carried by collar “4.
clutch 22.
the shift rail in one of two directions (depending
upon the direction of rod rotation) as will be
The arm H1 is designed to actuate a motion
translating device to be referred to herein as an
alternator which is illustrated in Figs. 4 and 6
described herein. This effects the desired trans
mission speed ratio drive connection. A pair of
and generally designated by the numeral H8.
spaced circumferential collars 85 and 86 located 70 The location of alternator H8 and its operative
adjacent the base of rod 82 receive therebetween
connections with transmission components com
the end of a lever 81 which is rotatably mounted
prise important features of this invention.
on the steering column’ housing 03. A rod 88
A lever 100 is keyed to a shaft l0| which pene~=
connects lever 81 with atransmission selector
trates the housing of transmission 24 and a pair
lever 51. Axial movement of rod 02 is trans 75 of rods I02 and I03 are operably connected by
5
2,567,061
6
a resilient lost motion connection I28 and re
counterclockwise rotations of shaft I60.
spectively connected to lever I00 and arm I I1. A
conventional dashpot I21 similar to that illus
of ?ngers I10 and I12 are rotatably mounted on
the end portions of the lever I62. A lever I14 is
keyed to the shaft IN on the inner side of the
cover plate I32. The ?ngers I10 and I12 are each
trated in Fig. 9 of the copending application
Serial No. 694,084, of Carl A. Neracher, now
Patent No. 2,528,772, dated February '1, 1950, may
also be provided. The resilient connection I28
and dashpot I21 cooperate to cushion the alter
nator and transmission apparatus from sudden
movement of the piston H0. The lever I00 and
A pair
provided with a recessed portion I16 adapted to
receive a pin I18 which is carried by the end por
tion of lever I14.
Rotation of the lever I14 in a
counterclockwise direction from the position cor
responding to the dotted line position I18‘ of
shaft IOI are thus rotated about in response to
the pin I18 in Fig. 4 will cause pin I18 to en
movement of the piston H0 in the vacuum cylin
gage and pull one of the ?ngers to the right as
viewed in Figs. 4 and 6 to thereby rotate lever
der.
The transmission 24 is provided with a casing
I62 and shaft I60. The direction of rotation of
I30 having a cover plate I32 attached to the 15 shaft I60 will be dependent upon whether ?nger
side thereof. A pair of shift rails I34 and I36
I10 or I12 was moved by pin I18. Rotation of
are disposed within the casing I30 in parallel
shaft I60 will move shift rail I36 by means of
relationship and in a vertical plane. The shift
lever I62 and link I46. Spring I66 retains lever
rail I34 carries a fork I38 adapted to cooperate
I52 in its upper position to lock the upper shift
with the gear 41 to effect an axial shifting there 20 rail I34 throughout automatic control of the
of in response to axial movement of the shift
transmission. The direction of movement of rail
rail I34. The shift rail I36 carries a fork I40
I36 and fork I40 will determine the direction of
which is operatively associated with the collar
movement of the collar 5| and thereby deter
6! and adapted to axially shift the collar in re
mine whether second speed drive or direct drive
sponse to axial movement of the shift rail I36. 25 is obtained in the transmission. Rotation of
Each shift rail is provided with a control member
lever I14 in a clockwise direction in Figs. 4 and
I42. Each control member is provided with a
6 in response to return of piston IIO by spring
slot I44. A lever I46 has each end thereof posi
III is used to index the lever I14 relative to
tioned in one of the slots I44. The control mem
the ?ngers I10 and I12. The next succeeding
bers I42 are each also provided with a second 30 counterclockwise movement of lever I14 in re
slot I48. A shaft I50 is rotatably mounted in
sponse to the next cycle of piston IIO will
the cover plate I32. The lever 51 previously re
pull the other ?nger and reverse the direction
ferred to is keyed on the shaft I50 on the exterior
of rotation of shaft I60 thereby effecting a
of the transmission. A lever I52 is keyed to the
change in the transmission speed ratio drive.
shaft I50 on the inner side of the cover plate I32. 35
Movement of piston IIO under the in?uence of
The lever I52 carries a detent I54. Rotation of
vacuum causes the counterclockwise rotation of
the shaft I50 is adapted to position the detent
lever I14 and the spring return of piston H0
M4 in a slot I48. The direction of rotation of
causes the clockwise rotation of lever I14. The
the shaft I50 determines whether the slot I48
fact that the pin I18 is retained between the
associated with shift rail I34 or the slot I48 as 40 ?ngers at all times assures that the ?ngers will
sociated with the shift rail I36 is engaged by the
not be moved out of operative relation with the
detent I54. A spring I66 which has one end
pin I18 when manual shifts are made by the
secured to the transmission housing and the
operator. A spring I24 urges the fingers to
gether.
other end operatively secured to the lever 51
urges the ?nger I62 to its upper position in Fig. 4
When the finger I10 is moving to the left from
thus locking the shift rail I34 against axial move
its Fig. 4 position the upper surface of ?nger
ment. Lever 69 previously referred to is keyed to
I12 will guide the ?nger I10 in its movement
a shaft I60 which penetrates the cover plate I32
to the left so that it will be positioned for as
on the transmission. A lever I62 is keyed to
sociation with pin I18 on its next counterclock
the shaft I60 on the inner side of the cover plate 50 wise movement. When the ?nger I12 is being
I32 at substantially the mid portion of the lever
moved to the left from its Fig. 6 position by
I62. The upper portion of the lever I62 is ro
pin I18 the lower surface of ?nger I10 will guide
tatably connected at I64 to the lever I46. Ro
the movement of ?nger I12 so that it will be
tation of shaft I60 will rotate lever I62 and lever
positioned for association with pin I18 on its
I46. The direction of rotation of the lever I46
next counterclockwise movement.
is dependent upon the position of the lever I52.
Means to control the actuation of the piston
If the upper shift rail I34 is locked in position by
H0 is illustrated in Fig. ‘1. A grounded source
the lever I62 a rotation of the lever I46 will move
I80 of electric energy is connected through ig
the lower shift rail I36 axially. Manipulation of
nition switch I82 to a switch I84 by electrical
the shafts I60 and I60 by the linkage connected 60 conductor I86. Switch I84 is adapted to pro
to the manual shift control rod 82 previously de
vide a selection between manual or automatic
scribed will thus determine which shift rail is
operation of the transmission and may be placed
moved and in which direction it is moved.
on the dash or other location convenient to ma
Movement of a shift rail will be transmitted by
nipulation by the driver of the vehicle. Elec
the fork I40 or I38 to the associated transmis
trical line I88 connects switch I84 with a switch
sion gear to effect a drive of the vehicle.
I90 adapted to be closed when the throttle is
- The lever I00 which is keyed to the shaft IOI
substantially closed. Line I92 connects switch
has previously been described as adapted for
I90 with a two-way shift rail switch I94 having
actuation by movement of the piston IIIl. Ap
a ?nger thereon (not shown) adapted to be en
paratus associated with the lever I00 is adapted 70 gaged by abutments on the transmission shift
to move the lower shift rail I36 in response to
rail I36. Reference may be had to the copend
controlled movement of the piston H0. The al
ing application of Carl a Neracher, Serial No.
ternator II8 which was previously referred to is
694,084, now Patent No. 2,528,772 dated Novem
adapted to translate successive counterclockwise
ber 7. 1950, for a more complete description
rotations of lever I00 to alternate clockwise and 75 thereof. A ?rst circuit in switch I84 is discon
7
9,567,081
8
nected .and a second circuit is connected when
the shift rail has completed its movement. This
switch movement alternates with each trans
mission speed ratio change of the shift rail I38.
A vehicle speed responsive governor I96 has one
outlet terminal I98 and two inlet terminals 200
member. a ?rst means to move said member
terminal is connected to one of the circuits re
nection between one of said lever arms and said
through a predetermined cycle including move
ment in a ?rst direction and return in response‘
to selected vehicle operating conditions, a sec
ond meansto cau‘se successive cycles of move
ment of said member to alternately move said
. and 202 and is adapted to connect the outlet
lever in said ?rst direction and in said second
terminal with one inlet terminal below a prede
direction, said second means comprising a ?rst
termined speed and with the other inlet terminal
rotatable shaft, a pair of oppositely directed lever
above the predetermined speed.. Each inlet II) arms keyed to said ?rst shaft, an operative con
ferred to for switch I94. Line 204 connects
lever, a ?rst ?nger element rotatably mounted‘
governor terminal I98 with solenoid valve I09
on one of said lever arms and having an en
in manifold line I08. Line 206 grounds the cir
gageable portion‘, a second ?nger element ro
cuit. Valve I09 is adapted to connect cylinder 15 tatably mounted on the other of said lever arms
I01 with the manifold line I08 when energized
and having an engageable portion, a second ro
and to close line I08 and vent cylinder I01 to
tatable shaft operatively connected to said mem
atmosphere when not energized.
ber for rotation thereby in a ?rst direction and
In the operation of the apparatus thus far
in a second direction in response to movement
described when the driver closes switch I84 to 20
of said member, an arm keyed to said second'
select automatic drive and then closes the
shaft and adapted to rotate therewith, an en
switch-3 I90 by manipulation of the usual ac
gaging element on said arm, said arm being
celerator pedal 238 to a throttle closed position
adapted
to move said engaging element toward
above a predetermined vehicle speed, valve I09
is energized to admit vacuum to cylinder I01. 26 said first shaft when said arm rotates in said
?rst direction and to move said engaging ele
Piston‘ III) is moved to the left in Fig. 7 and
ment
away from said ?rst shaft when said arm
clutch 22 is disengaged through the linkage H2,
rotates in said second direction, said engaging
H9, H5, lever ‘I8, shaft ‘I2, arm ‘I3, rod ‘I5, and
element being adapted to selectively engage said
clutch throwout fork ‘I6. This motion of the
piston also causes a delayed movement of link 30 engageable portions of said ?ngers and to trans~
mit motion through said ?ngers to rotate said '
I48 and shift rail I36 through arm H3, collar
first shaft, said operative connection being
II4, arm II‘I, rod I02, spring I28, arm I00, shaft
adapted to convert rotation of said ?rst shaft
IOI and the alternator mechanism H8. The
to movement of said lever and one of said rails.
change in speed ratio drive caused by moving
2. In a change speed power transmission for a
link I48 -moves the shift rail I 36 which breaks 35
motor vehicle, a pair of parallel shift rails
the circuit at switch I94 thereby deenergizing
adapted for selective shifting in different direc
solenoid valve I09 and permitting spring III to ,
tions to establish different speed ratio drives, a
move piston M0 to the right in Fig. 7 permit
?rst lever mounted for movement in a plane par
ting the clutch to reengage. The switch I94
is now connected with its other circuit and a 4.0 allel to the plane de?ned by said rails, said ?rst
lever having each of its end portions operatively
complete electrical circuit will be made when
connected to one of said rails, a pivotally mounted
the governor I96 connects the outlet terminal
selector lever adapted for swinging about its pivot
I98 with the other inlet terminal below a prede
into locking engagement selectively with said
termined vehicle speed and the driver closes the
rails thereby to determine the rail to be-moved
throttle switch I93 by releasing accelerator pedal
when said ?rst lever is moved, a rotatable lever
208. The electrical circuit then being complete
carried within said housing in a plane substan
the solenoid valve I09 is energized and the piston
tially parallel to said ?rst plane, said ?rst lever
IIO again moved to the left in Fig. 7 to repeat
being operatively connected to said rotatable
the process. The alternator mechanism will this
lever for movement thereby, an input member,
time move the transmission link I48 in the re—
means to reciprocate said input member through
.verse direction from that previously experienced.
a cycle including movement in a ?rst direction
The shift rail I36 will be moved and the collar
and return in response to predetermined vehicle
5i moved to cause a second speed drive in the
operating conditions and means to convert sue
Pig. 2 transmission.
cessive cycles of movement of said input member
In order that the driver cannot open switch
to alternate movements of said rotatable lever in
I90 before the shift has been completed a re
a ?rst direction and in a second direction to
silient connection may be incorporated in the
thereby move said ?rst lever and one of said shift
throttle linkage. Reference may be had to the
rails alternately in one direction and another
copending application, Serial No. 687,248 of Otto
W. Schotz for a description thereof. This device 60 direction in response to successive cycles of said
has been generally designated by the numeral
2I0 in Fig. ‘7 of the drawings.
I claim:
1. In a change speed power transmission for
a motor vehicle, a pair of parallel shift rails
adapted for selective shifting in different direc
tions to establish different speed ratio drives, a
lever mounted for movement in a plane parallel
to the plane de?ned by said rails, said lever hav
input member.
3. In a change speed power transmission for a
motor vehicle, a pair of parallel shift rails
adapted for selective shifting in different direc
tions to establish different speed ratio drives, a
?rst lever mounted for movement and having
each of its end portions operatively connected to
one of said rails. a selector lever mounted for
movement into locking engagement selectively
70 with said rails thereby to determine the rail to be
moved when said ?rst lever is moved, an input
selector lever adapted for swinging about its
member, means to reciprocate said input mem
pivot into locking engagement selectively with
ber through a cycle including movement in a
said rails thereby to determine the rail to be
first direction and return in response to prede
ing each vof its end portions operatively con
nected to one of said rails, a pivotally mounted
moved when said lever is moved. a movable 76 termined vehicle operating conditions and means
2,567,081
9
10
.
to convert successive cycles of movement of said
input member to alternate movements of said
?rst lever and one of said shift rails in a vfirst
direction and a second direction.
4. In a change speed power transmission for a
nately in one direction and another direction in
response to successive cycles of said input mem
ber.
WILLIAM T. DUNN.
motor vehicle, a pair of parallel shift rails
REFERENCES CITED
adapted for‘ selective shifting in different direc
The following references are of record in the
tions to establish different speed ratio drives, a
?le of this patent:
?rst lever mounted for movement and having
UNITED STATES PATENTS
each of its end portions operatively connected 10
Number
Name
Date
to one of said rails, a selector lever mounted for
movement into locking engagement selectively
1,773,216
Campbell ________ __ Aug. 19, 1930
with said rails thereby to determine the rail to be
moved when said ?rst lever is moved, a rotatable
lever carried within said housing and operatively 15
connected to said ?rst lever so that said ?rst
lever is moved in response to movement of said
rotatable lever, an input member, means to re
ciprocate said input member through a cycle in
cluding movement in a ?rst direction and return 20
in response to predetermined vehicle operating
conditions and means to convert successive cycles
of movement of said input member to alternate
1,780,460
1,830,395
1,864,103
Burtnett __________ __ Nov. 4, 1930
Hanson ___________ __ Nov. 3, 1931
Tenbrook ________ __ June 21, 1932
movements of said rotatable lever in a ?rst direc
tion and in a second direction to thereby move
said ?rst lever and one of said shift rails alter
2,169,822
Taylor ___________ __ Aug. 15, 1939
2,187,824
2,208,384
2,208,828
2,222,913
2,223,406
Britton ___________ __ Jan. 23,
Morrison _________ __ July 16,
Adams ___________ __ July 23,
Pescara __________ __ Nov. 26,
Chisholm _________ __ Dec. 3,
2,227,830
2,327,063
2,351,067
2,388,043
Phillips __________ __ Mar. 31,
Randol ___________ __ Aug. 17,
Randol __________ __ June 13,
Derungs __________ __ Oct. 30,
1940
1940
1940
1940
1940
1942
1943
1944
1945