Feb- 12, .1952 E. M.

cLAYToR 2,585,437 `
OVERDRIVE CONTROL
Filed Aug. 11, 1949 2 SHEETS-SHEET l
Feb. 12, 1952 E M. CLAYTOR 2,585,437
OVERDRIVE CONTROL
Filed Aug. ll, 1949 2 SHEETS--SHEET 2

e j I y

//\/ VE-A/ Toe.

el/z 772
MMM,
Patented Feb. 12, 1952
.2,585,437

UNITED STATES PATENT OFFICE

2,585,437
OVERDRIVE CONTROL
Edward M. Claytor, Anderson, Ind., assignor to
General Motors Corporation, Detroit, Mich., a
corporation of Delaware
Application August 11, 1949, serial No. 109,789
9 Claims. (cl. 19e-4)
l 2
' This invention relates to overdrives used on the engine preferably through a clutch (not
automotive vehicles whereby, in response to an shown) which automatically closes at an engine
intermediate vehicle speed, the gearing is auto speed above idling speed. Shaft 20 is journaled
matically changed from low to intermediate in a bearing 2| and provides a journal 22 for
speed and whereby, in response to a certain supporting a coupling 44. A sun gear 23 is sup
higher vehicle speed, the gearing is changed ported by shaft 20 but is not connected therewith.
from intermediate to high speed. Gear 23 is connected with a notched disc 24
' The object of the invention is to provide a adapted to receive a. locking pawl 2'5 attached
system of electrical control by which the gear to a pawl rod 26 and guided by bosses 2l (Fig. 2)
ratio changing mechanisms are controlled by 10 provided by a part of the gear housing 28. In
electromagnets or solenoids and the operation order that the pawl 25 may be received by a
of a solenoid to effect the change from a higher notch of the disc, it is necessary that a notch
to a lower ratio of engine speed relative to axle 29 of a blocker disc 30'be located in alignment
speed is under joint control by a speed responsive with the pawl 25, as shown in Fig. 2. Normally
switch and a switch which is momentarily closed this notch 29 is out of alignment with the pawl
by release of the accelerator pedal. T_o change 25 because the sun gear 23, when rotating with
from a lower to a higher ratio of englne speed the shaft 22, moves blocker plate 30 through a
relative to axle speed, the solenoid is under con frictional connection with the gear 23 so that
trol by a manually operated down speed switch one of the lugs 3| of the plate 30 will normally
and by the opening of an accelerator switch 20 engage one of the bosses 2l.
when the accelerator pedal is moved to increase Shaft 20 has an externally splined portion 32
engine power. The system provides for momen received by internal splines in- a disc 33 sup
tarily rendering the engine inoperative to facili porting a plurality of studs 34 on which are jour
tate operation of the mechanisms when shifting naled planet gears 35 meshing with the sun gear
from a lower to a higher speed ratio. In this 25 23 and a ring gear 36 provided by a shell 3l
specification, the terms high, medium and journaled on disc 33 by ball bearings 38. Splined
low are used in the ordinary sense to mean, portion 32 is received by internal splines 40 in
respectively, gearing for high vehicle speed, for the inner member 4| of a one-way clutch hav
medium vehicle speed and low vehicle speed. ing rollers 42 through which the member 4|
A further object of the invention is to prevent drives the outer clutch member which is pro
a. free Wheeling condition when going down hill, vided by shell 31.
or when the brakes are applied. This is accom Shell 31 is connected with a coupling 44 in
plished by a switch in the circuit of the down tegral with a shaft 45 connected with a gear 46
speed switch to prevent shifting from high to meshing with a gear 4l connected with a coun
medium or from medium to low speeds. This 35 tershaft 48 whichdrives a gear 49 meshing with
switch is automatically controlled by the brake a gear 50. Gear 5|)A provides the outer member
system when the brakes are applied or can be of a one-way clutch having rollers 5| through
manually controlled when going down hill and which gear 5U drives an inner clutch member 52
using the engine as the brake. integral to or attached to the propeller shaft 53
Further objects and advantages of the present 40 of the vehicle. Bearings45a, 48a and 53a support
invention will be apparent from the following shafts 45, 48 and 53 respectively.
description, reference being had to the accom Shafts 4:5 and 53 are directly connectible by
panying drawings, wherein a preferred embodi clutch members 54 _and 55, connectible respec
ment of the present invention is clearly shown. tively with these shafts. Clutch 54 is connected
In the drawings: 45 with shaft 45 by a key 56 engaging a longitudi
- Fig. l is the diagram showing the mechanical nal groove 5l in this shaft. Engagement of
connection between an engine shaft and a pro clutch member 54 with 55' is effected by counter
peller shaft and a diagram of the electrical con clockwise movement of lever 60 pivoted at 6| and
trol. having a forked arm B2 carrying studs 63 which
Fig. 2 is a view in the direction of arrow 2 of 50 engages groove 54 in clutch member 54. Lever
Fig. l. 6G is connected with a rod G5. When rod G5 is
Fig. 3 is a diagram of a speed responsive moved left, clutch member 54 will move into en
switch. gagement with clutch member 55 and shafts 45
Fig. 4 is a diagram supplementing Fig. 1. and 54 will be directly connected for medium
Y Referring to Fig. _1, the shaft-20 is driven by vehicle> speed. The one-way clutch, which in
 2,585,437
3 4
cludes rollers 5|, permits clutch member 52 to
overrun gear 5B.
The shift from medium to high is eiected by
causing downward movementl of rod 26 and such
torque reversal as will cause the blocker plate
30 to move its notch 29 into alignment with the
pawl. When the pawl 25 is received by a notch
in the locking disc 24, the sun gear 23, which
had been rotating when the transmission was in
low and medium, is stopped. Therefore, planet
gears 35 are caused to roll around the sun gear
23; and the ring gear 36 provided by the shell
31 is caused to rotate faster than shaft 22. The
one-way clutch, which includes rollers 42, per
mits shell 31 to overrun member 4| connected
with shaft 20.
The movements of rods 65 and 2B are controlled
by identical solenoids SI and S2, respectively.
Each solenoid comprises a base 10 which, as
shown in Fig. 2, is attached to transmission hous-
ing 28. Base 1Q (Fig. 1) supports a core 1| sur
rounded by a main armature attracting coil 12
and an armature holding coil 13. When these
coils are energized, an armature 14 is caused to
move toward the core Il against the action of a
spring 15 confined -between a fixed part 16 of the
solenoid and a nut 11 attached to the armature.
Spring 15 normally holds the nut against a stop
11a. As nut 11 moves toward the core 1|, it ap
plies force through a spring 18 to the shoulder 19
of a rod which is rod 65 of solenoid SI or rod 26
of solenoid S2. If movement of rod 65 toward the
left is arrested by abutting the teeth of clutch
members 54 and 55 before they become connected,
the spring 18 will be compressed. When there is
a momentary reversal of torque transmission in
which theV vehicle propeller shaft 53 momentarily
becomes the driving member,y the teeth abutment
is relieved and the clutch members 54 and 55 en
gage. This torque reversal is effected by momen 40
tarily lifting the foot from the accelerator pedal
so that engine power will decrease while the ve
hicle continues on its own momentum. Similar
ly, with respect to the solenoid S2 when the mo
tion of pawlv 25 is arrested by the blocker 30, the
spring 18 will be compressed. Release of the ac
celerator pedal causes reversal of torque trans
mission such that the blocker plate 30 will turn
to bring its notch 29 into alignment with the
pawl.
The solenoid windings are conneotible with a
current source which is a generator 80 driven by
the vehicle engine and connected by a reverse
current or cut-out relay 8| and wire 82 with a
storage battery 83 which the generator charges .v inoperative unt-il the proper time and the closing
when the cut-out relay is closed. As known to
those skilled in the art, this relay closes in re
sponse to theV attainment of a certain generator
voltage. When this voltage. is attained, coil 3b of
a relay 3R will be energized and its contacts 3c
will close. Relay 3R is provided so that thev over
drive control system cannot be operated unless
the generator is functioning properly when the
transmission is in low.
If relay contacts 3a are closed at a predeter
mined medium vehicle speed, a speed responsive
or governed switch GSI closes. There is a switch
ASl normally closed when the accelerator pedal is
released. To shift from low to medium, the
driver releases the accelerator pedal so that 70 switch H5 which is normally closed. The func
switch AS closes. Then the following circuits are
established: wire 82, resistor 83, switch AS, wire
84, coil 3c of relay 3R which is a hold-in coil
which will keep the contacts 3a closed although
energization of coil 3b might be insufficient due
to decrease of generator voltage when pressure on
the accelerator pedal is relieved. The circuit con
tinues from coil 3c to contacts 3a, a normally
closed disabling switch 85 and switch GSl to
ground. Another circuit is also established: wire
~ 82, resistance 83, switch AS, wire 86, coil |c of a
relay IR, contacts 3a, switch 85, switch GSI.
When coil ic is energized normally open contacts
la and Ib close and normally closed contacts Id
open. The closing of contacts la provides a short
circuit around switch AS so that energization of
coil lc is maintained although switch AS is
opened by depression of the accelerator pedal to
increase engine power and vehicle speed. The
opening of contacts ld at this time is necessary
to prevent disabling of the ignition apparatus.
When contacts lb close, the coils 1| and 12 of
solenoid Si receive current through the following
circuit: wire 82, Wire di?, contacts lb, wire 9i,
coils 1| and 12 to ground. The armature 14 of
solenoid Sl then moves to the left to eiect the
engagement of clutch members 5d and 55, in order
to eiect the change of transmission from low to
medium. Left movement of the armature 14 is
accompanied by a left movement of nut 18 which
engages a blade 93 carrying one of a pair of con
tacts 94 which are in series with the coil 12.
Therefore, when the armature 14 is fully attract
ed coil 12 is open circuited and the armature held
in this fully attracted position by coil 1| alone.
Coil 12 has fewer turns of coarse wire and coil
1| more turns of finer wire. Therefore, the cur
rent consumingv coil 12 is open circuited and cur
rent is conserved. Left movement of rod 55 pro
duced by left movement of armature 14 releases
pressure on the spring blade |30 carrying a con
tact || adapted to engage a contact |02. There
fore contacts || and H32 are closed while the
transmission is in medium.
As vehicle speed is increased by increasing en
gine power while the transmission is in medium
status, a speed responsive or governor switch
GSZ causes its movable contact H0 connected
with a terminal IH to move from a contact H2,
which it normally engages, into engagement with
a contact H3. Then the following circuit is es
tablished: wire 82, resistance H, terminal |||,
switch HB at H8', contact H3, coil 2c of a relay
2R to ground. When coil 2c is energized normally
closed contacts 2d open and normally open con
tacts 2b close. The functions of contacts 2d and
2b and relay 2R are identical with the function
ofV contacts id and il; of relay IR. The opening
of contacts 2d prevents rendering the ignition
of contacts 2b causes solenoid S2 to operate in
the manner of operation of Solenoid SL There
fore, to change the transmission from medium to
high aiter governor' switch GS2 closes at higher
vehicle speed, release of the accelerator pedal
will cause a shifting of blocker 36 whereupon the
solenoid S2 then having been energized will shift
the sun gear locking pawl 25 into engagement
with the sun gear locking disc 25. The trans
r mission is now in high.
When it is desired to shift, from high to inter
mediate the driver presses the switch DS into
closed position to establish a short circuit of coil
2c, said short circuit including switch DS and a
tion of switch H5 will be described later. When
coil 2c is short circuited, contacts 2o'. return to
closed position and contacts 2b are open. The
hold~in- coil 13 oi solenoid S2 is deenergized and
spring 11 attempts to retract the pawl 25` In
 5 6
order that it may do. so, it is necessary to relieve
engine torque and this is done by rendering the
ignition temporarily inoperative. The ignition
system of the engine is represented diagram
matically by wire Irs; connected with wire 82,
ignition switch I21I closed when the ignition is
operating, ignition coil primary winding |22 and
ignition circuit breaker or timer |23 connected to
ground. The ignition is rendered inoperative by
short circuiting the timer |23. This short circuit, ,
indicated by small xs, includes wires |213, |25,
contacts 2d, wire |26, contacts ||| and |92 o
solenoid S2 (closed when rod 2E> is down), blade
|60, wire |27, terminal |||, switch H5, switch DS
to ground. The ignition being inoperative, the
engine becomes inoperative and pressure between
the disc 24 and the pawl 25 is relieved. Then the
spring '|| of solenoid S2 is able to retract the pawl
25 by upward movement of rodV 2S whflhmear the
end of its upward movement, separates contacts
|||| and It thereby opening the short circuit of
the timer |23 so that the ignition is again opera
tive.
Thev transmission having been shifted from
high to medium, the driver can release pressure \
on the switch DS and a spring opens it. Vehicle
speed having been reduced by change in trans.
mission from high to~ medium, governor switch
GS2 moves. its Contact |||l away from Contact
||3 into engagement with Contact || 2.
driver wishes to return the transmission to high,
he depresses the accelerator pedal in order to
increasevehicle speed so that the governor switch
GSZ will ,move contact IIB againV into engage
ment with contact Ii@ and solenoid SZ-Willfunc
tion as stated. If the> driver wishes to. ShiftA from
intermediate to low, he releases pressure on the
accelerator pedal to allow the engine power to
decrease and vehicle speed will decrease. below
that which will keep the governor switch
open. The opening of switch GSI opens the cir,
euitcoil |c of relay IR. Therefore, contacts I_o'i;V
will close and contacts ib and la will open- and
coil 'I3 of solenoid Si open circuited and .Springy
1T will attempt to move rod $5 toward the right _;
and; lever-B clockwise. To be sure that: this cp
eration takes place against the force of friction
between the teeth of clutch members 5,4, and 5_5,
the engine torquey is temporarily relieved by mo
mentarily shorting the ignition timer through the
following circuit: wire IM, wire |36, contacts Id
then closed, contacts ||3| and |32 (closed when
rod 65 is in Clutch engaging position) blade I~0|l,
wire |36, wire |21 and terminal> ||I, switch I! 5
and switch DS then closed.
Fig.> 3 shows a form of; speed responsive switch
GSI or GSZ. A gea-r ldE which is driven by the
vehicle and is supported by a fixed bearing |5I,
carries lugs |52 supporting pins |53 on which
weighted levers |54 Vare supported'. Levers |54
are connected with a grooved collar |55 having
rods |56 and |57 extending therefrom. ,Rod |58
is received by a. central hole in gear |50. Rod
|57 extends through a bushing |58 threaded into
a fixed plate |5 and secured in adjusted position.
by a nut IE5. The adjustment of bushing |58
determines the compression of'a governor control
spring |6| surrounding rod |51 and retained by
a seat liti. provided by collar |55k and. by a seat
| |53v which a thrust bearing |64 spaces from bush
ing |58- The non-conducting upper end of the
rodl |5 is engageable with a lever` |65- pivotally
supported at |65` by a post |68 supported. by plate
|59 and insulated therefrom. A spring |61 con
necting plate |53 with lever |65 urges thev latter
counterclockwise. The free end portion |59 of"
lever |65 receives one end of a U-shaped spring
|11) whose other end is received by blade IIB (of
switch GSE) which the spring Ii'il urges left into
a iulcrum notch |`|2 of a post lit, supported by
plate |59 and` insulated therefrom. Normally
collar |55 rests on gear itil and spring lli) urges
blade il@ counterclockwise so that a contact I'il
carried thereby engages the Contact` H2. When
vehicle speedy attains a certain value, the left
end 0f lever |55 will be above the right end of
blade IIB andA spring iii! will cause rapid clock
wise movement of blade | |||v to disconnect it from
contact H2 and to connect it with contact H3.
Similarly when vehicle speed falls to a certain
value, and the left end4 of> lever it drops below
the right end of' blade | i@ then in the last men
tioned position, spring llc will cause the blade
li@ to move quickly counterclockwise to sepa
rate it from cont-act |~| :rf and to cause it to engage
contact | i2.
Governor switch GS| would have a lower con
tact corresponding to contact ||3 of Fig. 3 and
an upper stop corresponding to part | |2 of Fig. 3.
The switch shown in Fig. 3 is merely an ex
ample o suitable construction of the switches
GSi and GSE.
Whenever there is a change in transmission
status from high to` medium or from medium to
low effected in consequence of closing switch DS,
a condition of free wheeling is introduced by
reason ci overrunning clutches which include
the rollers |52A and 5|. The function of switch
|55 is to open the circuit of switch DS, so that
inadvertent closing of switch DS' will not be
effective to introduce a free wheeling condition
when it is desirable to use the engine as a brake
as well as the vehicle brakes to stop the vehicle
or to assist the vehicle brakes when passing down
. a steep grade. Switch H5 can be coordinated
with the brake applying mechanism so that it
will open when brakes are applied or it can be
manually opened independent of brake applica
tion so that the engine can be used as a brake
regardless of vehicle brake application.
In order to show how the circuit of the down
switch DS can be interrupted manually and
automatically, reference is made to Fig. 4 which
shows, in series with terminal ||I and switch
DS., two pairs of normally closed contacts II5a
and |I5b. Contacts ||5a are part of a relay
||R> whose coil 4c, when energized, separates them.
Coil c is in parallel with a stop light |80 which
burns when a stop light switch || closes in re
sponse to application of brakes. A conventional
hydraulic brake systemV shown diagrammatically
in Fig. 4 includes a brake drum i352 engageable by
brake shoes |813 connected with pistons |84 in a>
cylinder |85 which a pipe mea connects with a
cylinder ||l| in which a piston itl slides. Hydrau
lic fluid in a reservoir |33 can pass into cylinder
|535 through ducts |33y and |90. The left end
of piston |824 hasv holes |S| leading 'to the back
of a softv rubber cup |92 which a piston return
spring |93 urges against the left end of piston
Ml?. Rod iSd and link |95 connect piston |31
with a brake lever |56 pivoted at |91 and provid
ing a pedal 59S. A spring ie@ urges the lever
|96 clockwise. When the pedal |98 is pushed
down,` piston lili moves left to force fluid into
the brake cylinder |85A to cause separation of the
pistons |84. and engagement of shoesl |83 with
drum |82 attached to a vehicle wheel. At the
same time a diaphragm Eile is caused to flex
downwardly against the action of a spring 29|
 2,585,437
and cause a contact support 202 to move a switch
contact 203 into engagement with contacts 204
and 205 of switch |8I, thus connecting the wire
82 (connecting battery 83 with generator 80,
Fig. 1) with the lamp |80 and the relay coil 4c.
Contacts | |5a are separated so that no down shift
or change from higher to lower ratio can take
place although switch DS might be closed.
When the pedal |98 is released and is returned
oy spring |99 to normal position, spring |03 10
pushes the piston |87 right and nuid pressure is
relieved on the pistons |84 which shoe retracting
springs urge together and force fluid from the
cylinder |85 through pipe |85a to cylinder 86.
If pedal |98 is released quickly, the left end of
cylinder |86 can receive fluid passing from res
ervoir |88 through duct |90 and ducts |9| and
around the rubber cup |92. Therefore the re
turn of piston |81 is not retarded by return flow
through pipe |8512; and :duid pressure falls im
mediately following release of pedal |98 and
switch |8| opens and coil 4c is deenergized and
contacts |i5a close by virtue of the action of a
spring blade 206 which supports one of them.
The switch contacts H51) are controlled by a
lever 2|0 supported by a steering column 2H
which supports a steering wheel 2|2. Lever 2|@
is connected with a shaft 2|3 connected with a
cam 2 I4 which engages a blade 2|5 carrying the
lower one of the contacts H51). Normally lever
2|0 is in the oli-hill position indicated by oi
marked on the steering column. When it is
desirable to use the engine as a brake on going
down a steep grade regardless of use of the ve
hicle brakes, the driver moves the lever 2 l0 clock 35 and the vehicle speed responsive switch, and in
wise to hill position, thereby causing the cam
2 | 4 to release the blade 2 | 5 which is biased down contacts in parallel with the accelerator pedal
wardly, for separation of contacts H511, thereby
nullifying the effect of the closing of down-switch
DS, although the vehicle brakes may not be ap 40 tioned to close to by-pass the accelerator pedal
plied and contacts ||5a may remain in engage
ment.
While the embodiment of the present inven
tion as herein disclosed, constitutes a preferred accelerator pedal controlled switch.
form, it is to be understood that other forms i 5. A system according to claim 1 in which
might be adopted.
1. A system of control for a variable speed
transmission for an automotive Vehicle and com
prising a member movable in one direction from
normal position to effect a decrease in the ratio
of engine speed to vehicle axle speed and in the
opposite direction to increase the ratio, a sole
noid having an armature connected with said
member and having windings, energization of
which causes movement of the member in the l
nrst mentioned direction, a spring opposing move
ment of the armature and operable to return the
member to normal position when the solenoid
windings are deenergized, a current source, a
relay having normally open contacts for con- 1f
necting, when closed, the solenoid windings with
a current source, a relay magnet coil, the en
ergization of which efects closing of the relay
contacts, a circuit for connecting the relay mag
net coil with a current source and including a
switch which closes upon the attainment of a
certain vehicle speed and, in series therewith,
a switch which is closed by release of the ac
celerator pedal of the vehicle, a circuit in paral
lel with the relay coil and its control switches
and including a manually operated, normally
open down-shift switch, the closing of which
short circuits the relay coil whereby the solenoid
is ineffective to oppose the return spring, and
y means for momentarily rendering the engine in
8
operative in order to facilitate action of the re
turn spring to move said member to normal posl-
tion, said means comprising a short circuit paral
leling a portion of the ignition apparatus and
including, in series, a switch which is closed
when the member moves in the rst mentioned
direction, a second pair of relay contacts which
close when the relay coil is deenergized and said
manually operated switch is closed.
2. A system according to claim l in which the
relay has a pair of normally open contacts in
parallel with the accelerator pedal controlled
switch, the energization of the relay coil causing
said contacts to close to by-pass the accelerator
pedal controlled switch.
3. A system according to claim 1 in which the
control circuit of the relay coil includes a
pair of normally open contacts, in which the
current source is a generator driven by the ve
hicle engine, and in which means are provided
for effecting closure of said contacts upon the
attainment of a certain generator voltage.
4. A system according to claim l in which the
control circuit of the relay coil includes a pair
of normally open contacts, in which the current
source is a generator driven by the vehicle en
gine, a second relay which includes said contacts
and a rst magnet coil connected with the gen
erator whereby the contacts close in response to
attainment of a certain generator voltage and
which includes a second or holding magnet coil
in parallel with the magnet coil of the rst relay
and in series with the accelerator pedal con
trolled switch, the contacts of the second relay
which the rst relay has a pair of normally open
controlled switch, the energization of the coil of
the first relay causing the contacts last men
controlled switch whereby the circuit of the coil
of the first relay and the second coil of the sec
ond relay are maintained independently of the
there is placed, in series with the normally open,
manually closed down-shift switch, a normally
closed switch under control by the driver for the
purpose of nullifying the effect of inadvertent
closing of the down-shift switch.
6. A system according to claim 1 in which
there is placed, in series with the normally open,
manually closed down-shift switch, a normally
closed switch which is caused to open automat
ically in response to application of brakes for
the purpose of nullifying the eiect of inadvert
ent closing of the down-shift switch.
7. A system of control for a variable speed
transmission for an automotive vehicle and com
prising rst and second members, each movable
from a normal position in a direction to eiect
a decrease in the ratio of engine speed to vehicle
axle speed and in the opposite direction to in
crease the ratio, rst and second solenoids as
sociated, respectively, with said members and
each including an armature connected with a
member and windings which, when energized,
cause movement of a member in the rst men
tioned direction, springs each for-moving a mem
ber in the opposite direction, a current source,
rst and second relays having normally open
contacts which, when closed, respectively con
nect windings of the rst and second solenoids
with the current source and each having a mag
net coil, first and second speed responsive
 2,585,487
switches operative, upon attainment'of medium
10
to vehicle axle speed and in the opposite direc
and higher Vehicle speeds, respectively, to con tion to reduce the ratio, a solenoid having an
nect the rst and second relay coils, respectively, armature connected with said member and Wind
with the current source, said second speed re ings, the energization of which >cause the arma
sponsive switch including a movable contact hav ture to move the member in the first mentioned
ing a normal contact making position which it direction, a spring opposing said movement of
occupies at vehicle speeds below the speed at the armature and operable to move the member
which the second relay coil is connected with the in the opposite direction when the windings are
current source, a circuit for shortng the second deenergized, a relay having a coil, means for
relay coil and including a normal open, manu effecting energization of the coil in response to
ally closed switch in parallel with the second attainment of a certain vehicle speed, normally
relay coil and second speed responsive switch open relay contacts closed by energization of the
and a circuit for shorting the rst relay coil in relay coil to cause the solenoid windings to be
cluding said manually closed switch and the mov come energized, circuits for shortcircuiting the
able contact of the second speed responsive relay coil and for rendering the Vehicle engine
switch when in normal position. ignition apparatus non-operative and including.
8. A system according to claim 6 further char in series, a normally closed switch and a nor
acterized by means for momentarily rendering mallyv open switch both under control by the
the engine ignition inoperative and comprising driver and means for opening the normally closed
two circuits each in parallel with a portion of 20 switch automatically in response to the applica
the ignition apparatus and eachv including a pair tion of vehicle brakes.
of normally open switch contacts and a pair of EDWARD M. CLAYTOR.
normally closed switch contacts, the pairs of nor
mally open contacts being associated, respec REFERENCES CITED
tively, with the solenoids and closed in response 25 The. following references are of record in the
to magnetic attraction of the solenoid armatures, iile of this patent:
the pairs of normally closed contacts being parts
respectively of the relays and closing when the UNITED STATES PATENTS
relay coils are deenergized, and said means in Number Name Date
cluding also the normally open, manually closed 30 2,260,759 Surdy .......... __ Oct. 28, 1941
switch in series with said parallel circuits. 2,281,916 Claytor .......... _.. May 5, 1942
9. A system of control for the transmission of 2,309,051 Dodge ___________ _.. Jan. 19, 1943
an automotive vehicle comprising a member 2,330,407 Claytor ........._... Sept. 28, 1943
movable from a normal position in one direction *ww-Fr--v-,ffl-.w'r'r
to euect an increase in the ratio oi.' engine .speed 35