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Патент USA US3034383

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May 15, 1962
R. WALKER
3,034,373
TRANSMISSION CONTROL
Filed Oct. 4, 1960
2 Sheets-Sheet l
INVENTOR.
BY
491W
ATTOR/VZY
May 15, 1962
3,034,373
R. WALKER
TRANSMISSION CONTROL
2 Sheets-Sheet 2
Filed Oct. 4, 1960
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ATTORNEY
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United States Patent 0 " ice
$334,373
Patented May 15, 1962
2
I,
it is moved out of the latching position, no longer offers
3,034,373
TRANSMISSlON (IGNTROL
Raymond Walker, Birmingham, Mich, assignor to Gen
eral Motors Corporation, Detroit, Mich, a corporation
of Delaware
resistance to throttle pedal movement.
-
An object of the invention is to provide in a combined
control for carburetor and transmission throttle valves,
a lost motion mechanism actuating boththe' carburetor
throttle valve and the transmission throttle valve in a
normal range of movement and in a forced downshift
range of movement actuating only the transmission throt
tle valve and having a detent mechanism resisting move
This invention relates to control linkages and particu
larly a combined control for the carburetor and trans 10 ment from the normal range to the forced downshift
range and having no additional resistance in the forced
mission throttle valves.
downshift range.
In the operation of motor vehicles having automatic
Another object of the invention is to provide in a con
transmissions for transmitting torque from the engine
trol of the foregoing character a lost motion mechanism
to the road wheels, it has become common practice to in
clude in the hydraulic controls for such transmissions a 15 connecting a control member to two controlled members
to actuate both the controlled members in a normal
throttle valve. This valve acts to regulate pressure in
Filed Oct. 4, 1950, Ser. No. 60,458
13 Qlairns. (Cl. 74-472)
accordance with the throttle pedal position for opening
range and to provide a detent feel resistance on move
the carburetor throttle valve. The pressure varied in ac
cordance with throttle pedal position is employed to con
ment of the control member from the normal range to
a forced ,downshift range of movement in which only
trol the action of the automatic shift valves and other
control functions of automatic transmissions. Conse
ing the detent resistance.
one of the controlled members'i-s moved without continu
I
Another object of the invention is to'provide in a con
trol system of the foregoing nature a lost motion mech
stantially closed position during idling, it is desirable that
anism consisting of two levers, a primary lever actuated
the throttle pressure regulated by the transmission throt
tle valve shall be at its minimum and likewise when the 25 by a control member and connected to the transmission
throttle valve and pivoted to a secondary lever pivoted
carburetor throttle valve is in substantially wide open
position, the throttle pressure regulated by the transmis
to the frame at a point spaced from the primary lever
sion throttle valve is at its maximum. It is also common
pivot, a connection between the secondary lever and the
practice to provide an arrangement whereby the trans
carburetor throttle valve, and a latch mechanism between
mission can be forcibly downshifted from a high speed 30 the primary and secondary levers engaged to transmit
ratio to a lower speed ratio by movement of the accel
sul'?cient force from the control member to the carbure
erator or other pedal connected to the carburetor throt
tor throttle valve during normal movement which un
tle valve beyond a position in which wide open carbu
latches at the end of carburetor throttle valve movement
retor throttle valve is established. Such continued move
in response to an additional force to permit additional
ment of the accelerator pedal is for the purpose of im 35 movement of the primary lever to further move the trans
parting additional movement of the transmission throt
mission throttle valve control without additional force.
tle valve for certain control purposes, such as increasing
Another object of the invention is to provide in a con
the throttle valve regulated pressure to a higher down
trol linkage a primary lever pivoted to a secondary lever
shift pressure to provide a forced downshift of the auto
which is pivoted to the frame at a point spaced from
matic shift valves without changing the carburetor throt 40 the lever pivot, a control member connected to the pri
tle valve position.
mary lever, one controlled member connected to the pri
Arrangements have been provided, as shown in Pat
mary lever and another connected to the secondary lever,
ent 2,823,555, patented February 18, 1958 by Casimer
and a latch mechanism between the primary and second
3. Cislo, to provide in the linkage interconnecting the
ary levers normally transmitting movement from the con
throttle pedal to both the carburetor butter?y or throttle . trol member to both controlled members and operative
valve and the transmission throttle valve, a pair of lever
in response to an increase in the resistance to movement
members biased to a ?xed relative position by a spring
of the second controlled member and an increase in the
so that they move together during throttle pedal move
force applied to unlatch and then to move the primary
ment during the full range of carburetor valve movement.
lever relative to the secondary lever with a reduced force.
When movement of the carburetor valve is stopped in 50
In carrying out the foregoing and other objects of the
the wide open position, the throttle pedal force may
invention, for use in a power plant having an engine
overcome the biasing force holding the two lever mem
and automatic transmission, a throttle or fuel control
bers in the same relative position and’ move one lever
for the engine, a throttle valve control for the transmis
quently, when the carburetor throttle valve is in its sub
member a predetermined additional distance, to provide
sion, and a carburetor or fuel control device for the en
the downshift action for the transmission throttle valve. 55 gine, the controls are provided with a lost motion mech
In this arrangement, the additional downshift movement
anism interconnecting the aforesaid three controls. The
not only requires the desired additional force to move
lost motion mechanism includes a primary lever pivoted
it beyond the normal wide open carburetor throttle valve
to a secondary lever at a point spaced from the pivotal
position, but also requires an increasing additional force
mounting of the secondary lever to the frame. The fuel
to further compress the biasing spring to be exerted by 60 control is connected to the primary lever to rotate the
the operator to hold the throttle pedal in the downshift
primary lever about its pivot on the secondary lever. The
position.
transmission throttle valvecontrol is also connected to
In accordance with this invention it is proposed to
the primary lever and at all times moves proportionally
provide a detent or latch mechanism between the pair
to the fuel control member movement. The carburetor
of lever members in a throttle pedal linkage connected
throttle valve control is connected to the secondary lever
to both the carburetor and transmission throttle valves. 65 and moves proportionally to the secondary lever. A latch
The latch mechanism is effective to require a higher force
mechanism is employed to normally hold the primary
to move the throttle pedal beyond the normal carburetor
and secondary levers in the same relative position for
throttle valve range of movement into the detent or forced
movement as a unitary lever through the normal range
downshift range, but requires substantially no additional
force and preferably a reduced force, to hold the throttle 70 of movement from zero throttle to substantially full throt
tle position to connect the fuel control to ‘the fuel supply
pedal in the detent range. This is accomplished by em
or carburetor control for proportional movement. When
ploying a spring biased latch type of detent which, once
3,034,373
3
.
I the carburetor throttle valve reaches the full throttle
I
.
4
The shaft 56 has a head 62 holding a secondary lever 53
in axial position on the shaft '56.. The input leg 42 of
the primary lever '41 has a slot 63 in the path of shaft 56
during pivotal movement‘of ‘the primary lever 41 as it
pivots about pin 48 to permit relative movement be
position stopping further movement and the operator
provides a slightly increased ‘force, the latch mechanism '
will‘be disengaged permitting further independent move
ment of the, primary lever and the transmission throttle
valve control Without encountering any additional re
sistance or with reduced resistance. The latch mechanism
employs as a ?xed member, the pivot shaft for the sec
tween the primary and secondaryv lever. The output leg
46 of the primary lever =41 does not need a slot since it
is displaced laterally away from shaft 56.’
ondarylever. ' The primmy lever is provided with a slot
The shaft 56 has a reduced diameter-portion ‘66 to pro
around the'pivot shaft to permitlfree movement of the 10 vide a cam surface for‘ the latch lever ‘67. The latch
primary lever relative to the shaft. A pivoted latch is
lever 67 is pivoted at one end by a pivot pin 68 secured
also pivotally mounted on the primary lever and has a
to the input'leg 42 of lever 41. The latch lever 67 has
recess or detent resiliently urged into engagement with . a curvedrecess 69, ?tting against the cam surface 66 on
- the shaft by a spring in the normal position of the two
shaft 56 to. lock the primary and secondary levers in the
levers. When the‘. throttle control isto be moved to 15 normal position shown in FIGURE 2. A coil spring
the detent position, an additional force must be applied to
2 is connected to the free end 71 of latch lever 67 and
the throttle pedal to move the primary lever and the
is anchored at the other end to a projection 73‘ extend
latchlever so that the shaft slips out'ofrthe detent recess.
ing from the base ofthe U-shaped secondary lever 53.
Thereafter, less force is :required to move the throttle
The extension portion 76 of pivot pin 43‘ engages a
pedal since the shaft merely slides along a smooth surface
stop pad 77 on the support ‘59 to limit counterclockwise
on the latch lever, and only the normal throttle pedal reac
rotation‘of the secondary lever and prevent toggle action
tion forces are encountered. '
between secondary lever and the carburetor throttle valve
Further objects and features of the invention will be
control rod 17 and to provide a ?xed zero throttle posi~
apparent ‘by reference to the following detailed descrip
tion for both the carburetor and the throttle pedal. The
tionof the accompanying drawings illustrating a pre
aperture 74 in the ‘support 59'and the apertures 75 in
‘ ferred embodiment of the invention._ _
the secondary lever 53 are in alignment in a zero throttle
. FTGURE l is an elevational view of the engine and
position to positively locate the secondary lever 53 in
transmission showing the control system.
the Zero throttle position while adjustments are made in
I v
FZGURE 2 is an elevational view of the lost motio
the length of carburetor linkage, the throttle pedal link
age and the transmissionthrottle valve linkage.
FIGURE 3 is a plan view of the lost motion mech—
The lost motion mechanism just described operated in
the following manner. Assuming that the carburetor
The invention is illustrated in FIGURE 1 in a, power
throttle member 36 and control rod_17, the throttle pedal
plant having an engine 10' of the internal combustion type
and the control rod .19 and the transmission throttle valve
driving an automatic transmission 11 to transmit torque 35 and-its control rod 32 are in the position illustrated corre
to the road wheels of the vehicle at variable torque
sponding to the closed throttle position of the carburetor
ratios. The supply of fuel to?the engine is controlled "which‘is usually employed during engine idling.’ The
by a fuel supply device, such as thecarburetor 14 having
engine is then accelerated ‘by moving the throttle pedal
a conventional carburetorbutter?y valve, not shown,ycon
"21 counterclockwise about its pivot in a conventional
trolled by ‘a lever 16 actuated‘ by ja, rod 17., The fuel 40 I manner to move the bell crank 24 in a clockwise direc
, control member, such as vthe throttle pedal 21, is piv
tion, the lever 27 moving'the. throttle pedal control rod
otally mounted in a conventional manner on the?oor
v29 upwardly. Since the throttle pedal control rod 29 is
mechanism.
anism.
-
_
V
V
V
'
V,
.
30
1
‘
.
'22 of the driver’s compartment in, a convenient location
connected, as best shown in FIGURE 2, to the input
for actuationby the driver’s foot. The pedal 21 actuates
leg 42 of the primary lever 41, the primary lever is rotated
one arm 23 of the bell crank lever 24 which is pivotally 45 counterclockwise. In the normal range of carburetor
mounted on the support ‘member 26 secured to the vehi
butter?y valve movement, the force required to be trans
cle frame.
The other arm 27 of hell crank lever 24
‘mitted by the lost motion linkage 31 from the throttle
is; pivotally connectedby pivot 28 to thethrottle control
pedal rod 29 tothe carburetor rod 17, is su?‘iciently low
so that the spring 72 will vhold the latch lever 67 in the
rod 2% which actuates the-lost motion mechanism 31.
The transmission throttle valve control rod 32 is con 50
nected b-yfa pivot 33 to a lever '34 which actuates the
.throttle'yalve control shaft 36 which extends into the’
., transmission and through‘a suitable cam or linkage ar
~ rangement moves the transmission throttle valve to pro
, vide a pressure for controlling thev transmission which is
' proportional to'throttle pedal position.
The lost motion mechanism 31 interconnecting the
' throttle pedal control rod 29, the carburetor butter?y‘
. valve control rod 117' and the-transmission throttle valve
' control rod 32 is shown in detail in FIGURES 2 and 3.
- The lost motion mechanism 31 consists of a primary lever
, K11 having an input leg *42 connected by a pivot 43 to
"the throttle pedal ‘control'rod 29 and an output leg 46
position shown with the recess 69 engaging the cam sur
face ‘66 onVs-haft 56' to cause the primary and secondary
lovers to rotate as a unit, to transmit the force from the
' throttle pedal rod 29 to the carburetor rod 17 without
lost motion in the linkage 31. This force is transmitted
55, without lost motion because the latch lever 67 engages
‘shaft '56 to cause the primary lever '41 to rotate about the
‘shaft S6,, and transmit force ‘from thetprirnary lever 41
through pin‘48 to the secondary lever 53'which is con
nected to carburetor rod 17..
60 .
At the end of the, normal full throttle movementrwhen
the carburetor throttle valve is in the full throttleposi
tion, the throttle valve or the actuator lever 16 engages a
' ~stopto limit'further movement and thus resist continued
connected by a pivot 47 to the transmission throttle valve
movement of the throttle pedal 21 ‘as transmitted through
rod 32; The primary lever 41 is pivotally mounted for 65 the throttle pedal rod 29 to the primary lever 41. If the
rotary movement about a pin 48 passing through suitable
same light throttle pedal pressure is continued to be ap
: apertures _in"'the opposed input and output legs 46 and
plied to the throttle pedal’ 21, no further movement of
through suitable apertures in the'legs 51 and 52 of the
the throttle pedal and the ‘connecting linkage and the
' secondary lever 53; A pivot shaft'56 passes through the
carburetor valve rod 17 will occur. However, if the
suitable apertures 'in the legs 51-52 of vthe secondary 70 driver Wishes to obtain aforoed downshift from a higher
lever'to pivotally mount the secondary lever on the pivot
ratio to a lower ratio in the automatic transmission, he
shaft 56. The'pivot shaft 56 has a shoulder 57 and a
threaded extension 58 passing through a suitable aperture
may increase the foot pressure on the throttle pedal 21
to increase the force supplied through rod 29 to the
in the support 59. The shaft 56 is secured in position on r primary lever 41. This increased counterclockwise force
l' the support 59 by a‘nut 61 threaded on extension 58. 75 supplied to the primary lever 41 will tend to extend the
3,034,373
5
6
spring 72 ‘and slip the circular cam surface 66 out of
the recess 69 in the latch lever 67. Thus at the point of
transfer of the throttle pedal between movement in the
normal range providing zero to full throttle and the
together to transmit less than a predetermined force and
operative in response to a predetermined force applied
by said fuel control member and resisted by said fuel
supply member to permit said fuel control member to
range of movement providing forced downshift a
greater force is required to move latch lever 67 to dis
further move said primary member to further move said
torque demand control member with the same or a re
engage the recess 69 from the cam surface 66 of shaft
duced force.
,
e
3. In a power plant, an engine having a fuel control
member, a fuel supply member, means mounting said fuel
41 pivoting about the pin 48 which is also pivoted to sec
ondary lever 5-3 so that the primary lever pivots about 10 supply member for movement and providing resistance at
a point in the range of movement, a transmission having
pin 48 mounted on the second lever 53 which is now sta-.
a torque demand control member, -a support, a primary
tionary. During the range of downshift movement re
member connected to said fuel control member ‘and said
quired to cause the transmission throttle valve to provide
torque demand control member, a secondary member
the increased pressure to downshift the transmission, the
conected to said fuel supply member, means connecting
circular cam surface 66 on shaft 56 rides on a ?at cam sur
said primary and secondary members to move together to
face 70 on the latch lever 67. The cam surface '70 is
transmit less than a predetermined force and operative
preferably positioned so that the force required for con
in response to a predetermined force supplied by said
tinued movement of the throttle pedal after the transition
fuel control member and resisted by said fuel supply
from the normal range of movement to the downshift
member to permit said fuel control member to further
range of movement is less than that required to pass
move said primary member to further move said torque
through the normal to downshift transition point. It is
demand control member in response to a force substan
also preferred that the force in the downshift range re
56. This permits further clockwise movement of lever
main constant or decrease as opposed to the increasing
ti-ally less than said predetermined force.
force encountered when conventional biasing springs are
interposed between the two levers. The cam 70 always
member, a fuel supply member, means mounting said
4. In a power plant, an engine having a fuel control
provides su?icient resistance so the secondary lever is
held in the full throttle position. The continued move
ment of throttle pedal rod 29‘ in the downshift range
acts directly through the primary lever 41 to ‘actuate the
30
transmission throttle valve rod 32.
fuel supply member for movement and providing re
tion, the throttle pedal again controls both the carburetor
control member and resisted by said fuel supply member
sistance at a point in the range of movement, a trans
mission having a torque demand control member, a sup
port, 1a primary member connected to said fuel control
member and said torque demand control member, a
secondary member connected to said fuel supply mem
On return movement of the throttle pedal 21, the pri
ber, means including a spring biased latch connecting said
mary lever 41 ?rst returns to the transition point where
primary and secondary members 'to move together to
the spring 72 causes the latch recess 6? to re-engage
transmit less than a predetermined force and operative
circular cam surface 66 so that on continued movement
from the full throttle position to the Zero throttle posi 35 in response to a predetermined force applied by said fuel
rod 17 and the transmission throttle valve rod 32 as dur
ing increasing throttle pedal positions. At the zero
throttle position the portion '76 of pin 48 engages stop
to disengage said latch to permit said fuel control mem
ber to further move said primary member to further
move said torque demand control member with the same
7
pad 77 on support 59 to limit return movement at the 40 or a reduced force.
5.
In
a
power
plant,
an
engine
having
a fuel control
zero throttle position.
member, a fuel supply member having a limited range
From the foregoing it will be seen that the present in
of movement from idling to full throttle position, a trans~
vention provides a combined control for carburetor and
mission having a torque demand control member, a
transmission throttle valves which is of the utmost sim
support, a primary member connected to said fuel con
plicity but which performs efficiently the desired im
trol member and said torque demand control ‘member, a
proved functions. Modi?cation of the invention shown in
the preferred embodiment illustrated is possible and may
be made within the scope of the invention as de?ned in
the ‘appended claims.
I claim;
secondary member connected to said fuel supply member,
means connecting said primary and secondary members
to move together to transmit less than a predetermined
force and operative in response to a predetermined force
1. In a power plant, an engine having a fuel control 50 applied by said fuel control member and resisted by said
member, a fuel supply member, means mounting said
fuel supply member for movement and providing re
sistance at a point in the range of movement, a transmis
sion having a torque demand control member, a support,
a primary member connected to said fuel control mem
fuel supply member stopping in said full throttle ‘posi
tion to permit said fuel control member to further move '
said primary member to further move said torque de
mand control member without further increase in the
force required.
6. In a power plant, an engine having a fuel control
ber (and said torque demand control member, ‘a secondary
member, a fuel supply member, means mounting said
member connected to said fuel supply member, means
fuel supply member for movement and providing re
connecting said primary and secondary members to move
sistance at‘ a point in the rangeof movement, a transmis
together to transmit less than a predetermined force and
sion having a torque demand control member, a support,
60
operative in response to a predetermined force applied by
a primary lever connected to said fuel control member and
said fuel control member and resisted by said fuel sup
said torque demand control member, a secondary lever
ply member to permit said fuel control member to fur
connected to said fuel supply member having a second
ther move said primary member to‘ further move said
torque demand control member without further increase
in the force required.
2. In a power plant an engine having a fuel control
member, a fuel supply member means mounting said fuel
supply member for movement and providing resistance
pivot pivotally mounting said secondary lever on said
support and ‘a ?rst pivot pivotally mounting said ?rst
lever on said secondary lever at a point spaced from said
second pivot, means connecting said primary lever to said
second pivot to pivot about said second pivot and oper
ative in response to a predetermined force applied by
at a point in the range of movement, a transmission hav 70
ing a torque demand control member, a support, a pri
mary member connected to said fuel control member and
said torque demand control member, a secondary mem
ber connected to said fuel supply member, means con-,
‘said fuel control member and resisted by said fuel supply
necting said primary and secondary members to move 75
7. In ‘a power plant, an engine having va fuel control
member to release said means to permit said fuel con
trol member to further move said primary lever about
said ?rst pivot to further move said torque demand con
trol member with the same or a reduced force.
3,034,373
.
,
a
7
8
7
member, a fuel supply member, means mounting said fuel
port, means including a pivot :to fpivotally supportsaidl
supply member for movement and providing resistance
‘primary member on said secondary member and a latch
at "a point in the range of movement, a transmission hav
ing a torquev demand control member, a support, a pri
mary lever connected to said fuel control member and
said torque demand control member, a secondary lever
connected to said fuel supply member having a second
connecting said primaryand secondary members to move
together to transmit :less than aipredetermined force and.
operative in response to ‘a predetermined force applied.
by said fuel control member’ andnresisted by said fuel
supply member to permit said fuel control member to fur-
pivot pivotally mounting’ said secondary lever on said
ther move said primary member to further move said
torque demand control member with not more than said
support and a ?rst pivot pivotally mounting said ?rst
lever'on said secondary lever at avpoint spaced from said 10 predetermined force.
second pivot, latch means connecting said primary lever
‘to said second pivot to pivot about said second pivot, and
operative in response to a predetermined force applied
by said fuel control member and resisted by said fuel sup
11. In a linkage system, a support, a control member,
'a'?rst controlled member, a second controlled member,
a primary lever operatively connected to and actuated by
said control member and operatively connected to said
ply member to release said latch means to permit said
fuel control member to further move said primary lever
about said ?rst pivot to further move said torque demand
primary pivot spaced from said secondary pivot pivotally
control member ‘with the same or a reduced force.
supporting said primary lever on said secondary lever,
?rst controlled member, a secondary lever having a
secondary pivot mounted on said support and having a
8. In a power plant, an engine having a fuel control
‘member, a fuel supply member, means'mounting said fuel
supply member for movement and providing’ resistance
20
means connecting said primary lever to rotate about said
secondary pivot to cause said primary and secondary levers
to rotate together to transmit less than a predetermined
force to cause said control member to actuate said?rst
_ at a point in the range of movement, a transmission hav
ing a torque demand control member, a support,’ a pri
and second controlled members and releasing in response
to said predetermined force to free said primary lever
‘said torque demand control member, a secondary lever 25 and to rotate said primary lever relative to said secondary
"connected to said fuel supply memiberhaving a second
lever by not more than said predetermined force to cause
‘pivot shaft pivotally mounting ‘said secondary lever on
said control member to actuate said second controlled
‘said support and a ?rst pivot pivotallymounting said
member.
?rst lever on said secondary lever at a point spaced from
12 In a linkage system, a support, a control member,
‘said second pivot, latch means including a member hav
a ?rst controlled member, a second controlled member, a
ing ‘a'rec‘ess biased to engage said second pivot shaft
primary lever operatively connected to and actuated by
7’ to ‘connect said primary leverto said second pivot to pivot
said control member and operatively connected to said
' about said second pivot, and operative in response to ‘a
?rst controlled member, a secondary lever having a sec
predetermined force applied by‘said fuel control member
ondary, pivot mounted on said support and having a pri
and resisted by said'fuel supply member to move said re
mary pivot spaced from said secondary pivot pivotally
cess in said member away from said second pivot shaft
supporting said primary lever on said secondary lover, a
mary lever connected to said fuel control member and
to'release‘said latch to permit said fuel control member
latch mechanism connecting said primary lever to said
secondary pivot to rotate about said secondary pivot to
cause said primary and secondary levers to rotate together
‘to further move said'primary lever about said ?rst pivot to
3further move said torque ‘demand control member with
the same or a reduced force.
,
40 to transmit less than a predetermined force to cause said
9. In a'power plant, an ‘engine having a fuel con
‘trol' member, a fuel supply member, means mounting said
fuel supply member for movement and providing re
control member to actuate said ?rst and second controlled
members and releasing in response to said predetermined
force to free said primary lever and to rotate said primary.
sistance at a point in the range of movement, a trans
lever relativeto said secondary lever by the same or a
missionhaving a torque demand control member, a sup 45 reduced force to cause said control member to actuate
‘port,’ a primary lever connected to said fuel control mem
said second controlled member.
.
_
ber and said torque demand control member, ‘a secondary
13. In a linkage system, a support, a control member,
lever connected to said fuel supply member having a
a ?rst controlled member, a second controlled member,
second pivot pivotally mounting said‘ secondary lever on
a primary lever operatively connected to and actuated
‘said support and a ?rst pivot "pivotally mounting said 50 by said control member and operatively connected to
' ?rst lever on said secondary lever at ar'point spaced from
P'saidsecond pivot, latch means including a lever pivoted
to said primary lever having a recess engaging said second
said ?rst controlled member, a secondary lever having
a pivot mounting said secondary lever on said support,
means 'pivotally mounting said primary lever on said
' pivot (and biasing means to hold said lever with said re
secondary lever including a ‘latch mechanism connecting
3 cess in engagement with said second pivotgto connect said 55 said primary lever to rotate about said pivot to cause said
primary lever to said second pivot to pivot about said sec
primary and secondary levers to rotate together totrans
ond pivot, and operative in response‘to a predetermined
mit less than a predetermined force to cause said control
force applied by s'aid'fuel control member and resisted by
member to actuate said ?rst and second controlled mem
' said fuel supply member to, release: said latch to permit
bers and releasing in response to said predetermined force
said'fuel control member to. further move said primary 60 to free said primary lever and to rotate‘ said primary lever
lever about, said ?rst pivot to‘further move said torque ' relative to said secondary lever by not more than said
, demand control member with the same or a reduced force.
a 10. In a'poWer plant, an engine having a’ fuel control
member, a fuel supply member, means mounting ‘said
‘ fuel supply member for movement and providing resist 65
ance at a point in ‘the range of movement, a transmission
having a torque demand control member, a support, a
primary member connected to said fuel control member
and said torque demand'control member, a secondary
member connected to‘ said fuel ‘supply member, means 70
to pivotally mount said secondary vmember on a sup
predetermined force to cause said control member to
actuate said secondcontrolled member.
References Cited in the ?le of this patent
UNITED STATES PATENTS
2,823,555 ,
2,869,393
Cislo __________ __r_____ Feb. 18, 1958
Hutchison ____________ __ Jan. 20, 1959
2,870,649
Zemke"_,_’_____________.,____ Jan. 27, 1,959
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