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July 15, 1945- ' D. A; WALLACE ETAL ‘ POWER TRANSMISSION Filed Sept. 2, 1941 2,404,330 '_ 5 Sheets-Sheet 1 0-2 I'NVENTOR5M , Fat/id -? III/4221402, m, M Mama: - ATTORNEYS’. July 16,1946- D. A. WAFLACE ETAL ' 2,404,330 POWER TRANSMISSION Filed Sept. 2, 1941 5 Sheets-Sheet 2 my[@/243 - INVENTORS. } 2% ATTORNEYs. July 16, 1946. D. A. WALLACE ETAL ' 2,404,330 _ POWER TRANSMISSION Filed septgz, 1941 5 Sheets-sheaf. 5 , 3&9}?? B Jul 52:24, PJZUM ATTO R N E Y5. July 16, 1946. ~D. A. WALLACE ETAL ' - - 2,404,330 _ POWER TRANSMISSION Filed Sept. 2, 1941 5 Sheets-Sheet 4 I40 7 454 . ATTORN EYS. Ju1y16,1946- ' D. A. WALLACE ETAL ' POWER TRANSMISSION Filed Sept. _2, 1941 ' M7 " ' 2,404,350v Q . 5 Sheets-Sheet 5 AM 434 ii ATTORNEYS. Patented July 16,‘ 1946 r UNITED STATES“ PATENT OFFICE David A. Wallace and Edward 0. Lee, Detroit, Mich., assignors to Chrysler Corporation, High land Park, Mich., a corporation of Delaware ‘ Application September 2, 1941, Serial No. 409,210 11 Claims. , (01. 192-35) 1 . 2 This invention relates to improvements in power transmissions, particularly in the shifting mechanism for such transmissions. . . . . . mechanism, the positions of the parts. correspond ing to Fig. 6. ‘ . ' ‘ . l; .; V Fig. 8 is a sectional view of the Fig.7 mecha~ It is the main object of the invention to pro- nism with the clutchfully released. ' ' ' _‘ ,' , vide a simple‘ and economically manufactured ~_l_i_ Fig. 9 is a sectional view of the Fig.6 mecha power shift apparatus for conventional types of ' nism, the parts being shown in second'speed po vehicle change speed transmissions. -_ sition with the clutchreleased.‘ ' - . During recent years various forms of automatic Fig. 10 is a sectional view ‘of the valve oper and semi-automatic power transmissions have ating mechanismfthe positions of the parts';cor come into vogue for motor vehicles. For the most @129 responding to Fig. 9 with the clutch engaged; and part these transmissions ‘have been costly ‘to manFig- 11 i8 a Sectional View of the Valve operating ufacture and have required considerable reormechanism with the. clutch released to normal ganization of other parts of the vehicle besides release position, thetransmission parts being in requiring the learning of a somewhat different high speed or direct drive'position; driving technique on the part of. the driver. ' I .1? Referring to Figs. 1 to 5, it. may be seen'that 'The power shifting apparatus disclosed and claimed hereinis adapted for ready ‘attachment to vehicles equipped with conventional manually operable change speed transmissions either as a factory installation or as a service accessory.“20 The regular engine oil pressure system is-used to supply operating oil pressure and the transmission-control is not disturbed except that‘shifting we have illustrated our invention as applied to a motor vehicle havingan'enginoA, a releasable friction clutch B and a manually shiftable trans-, mission C. The clutch B may be of anticom meroially' available‘ type and‘ ‘1's ‘releasable by means of a release mechanism 50, the >fork~~5l thereof being connected to the clutch pedal. 52 by any Suitable linkage suoh'as, for exampleithat of gears between second and high speed ratio is ' illustrated vin Auten Patent No; 2,232,302, issued performed by power means in response to ordi- 3'25 February 18, 1941. nary operation of the clutch pedal. I i -- i ‘ ‘ The clutch is enclosed in a housing 53: mounted ' - A further object'therefor is to provide a power in the block of‘the engine A and a housing or shifting apparatus operable to shift the trans‘- Casing 54 for the transmission 0 is-fastened '60 mission gears in response to operation of the vehicle clutch pedal. 7 ‘ the real‘ end thereof- A Shafb55" willingly-‘con “530 nects the clutch B with the transmission: 1 This Other advantages and objects will become apparent from the following description. In the drawings accompanying Said description’, Fig. 1 is a partial side elevation of an automobile power plant and change‘ speed transmis- ‘:35 Sign embgdying the present invention , i and. a reverse gear 63. A- shiftable gear.“ splined Fig’ 2 is a rear end elevation of the _trans_ mission ‘ I i shaft has a drive pinion 56 formed thereon which meshes with a gear 51,01’ a countershaft cluster 58 carried by a countershaft 59; The cluster in ‘dudes also a'geal' 60 disposed in mesh. with the second speed drive gem“ 5L9’ "low speed $95? 62 > on the mainshaft 65 is adapted to be shifted into mesh with the gear 62 to provide low. speed-ratio drive, or with a reverse'idler gear J66 ‘to provide‘ ‘0 reverse drive; the gear 68 being vcarried ,byits mission showingthee-control mechanism thereof, Own °°untirsh aft in permanent mesh; withthe Fig.‘ 3 is a combined side ‘elevation and sec tional view in an enlarged scale of the trans th. . . .. . - a . 15' “8W bemg takenV as mdlcated by the‘ me 3—3 in Fig.2. gear 63.‘ . - .7 > - ‘A shiftable .clutch sleeve 61 is‘splined on the . Fig. 4 is a sectional view of the. transmissionI ; ‘8, .c51195216: 1111561: of adaptptd tcég“;0rengage‘: mph the u c ee pinion -d1rec drive, or showing the ‘gears. . . i .1 ~ . . ' Fflg- 5 1.5 a‘ plan. new of the tran§m1ss1°m th? casing being partially cut away to illustrate details of the shift mechanism. with the clutch teeth 69 of gear 6|‘ for ‘second - speed ratio drive. ‘Suitable blocker synchronizers 70 and H are provided to- prevent clashing‘ of teeth as is common in the am I ' . ._ ~ . . Fig- 6 is an enlarged sectional View of the h‘y- 50: . The clutch sleeve Gland gearlill lare-shiftable ‘ dmuuc shifting mechanism, the parts being shown in‘ neutral position with the. clutch engagfact _ _ l e i ‘ Flg- 7 1s a sectional view takenv along the line bya manually operated remoteshiftmechanism which comprises aytrunnion member lZrockably. carried'by a/rockshaft 13 by meansiof aipinllll. The: rockshaft'is rotatably ~carried1by a casing 'l?'leof Flg. 2 and showing the valve‘ operating [1 cover‘75’ and extends outwardly therefrom; an V 2,404,330 3 operating lever ‘I6 being ?xed on its outer end. A shift ?nger TI carried by. the trunnion ‘I2 is adapted to selectively engage slots ‘I8, ‘I0 formed 4 A stem I I9 is slidable within the plunger I I5. This stem has ' arates a pair of chambers H1, H8; ' an enlarged central portion I20 which snugly and in shift yokes v80, 8| respectively. slidably ?ts within a bore formed in the plunger ; vThe shift yoke 80 is carried by a rail 82 and for receiving the same. ' The yoke 8| likewise has a fork portion which The valve stem I I9 carries a’pair of coil springs IZI, I22 which are adapted to be compressed between washers I23 suitably positioned in the gaged by the usual detent mechanism 86 and irig arm H0. interlock pin 81. The ?nger 'I'! is biased by a spring‘ (not shown‘) thereon as will be clear from the drawing. ‘has an integral fork portion which engages the ‘shift collar portion 83 of the clutch sleeve 6]. stem as will presently appear. Fixed in the rear ' engages a shift collar 84 formed on the low reverse gear 6|. Both yokes are slidable on a 1.0 end of the stem is a cOllar I24 which is engaged ‘ ‘by the bifurcated lower end of the valve operat rod85 and the rails 82, 83 are operatively en into engagement with the yoke £0 at. all times $1.5 '_ A selector lever 88 carried by a shaft are is adapt ed for actuation by a lever 90 (Fig. 5) to. rock thetrunnion 12 on the pin 14 to disengage. the The latter is slidable on the collar I24 within the limits permitted by the shoulders . Disposed outwardly adjacent the valve in the casing I03 is an interlocking mechanism which ‘ comprises a plunger I25 slidable in a bore I20. The plunger has a ramped rear portion I2'I which ?nger 11 from the slot 18 in yoke 80. and engage I engages a plunger I28. it with the slot ‘I9 in yoke BI when it is desired ternal bore in which is carried a detent plunger to set the transmission forrlow or reverse drive. For a more detailed description of the shift mech anism reference may be made to the patent of Otto E. Fishburn, Serial No. 332,910, ?led May 2, 1940, No. 2,284,191, issued 'Maygz?, 1942. i The shift ‘lever 115 and selectorglever 90 are actuated by a suitable remote control linkage I’ ‘carried by the vehicle steering column which in I29 and a spring I30. The latter has an in The plunger‘ I29 is 'per- . mitted'to move inwardly of the bore of plunger I28 against the spring I30 only when the plunger I25 is in the Fig. 9 position.~ When the’plunger 25 I25 is moved rearwardly of its bore to the position illustrated in Fig. 10, plunger I28 is thrust into its bore compressing spring I30 which prevents f yielding of the detent plunger I29. Thislocks the valve plunger II5 against movement the cludes a Bowden cable 92 andshift ‘links 93, 94 connected by bell crank 95. The arrangement is 30 plunger I29 being?always engaged withjone of the locking grooves I3I formed in the valve such that the driver operable shift "lever (not shown) may be swung about its mounting in two Plunger I25 has a forward reduced portion-I32 parallel paths of movement; the lower path con plunger.‘ trolling the yoke 8|v and'the‘ upper path’ control ling theyoke 80. ~ ‘ 'i ' ~ which is fastened by a pin I 33 to a rod I 34. The 35 latter is vinturn-operably connected by a link I35 . and a pin I36 with the clutch throwoutfork 5| j 1> ‘Most motor vehicle manufacturers offer an (Figs. 3 and 5). ' The arrangement is such that depression of the pedal 52 to effect release of clutch ‘B will also e?ect rearward movement of an extension housing is fastened to the rear end .of' the-trans'm-ision casing in ‘the space which 40 plunger’ I 25 in bore I26 thereby to lock valve overdrive _ transmission as optional 1 equipment and on‘ those models not equipped’ withoverdrive would ordinarily be’ occupied by the overdrive gearing and casing. We have modi?ed this ex tension housing and adapted it for. housing the operating parts of our hydraulic shifting'mech ‘anism, but it is desired to point out that our in vention isv not limited in its application to this precise construction. _ - plunger I I5. ling I00, is'hollow, the mainshaft 65 extending _ type is adapted to engage one or the other of a pair of grooves I39 formed in the collar as will _ As will be seen from Figs. ‘1-5, a housing I00 is seeured'by bolts IOI to the casing 54. The hous ' A collar I '31 is slidably disposed in the bore I25. This collar is loose on the reduced portion I32 of the plunger I25 but snugly engages the bore. 45 IA detent I38 of the well known spring pressed ball ‘be further explained herein. ‘ I I The casing I03 has an inlet I40 which is con 50 nected by a pipe MI with the engine oil pump I42. therethrough, and has means formed thereon. indicated by numeral I02, for mounting the usual lpropellerlshaft brake (not shown). ' Formed on the housing I00 is a ‘casing I03 which houses the A similar pipe I43 connects the casing outlet or vent port I54 with the crankcase as illustrated in Fig. 1. ' .' The valve sleeve H4 is provided with a passage 55 I ll?which connects with the cylinder port I I2 and fluid pressure motor and valve mechanism. with a port I475 which opens into the sidewall of r The ?uid pressure motor comprises‘ a. cylin the cylinder as shown in Fig. 6. The‘ vent pas; §'der l0=47closed at its forward end by a ‘head I05 sage I44 connects with a passage I 41 which is dis} . and at its rear end‘by a head I03. Slidable with; posed longitudinally of the cylinder and connects 1in the cylinder is a piston I01 which carries a 7 1 piston rod I08. The latter extends forwardly L60 with valve sleeveports I48 andI 49. A ‘drain pas sage I50 opens into the passage I41 for draining 1 into casing 54 where it is connected by means of the interior of the valve. . a pin I09 with the second-high rail 82, and rear The enlarged portion IIB of the valve stem II5 wardly of thehead I06 where a valve‘ operating ‘ arm I I0 is mounted thereon. A suitable packing separates two annular valve chambers II‘I, IIB ygland II I is provided adjacent the forward cyl as carried by the stem which chambers are adapted to’ selectivelyvconnect certain of the ports and . inder head for sealing the cylinder. ' ‘ The cylinder I04 is ported at H2 and H3 for the admission of ?uid under pressure thereby to 1 shift the piston I01 and rail 82. i The valvemechanism for controllin’githe ad- ‘7 ‘ mission‘ of ?uid to the cylinder I04 comprises a 'ported'sleeve' IVI4 having a shrunk ?t in the casing ,‘ within I03 v‘below the the sleevecylinder is a plunger I04. -Slidably H5 having ‘disposed a cené passages as will presently be made clear. ‘ _ The inlet port I40 is connected with the control valve by passages I53, I54, I55 and I50 When the plunger I25 is moved rearwardly sufl'iciently' to uncover passages I53 and I54, butrnot sufficiently to move the collar I31. This condition of the plunger is shown in Fig. 11. Fluid ?owing into the valve is blockedrby the h ‘ trally positioned enlarged portion I’I'6 which sep, . . enlarged portion H3 of the stem II5 when the 5 2,404,330 latter is in neutral position (Figs. 6, 7, and 8). When the stem is in second speed ratio position (Figs. 9 and 10) and the plunger I25 is in clutch released position as in Fig. 11, fluid under pres sure flows into valve chamber II1 and thence through passage I5I and cylinder port “3 into cylinder I04 in rear of piston I01 whereupon the piston I01 is thrust forwardly to shift the sleeve 61 to direct drive position. At the same time the travel of the piston. I01 to the position shown in Fig. 9, which movement of the piston is freely per mitted because both ends of the cylinder I04 are vented, the stem I I5 of the main control valve being locked in neutral position by plunger I29 as _ illustrated in Fig. 8. Movement of the piston rod I08 rearwardly ' effects corresponding rearward movement‘of the valve ‘rod II9 through the intermediary of the forward portion of the cylinder is vented through 10 arm IIO and'the collar I24; Inasmuch as the port II2, passage I45, port I46, chamber IIB, port stem I I5 is locked against movement by the I49 and port I44, vent port I48 being covered by plunger I29 the stem itself does not move and the forward head of the valve stem. “ the springs I2I and I 22 are placedunder co Similarly when the stem H5 is thrust for wardly to high or direct drive position (not illus 15 Release of the clutch pedal 52‘tothereby engage pression. - ' trated) vent port I49 is covered by the rear head of the stem and chamber H8 is opened to pres clutch B will new result in the vehicle being driven forwardly in second or intermediate speed sure port I56, which is thus connected to the cyl ratio and, as soon as the plunger I25 is returned inder by way of passage I45. At the same time to clutch engaged position, springs I2I and I22 the rear end of the cylinder is vented through 20 act to thrust the valve stem II5 rearwardly to passage I5I, chamber .I I1, port I48 and passage the position shown in Fig. 10 which actioncon I41. nects the- rear end of cylinder I04 with pressure The operation of the apparatus is as follows: It port I56 through the intermediary of chamber will be noted that the power actuated shift mech II1, passage I5I and port II3, while at the same anism is effective for shifting the sleeve 61 only, time the forward end of the cylinder is vented the low-reverse drive gear 64 being shifted manu through port H2, passage I45 and chamber I I8 ally in conventional manner. which is connected to the vent passage I44 Let it be assumed that the vehicle is at rest through port I49. So long as the plunger I25 is with engine A running and the regular manually in clutch engaged position, as illustrated in operable remote shift control lever in neutral 30 Fig. 10, there is no pressure on in the cylinder position, the clutch pedal 52 being ‘in clutch en I04 because pressure port I53 is blanked off by the gaged position as illustrated in Fig. 1. In order plunger I25. ' 1 to drive the vehicle forwardly the driver depresses After acceleration of the vehicle in intermediate the clutch pedal 52, to the full extent of its travel ' speedratio to predetermined desired speed, shift which action disengages the clutch B and through to high or direct speed ratio is accomplished by the action of the link I35 the plunger I25 is thrust power actuation in response to depression vof rearwardly to the full extent of its travel as illus clutch pedal 52 sufficiently to disengage clutch B trated in Fig. 8. Rearward movement of the and move rod I 34 rearwardly to the positionillus rod I34 to the position shown in Fig. 8 effects trated in Fig. 11. As soon as plunger I 25 is moved movement of the collar I31 in a rearward direc 40 rearwardly sufficiently to establish communica tion su?iciently to close the inlet passage I53 tion between port I53 and passage I54 ?uid under . thereby preventing the pressure fluid from enter pressure flows through passage I55 and port I50 ing the main control valve. During operation of into chamber II1 and as this chamber is con the vehicle under normal driving conditions, nected to the rear end of cylinder I04 piston I01 when the power actuating shift mechanism is 45 is immediately thrust forwardly to shift rail 82 effective, the clutch 52 is depressed only enough‘ and clutch sleeve 61 forwardly to clutch the teeth to release the drive through clutch B when shift thereof with clutch teeth 68 thereupon estab ing by the power means and this movement of lishing direct drive connection betweenvshafts 55 the clutch pedal is not suf?cient to displace the collar I31 which is retained in the position shown 50. It will be noted that the forward stroke of the in Fig. 7 by the detent mechanism I 38 at all times piston I01 takes place during release of the clutch, and 65. - - . . ' except when the transmission is shifted manually, plunger I 20 under these circumstances ‘locking under which conditions the clutch pedal is de the stem against movement which results ‘in pressed to the full extent of its travel to thereby springs IZI, I22 being placed under compression displace the collar I31 and prevent the pressure, 55 through movement of the rod I I9 forwardly" Re fluid from entering the main control valve.v lease of the-clutch pedal will now cause the .ve While the clutch pedal 52 is depressed to the hicle to‘be driven forwardly in direct drive and full'extent of its travel as aforesaid, the transmis as soon as the plunger I25 is returned to clutch sion remote shift mechanism may be manipulated engaged position thereby releasing detent plunger to shift the gear 64 into mesh with the counter 60 I28, the stem I I5 will be thrust forwardly by the shaft cluster gear 62 thereby to set the transmis action of the springs» I2I, I22 to connect the sion mechanism for forward travel in low speed rear end of cylinder I04 to vent passage I “and ratio upon engagement of clutch B. Inasmuch connect the forward end of cylinder I04 to pres as the position of gear 64 is controlled by rail 83, sure port I56 as will be readily understood from the piston I01 of the shifting motor is not dis e5 the drawing. ’ 7 turbed. Release of clutch pedal 52 and depres 'Thus it will be ‘seen that the next time that ‘ , sion of the accelerator pedal I52 will now cause clutch pedal 52 is depressed, piston I 01 will be the vehicle to be driven forwardly in low speed shifted rearwardly of ‘ cylinder I04 therebyto ratio and when‘ the vehicle has been accelerated effect shift of clutch sleeve 01 back, to second to desired speed, shift to second speed ratio may '76 speed ratio position, no manual actuation of'the ' be accomplished manually by depression of the shift mechanism being necessary. clutch pedal 52 to the full extent of its travel and manipulation of the‘remote shift mechanism This action effects rearward a choice of gear and axleratios to start'thevehicle ‘ to shift the sleeve 61 rearwardly into‘mesh with clutch teeth 69. _ It has been foundperfectly- feasible with proper 75 in second speed ratio; ,low- speedratiobeingre served for emergency starts and for negotiating 2,404,330 \ 3 driver wishes to drive the vehicle forwardly under inormal ‘driving conditions shift of the .clutch ;sleeve 61 is entirely .automatic in response to '8 said clutch whereby said follower member‘ may .st‘eep grades, sand, ‘snow, etc. v.Eio long as the be locked against operation incidentally to open ,ationof said clutch. 2. In a motor Vehicle having an engine,‘ a clutch and a change speed transmission, a shift v operation of clutch pedal '52. For example, when the vehicle is brought to a stop at atra?ic light, depression of clutch pedal 52 will result in the member in said transmission adapted to be shift ed from neutral to a low speed drive position and to a high speed drive position; a pressure ?uid sleeve 61 being shifted rearwardly to second speed position preparatory to starting the vehicle in actuated motor for shifting‘said member include ' this speed ratio upon re-engagement of the clutch, 10 ing, a reciprocable piston operatively connected to said member so as to cause the transmission to ‘ and as soon assu?icient speed has been obtained be in the low speed drive position in one position of the piston and to be in the high speed drive 7; action of the power mechanism being entirely, ' position in another position of the piston, a con 1 automatic with the valve stem I I5 being auto-v 15 trol valve for controlling said motor; means op- I‘ _ erably interconnecting said piston‘ and said valve matically set for shift of the piston I0‘! in the whereby said valve is moved to high speed posi opposite direction upon subsequent depression tion in response to movement of said piston to of the clutch pedal. low speed position and to low speed position in It will be understood that the clutch pedal must response to movement. of said pistonto high speed i be depressed only sufficiently to establish com“ position; . said’ interconnecting means ' including ‘munication between port I53 and passage :54 a lost motion connection operable to permit during automatic operation of the transmission, movement of said piston in advance of corre I full depression of the clutch pedal to the Fig.’ 8 sponding movement of said valve; and means op; position being made only when manual manipu~ erable by the driver for locking said valve against lation of the transmission is desired. The detent movement during movement of said piston. 1 I38 acts to maintain the collar I31 in inoperative a depression of clutch pedal 52 will result in the sleeve 61 being shifted to high speed position, the position except when the clutch pedal is depressed to its full extent. For this reason it is preferable 3. In a motor vehicle having an engine, a clutch and a change speed transmission, a shift member in said transmission adapted to be shift that the spring controlling detent I38 be made . sufficiently strong so that the. driver may be able 30 ed from neutral to a low speed drive position and to a high speed drive position; a ‘pressurei?uid actuated motor for shifting said member include ing, a reciprocable piston operatively connected I to feel the, extra resistance necessary to effect 1 movement of'the collar I31. ' Reverse, setting of .j the transmission is effected in conventional man- _ to said member so ‘as to cause " the transmission I ner'by manual manipulation of the remote shift bein the low speed drive position in one posi mechanism, the clutch pedal 52 being depressed 35 to tion of the piston andto be in the high speed fully to cut off communication between port I53 drive position in another position of the piston‘, a control ‘Valve for controlling said motor; means operably interconnecting said piston and‘ said . will be readily understood. valve whereby said valve is moved to high speed It may thus be seen that we have provided a 40 position in response to movement of said piston ‘ simple and fool-proof power actuated mechanism to low'speed position and to low speed position 1 and passage. I54 while the gear $64 is being shifted ‘ I into‘ engagement with reverse idler gear I86 as ‘ which may be easily applied to a standard trans— in response to movement of said piston to high speed position; said interconnecting means in; cluding a lost motion connectionoperable to per mit movement of said piston in advance of corre sponding movement of said valve; and means op erable in response to release of said clutch" for mission for shifting the same between second speed and high speed positions for normal for ward driving. Our improved power shifting ‘ mechanism does not interfere with the ordinary 3 manual control of the transmission which may ‘ be resorted'to at any time, it being necessary only 7 locking said valve against movement. to depress. clutch pedal 52 sufficiently to move 50 ‘ 4. In a motor vehicle having an engine, a, ‘ the collar I31 rearwardly to blank off the pres clutch and a change speed transmission, a shift member in said transmission adapted to be shift ed from neutral to a low speed drive position and . sure port I53 when it is desired to shift either , the gear BI or the clutch sleeve 61 manually. While but one preferred embodiment of our , to a high speed drive position; a pressure'?uid Q invention has been illustrated for purposes of dis» 55 actuated motor for shifting said member includ ' ‘ closure, it will be understood that various changes . may be resorted to by thosev skilled in the .art , mg, a reciprocable piston operatively connected to said member so as to cause the transmission to . without departing from the principles'of ‘our in be in the low speed drive position in one position of the piston and to bein'the high speed drive 60 position in another position ‘of the piston, a con 1'. In a motor vehicle having an engine, a trol valve for controlling said motor; means op clutch and a changespeed transmission; a pres erably interconnectingsaid piston and said valve sure ?uid actuated‘motor for controlling said whereby said valve is moved to high speed posi ‘ transmission so as to cause the transmission to tion in response to movement of said piston to drive atone speed ratio in one position of the ‘ 65 low speed position and to low speed position in motor and to drive at another speed ratio in an response to movement of said piston to high speed other position of the motor; a valve for control position; said interconnecting means including a , ; vention. , ' ' r ling said motor including' leader and follower . lost motion connection operable to permit'move members so arranged that said leader member mentv of said piston in advance ofv corresponding may be operated in advance of said follower movement of said valve; a master valve for con member, operation of said follower member caus ‘70 trolling admission of pressure fluid to said con said motor; means operably con‘ ing operation of trol valve; and means operable in response to re‘ necting said leader member with said motor‘ lease of said‘ clutch for'simultaneo-usly operating whereby said‘leader member is operated in re said-master valve ‘and locking said 'controltvalve pr- sponse to operation of said motor, and means ' operably connecting said follower member with 75. against movement. - V ' ' ' ' - ' a I 2,404,330 9 5. In a motor vehicle having an engine, a clutch and a change speed transmission, a shift member in said transmission adapted to :be shift ed from neutral to a low speed drive position and to a high speed drive position; a pressure ?uid actuated motor for shifting said member includ ing, a reciprocable piston operatively connected 10 and arranged such that it is closed when said clutch is engaged and open when said clutch is released; lock means operably associated with said control valve for locking the same against movement during movement of said piston, and means for operating said lock means in response ‘ to release of said clutch. 8. In a motor vehicle having an engine, a clutch and a change speed transmission, a shift tion of the piston and to be in the high speed 10 member in said transmission adapted to be shift drive position in another position of the piston, ed from neutral to a low speed drive position and a control valve for controlling said motor; means to a high speed drive position; a pressure ?uid to said member so as to cause the transmission - to be in the low speed drive position in one posi operably interconnecting said piston and said actuated motor for shifting said member includ valve whereby said valve is moved to high speed position in response to movement of said piston 15 ing, a reciprocable piston operatively connected to said member, a control valve for controlling to low speed position and to low speed position said motor; means operably interconnecting said in response to movement of said piston to high piston and said valve whereby said valve is moved speed position;said interconnecting means ;in to high speed position in response to movement ' cluding a lost motion connection operable to per of said piston to low speed position and to low , mit movement of said piston in advance of corre speed position in response to mo-vement'of said sponding movement of said valve; and means piston to high speed position; a master valve for connecting said control valve with said clutch , controlling admission of pressure ?uid to said operable to lock said control valve. against move ment when said clutch is released. control valve including inlet and outlet ports and _ a plunger operably connected to said clutch for‘ ' 6. In a motor vehicle having an engine, a 25 operation when said clutch is released to establish clutch and a change speed transmission, a shift communication’ between said ports; a pedal for member in said transmission adapted to be shift controlling said clutch and master valve, said ed from neutral to a low speed drive position and to a high speed drive position; a pressure ?uid pedal having a normal range of movement for releasing said clutch and opening said valve and actuated motor for shifting said member includ 30 a further range of movement overtravelling'said mg, a reciprocable piston operatively connected normal range and means operable in’response to said member, a control valve for controlling said motor; means operably interconnecting said piston and said valve whereby said valve is moved to high speed position in response ‘to movement of said piston to low speed position and to low speed position in response to movement of said to operation of said pedal in said overtravelling ' range for cutting off communication between said ports. 9. In the combination set forth in claim 8, ‘7 means adapted for operation by the master valve plunger when the same is moved to openposiJ piston to high speed, position; said interconnect tion for locking said control valve against move ing means including a, yieldable member oper-i ment. able to permit’ movement of said piston in ad 40 10. In the combination set forth in claim 8, vance of corresponding movement of said con means adapted for operation by said pedal for trol valve; a master valve operably connected locking said control valve against movement ‘with said clutch for controlling admission of ' when said pedal is operated in both ranges of pressure ?uid to said control valve, said master valve being constructed and arranged such that 45 11. In a motor vehicle having an engine, a it is closed when said, clutch is engaged and open clutch, a pedal for controlling said clutch ‘and when said clutch is released; and means inter a change speed transmission, a shift rail in said movement. connecting said valves for preventing movement of said control valve when said master valve is open. ‘ 7. In a motor vehicle having an engine, a ‘ g , ~_ - . transmission adapted for shifting from neutral to low and high speed driving positions respec 50 tively; a hydraulic motor for shifting said rail including a piston and a piston rod operably connected to said rail; a control valve-for con clutch and a change speed transmission, a shift member in said transmission adapted to be shift ed from neutral to a low speed drive position and ' trolling said motor including a movable valve member operatively connected with said piston to a high speed drive position; a pressure ?uid 65 rod and so arranged that movement of said piston , actuated motor for shifting said member includ ing, a reciprocable piston operatively connected to high speed position urges said valve member to low speed position and vice-versa; a master valve ‘ to said member, a control valve for controlling for controlling admission of pressure ?uid to said said motor; means operably interconnecting said control valve, said master valve including a mov able plunger operably connected with said clutch pedal for operation thereby and arranged such piston and said valve whereby said valve is moved to high speed position in response to movement of said piston to low speed position and to low speed position in response to movement of said that operation of said pedal to release said clutch closes said master valve; and lock means oper piston to high speed position; said interconnect ably associated with said valves for locking said ing means including a yieldable member operable to permit movement of said piston in advance of corresponding movement of said control valve; a control valve member against movement in re sponse to operation of said plunger accompanied by release of said clutch. master valve operably connected with said clutchv for controlling admission of pressure ?uid'to said control valve, said master valve being constructed ' » - DAVID A. WALLACE. 770 EDWARD 0. LEE.