Sept. 28, 1943. ' E. M.

CLAYTOR' , - 2,330,407 I
OVERDRIVE CONTROL SYSTEM

Filed Aug. 15, 1939 IZSheets-Sheet 1

Z
BY
IhgZN/T
ATTORNEY!
Sept. 28,_ 1943. E. M. CLAYTOR 2,330,407
'OVERDRIVE CONTROL sysmm '
Filed Aug. 16, 1939 3 Sheets-Sheet 2

33
in 3/4,
555; 36' $4 .29

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%a ATTORNEY
'SePt- 28,1943. ' ' v E. M. CLAYTOR _- I 2,330,407
OVERDRIVE CONTROL SYSTEM
Filed Aug. 16, 1,959 " .3 shget's-sheet 5

INVENTOR
{M712 _ _

K ATTORNEYAJ a
 Patented Sept. 28, 1943 '
2,330,407

UNITED ' STATES PATENT OFFICE

_ ovnanmvn CONTROL SYSTEM
Edward M. Claytor, Anderson, Ind., assignor to
General Motors Corporation, Detroit, Mich., a
corporation of Delaware
Application August 16, 1939, Serial No. 290,356
38 Claims. (Cl. 74-290)
This invention relates to electrically operated a switch actuated in response to the return of
means for controlling the overdrive gearing for the pawl to fully retracted position for reestab
an automotive vehicle. One type 0f overdrive lishing the ignition circuit. In this way I am
with which the present invention may be used is able to reduce the time during which the ignition
one in which a shaft transmitting power from is nonoperative to the minimum requirements
the change speed gearing of the automobile may a while, at the same time, providing for the ulti
be connected with the propeller shaft for a 1 to mate reestablishment of the ignition circuit in
1 gear ratio drive or indirectly through planetary case of failure to retract the sun gear locking
gearing of the overdrive by means of which the , pawl. >
propeller shaft is caused to rotate faster than 10 Further objects and advantages of the present
' the drive shaft. The planetary gearing in invention will be apparent from the following de
cludes a sun gear which rotates vwith the drive scription, reference being had to the accompany
shaft when the overdrive is not operative. To ing drawings wherein preferred embodiments of
render the overdrive operative, the sun gear must the present invention are clearly shown.
be held stationary. In my copending applica 15 In the drawings: ,
tion S.VN. 241,917, ?led November 23, 1938, I dis Fig, 1 shows a diagram of an overdrive to
close an overdrive control in which the sun gear which the control of my present invention is
locking pawl is urged normally into locking posi applied, said control being illustrated by a wir
tion by a spring in which the locking pawl is ing diagram forming a part of Fig. 1.
retracted by the operation of a solenoid. In 20 Fig. 1a is a diagram showing the sun gear
order to facilitate retraction of the sun gear locking pawl and pawl blocking member which
locking pawl by the solenoid I provide a relay has been moved to position to permit movement
which opens the ignition circuit momentarily of the pawl into engagement with the sun gear
until the solenoid has completed its operation. locking ring. '
The opening of the ignition circuit causes the 25 Fig. 2 is a longitudinal sectional view of the
engine to cease ?ring until the sun gear latch or pawl controlling solenoid.
pawl is withdrawn, whereupon the normal ?ring Fig. 3 is a view looking in the direction of the
is reestablished. arrow 3 of Fig.2, the solenoid cover being re
The present invention relates more particu moved.
larly with an overdrive controlled by a sun gear 30 Fig. 4 is a view looking into the direction of.
locking pawl which is actuated by the solenoid the arrow 4 of Fig. 2 showing the assembly of
into locking position and by a spring out of lock solenoid magnet cup and cup cover plate carry
ing position. The present invention is con ing certain terminals and switch elements.
cerned with momentarily opening the ignition Figs. 5 and 6 are fragmentaryv views looking
circuit during the time in which the sun gear 35 in the direction of the arrows 5 audit of Fig. 4.
locking pawl is retracted by spring operation. Fig. '7 is a fragmentary view of a portion of
In one form of embodiment of my invention I the solenoid armature and certain adjustable
control the time during which the ignition cir nuts associated therewith.
cuit is interrupted by means of electromagnetic Fig. 8 is a wiring diagram showing a modi?ed
relay which operates to maintain the ignition 40 form of the invention. '
circuit open for a measured time after the sole Fig. 9_ is a View sirrii-lar to Fig, 3 showing modi
noid circuit is interrupted. This measured time ?cations of construction necessary to take care
is controlled by the relay and is independent of of certain circuits shown in Fig. 8.
the movement of retraction of the sun gear Figs. 10 and ll-are fragmentary sectional views
locking pawl. The time delay is greater than 45 taken on the lines l0|0 and H-H respectively
the time required under all normal conditions of Fig. 9. .
for the sun gear locking pawl to be withdrawn. Referring to Fig. 1, numeral l indicates the _
In case the pawl is not retracted for any reason, driving shaft of the overdrive mechanism. The
such as failure of the return spring, the sticking shaft l receives its power from the change speed
of the pawl due to heavy, cold lubricant or due 50 gear mechanism housed in a boxwhich would
to excessive negative pressure as when going be located between the overdrive mechanism and
down a long grade, the relay completes the the engine clutch. The shaft I is provided with
ignition circuit in any event. , external splines 2 which mesh with internal
In another form of embodiment of my inven splines 3a of the ring 3 and with internal splines
tion I combine, with the time measuring relay, 55 9a or the driving member of an overruning clutch
 2 2,330,407 ,

V 9. The external splines 2 mesh also with in Referring also to Fig. 2 it will be seen that the
ternal splines 8a of a coupling member 8 to solenoid core 24 extends through a magnetizable
which the propeller shaft 8b may be attached. washer 28 and the end wall of the magnetizable
The splines 2 connect together the members 3 solenoid cup 29. The right hand end portion of
and 9 as shown in Fig. 1, when it is desired to the core 24 provides a pilot extension 24b which
use the overdrive mechanism. When it is not is received by recess 30 in a bracket v3| which
intended that the overdrive mechanism shall be carries a packing unit 32 thru which the rod
used for any considerable period of time, the 23 is slidable. The cup 29 is attached to a mount
overdrive may be entirely disconnected by mov ing plate 33, which, together with the bracket
ing the shaft I endwise toward the left so that 3| may be attached to the frame 2| of the over
its external splines 2 will engage the internal drive by bolts, not shown, which pass thru the
splines 8a of the'member 8, thus connecting to aligned holes 330. and 3Ia of the plate 33 and
gether the members 8 and 9 and leaving the bracket 3|. Parts 33, 29, 28 and 24 are welded
members 3 free.v The shaft I is supported for together.
axial movement at both ends. The support for 15 The cup 29 is counterbored at 34 to provide a
the right hand end of the shaft I is not shown. shoulder against which there rests a cover plate
At the left end of the shaft I it is provided with 35 which is centrally apertured to receive a
a reduced portion Ia having a sliding ?t within bushing 36. The bushing 35 and the plate 35 are
an axially aligned recess 8c provided in the of magnetizable material. The bushing 36 and
member 8. 20' the core 24 support a thin wall non-magnetizable
The ring 3 carries a plurality of rods 4 each tube 31 which supports the solenoid armature 25
rotatively supporting a planet gear 5 which for sliding movement toward or away from the
meshes with a sun gear 6 and with an internal core 24. The armature 25 is provided with a
ring gear 1a integral with ring 1, which cooperates conical recess 25a and the core 24 with conical
with the clutch rollers I0, which in turn cooperate 25 pole face extension 24a mating with the recess
with a driving clutch cam 9 to receive trans 25a. This construction places the air gap more
mission of torque from the driving member | at nearly central with respect to the solenoid wind
such time as the driving member 9 tends to ro ings 4D and 4| which surround the tube 31 and
tate ahead of the member 1. However, when a which are con?ned between non-conducting
ring I I attached to the sun gear 6, is engaged by 30 washers 43 also supported by the tube 31. This
a sun gear locking pawl 22 which is received by armature and core construction provides greater
one of a series of notches I2 in ring I I, the in sliding surface for the armature than would be
ternal ring gear 1a and its ring 1 are driven at a had by the conventional construction of placing
speed exceeding the speed of the clutch driving the conical recess in the core.
member 9. Under these conditions the ring 1 The shoulder member 26 for the rod 23 is pro
will overrun the clutch driving member 9. The vided by non-magnetizable bushing 45 secured
pawl 22 is normally maintained out of engage to the rod by pin 46. The armature 25 has a
ment with the ring II by a pawl rod 23 which is threaded portion which receives an adjusting nut
controlled in a manner to be described. Move 41. The nut 41 is provided with an inwardly
J ment of the pawl 22 into engagement with the extending annular ?ange 41a against which bears
ring II is obstructed, except under certain con one end of a spring 59, bearing at its other end
ditions, by a blocker plate l3 which is frictionally against the shoulder portion 26 of the bushing
dragged by ring II. The blocker plate I3 is 45. The initial compression of the spring 50 is
provided with stop lugs I4 and I5 which project obtained by the proper adjustment of the nut 41
beyond stop surfaces I6 and I1 which may be which is locked in adjusted position by a single
engaged under certain conditions by the pawl 22. turn spring 5|, see also Fig. '1, having one end
The surfaces I6 and I1 are interrupted by a received by a hole 52 provided by the armature
notch I8 of su?icient width to permit movement 25 and the other end by one of a plurality of
of the pawl 22 between the surfaces I6 and I1 50 notches 53 provided by the nut 41. To unlock
when the notch I8 is brought into alignment with the nut 41 the spring 5| must be withdrawn from
the pawl 22, as shown in Fig. Ia. The pawl 22 is the notch 53. The position of the nut 41 along
guided between bosses I9 and 20 of the frame 2|
of the overdrive mechanism. Bosses I9 and 20 the armature 25 can be adjusted after an end
project into the plane of the blocker plate I3 55 of the spring 5| has been withdrawn from the
so as to be engaged by lugs I 4 and I5, respectively. notch 53 in the nut 41. By adjusting the nut 41
When the ring II rotates clockwise, the blocker along the armature 25, the location of the rod
plate I3 will be frictionally- dragged clockwise 23 normally with respect to the stationary parts
until its lug I4 strikes the boss I9, and further can be varied; therefore the normal position of
movement of the blocker plate I3 in the clockwise 60 the pawl 22 relative to the blocking member I3
direction will cease. When the ring iI rotates can be varied.
counterclockwise, the blocker plate I3 will be A spring 55, surrounding the armature 25 and
frictionally dragged counterclockwise until its located between the flange 41b of the nut 41 and
lug I5 engages the boss 20 whereupon counter the plate 35 urges the nut 41 toward the left
clockwise movement of the plate I3 will cease. 65 against a leather bumper plate 56 secured to a
An explanation of the clockwise and counter mounting plate 51 which is supported by a plu
clockwise movements of the ring II will be given rality of studs 58 threaded into the plate 35.
in connection with the mode of operation of the Plate 51 is secured on studs 58 by nuts 59. Since
control device which controls the overdrive gear the spring 55 urges the nut 41 into the position
mg. shown in Fig. 2, the armature 25 and the rod 23
The sun gear locking pawl 22 is attached to a are consequently held in the positions shown in
pawl rod 23 extending through a solenoid sta Fig. 2.
tionary core 24 and through a solenoid armature The plate 35 insulatingly supports a bracket 60
25. Rod 23 has a shoulder portion 26 located carrying a contact 6| normally engaged by con
within a recess 21 provided by the armature 25. 75 tact 62 carried by a resilient conductor 63
 //

mounted directly upon the plate 35 and therefor I22 adapted to be bridged by movable contact I23
grounded as indicated in Fig. 1 at the right. held out of engagement with the stationary con- '
The contact supporting member 63 has a pro tacts by spring I24. The gear switch I20 is closed
jection 630 located in the path vof movement of by mechanism which is actuated when the trans
the ?ange 41b of nut 41. Bracket 60 is connected mission gear shaft lever is-in intermediate posi
with one end of solenoid magnet winding 40, the tion or in high speed position. Switch I20 is
other end of which is connected with an insulated connected with a kick switch I25 comprising sta
terminal 64. The winding 40 which is composed tionary contacts I26 and I21 normally engaged
of a relatively small number of turns of coarse by contact I28 held normally in contact closing
wire is the main attracting coil of the solenoid. 10 position by a spring I29. The switch I25 is
The winding 4| which is grounded at one end and opened by a suitable pedal cooperating with
connected at the other with an insulated terminal switch actuating rod I25a. This pedal may be
65, is the holding coil of the solenoid. It com the engine accelerator pedal which causes the
prises a relatively large number of turns of ?ne . switch I25 to openlby movement of accelerator
wire. 15 pedal beyond wide open throttle position. Switch
The rod 23 carries a contact button 66 engage I25 is connected with ground thru a switch re
able with a contact 61 mounted on the end of a sponsive to vehicle speed such as an air switch
resilient conductor 68 insulatingly supported on I30 having a grounded vane I3I pivoted at I32
the plate 51 and joined by a rivet 69 with a and maintained normally out of engagement >
bracket I0. These contacts and terminals are 20 with contact I33 by the action of a spring I34.
enclosed by a cover II the. peripheral edgeof The vane I3I is moved into engagement with
which bear. against a shoulder I2 provided by the contact I33 by the action of an air current pro
shell 29. The cover II is secured in position by vided by, the engine cooling fan I35 causing a
nuts I3 engaging the threaded ends of the studs current of airv to impinge upon the vane I3I as
58. The brackets 64-65 and I0 respectively 25 indicated by the arrow I36. .
cooperate with Wire attaching screws 64a65a The operation of the overdrive system illus
and 10a. passing thru bushings I4 insulatingly trated by Fig. 1 is as follows: While the engine is
supported by the cover I I. ' running the ignition switch I08 will be closed.
The rod 23 which is magnetizable is provided When the vehicle transmission is set for drive
with a neck or reduced portion 23a so that this thru intermediate gears or high speed gears the
portion of the rod 23 will become readily saturated switch I20 .will be closed. When the vehicle
with magnetic ?ux. This construction tends to speed maintains a- certain value such as 25 m. p. h.
prevent the straying of ?ux from the poles of ' for example, the air switch I30 will be closed. As
core 24 and armature 25 and make the solenoid stated before, switch I25 is normally closed. All
operate more ef?ciently. Freedom of movement 35 three switches I20, I25 and I36 being closed, the
of the armature 25 is provided by vent 240 in core winding 93 of relay 85 will receive current from
24 and vent 3Ib in bracket 3I. the battery 84 thereby causing armature 96 to be
Referring to Fig. 1, a generator 80 is connected attracted and contacts 89 and 95 to engage con
thru the reverse current relay 8| and an ammeter tacts 88 and 96 respectively. When this occurs
82 and a wire 83 with a storage battery 84. Wire 40 solenoid magnet winding 40' will be connected
83 is connected by wire 86 with a terminal 81 of a with battery 84 through the circuit which in
relay 85. Terminal 81 is connected with a sta cludes wires 83 and 86, contacts 88 and 89, arma
stationary contact'88 adapted to be engaged by a ture 90, bracket 9|, terminal92 wire I I4, terminal
normally separated contact 89 carried by an arm 64, winding 40, contact bracket 60, contacts BI
ature 90 ?xed to a bracket Ell-(which is connected and 62, contact arm 63. Through a branch cir
with a relay terminal 92. Terminal 8'! is con cuit which includes terminal 92, wire I02 winding
nected with relay magnet winding 93 connected IOI of relay I00, wire H3, terminal 65, the sole
with terminal 94. Armature 96 carries a contact noid winding M will be connected with battery 84.
95 adapted to engage normally separated contact Both windings 40 and M cooperate to attract sole
96 connected by wire 91 with bracket 98 of a relay noid armature 25 toward solenoid core 24. As
I00 having a magnet Winding IOI connected by armature 25 goes downwardly it carries with it the
wire I02 with terminal 92 of relay 85. Winding nut 41 which forces the upperend of the spring 50
IOI supports a core IOIa cooperating with an downwardly thereby tending to 'move the rod 23
armature I03 carrying a contact I04 normally ' downwardly. ' '_ '

engaging contact I05 connected by wire I06 with When the solenoid is not excited, the spring
terminal 81 to relay 85. Bracket 98 of relay I00 is 55, acting through the pawl rod 23, keeps pawl
connected by wire I01 with ignition switch I08 22 out of engagement with the blocker plate
connected with an ignition coil I09 having a I3. When the engine drives the transmission,
secondary H0 and a primary, I II connected with 60 the ring II moves counterclockwise as viewed
grounded ignition timer H2. Winding IIlI of in Fig. 1A and the'plate I3 isfrictionally dragged
relay I00 is connected by wire II3 with solenoid counterclockwise so that its lug I5 engages boss
terminal 65. Solenoid terminal 64 is connected 20 thereby causing surface Il to be in the path
by wire II4 with terminal 92 of relay 85. Ter of movement of the pawl 22. When the engine
minal 92 is connected by wire II5 with an indi 65 speed is increased to the speed where the gov
cator lamp II6 which maybe grounded at In. ernor switch I30 closes, the hand controlled
Instead of grounding the lamp H6 at IIT it may change speed gearing being in intermediate or
be connected with ground by wire I I8 connecting - high gear, the solenoid will be energized in the
the lamp I I6 with terminal I0 of the solenoid unit. manner described. The pawl 22 is then urged
As the grounding of lamp II6 thru_ the solenoid 70 downwardly by .spring 50 and presses against
unit is an alternative arrangement, wire 'II8 surface. I'L Engagement of the pawl 22 with
terminal I0 contact 68 and contact 61 are indi the notched locking ring II is prevented until
cated by dot-dash lines in Fig. 1. , the speed of ring II is reduced to zero and the
rotation of ring II reverses.
Terminal 94 of relay 85 is connected with a gear
switch I20 having stationary contacts I2I and 75 The reversal of ring II is effected by a re
4 2,330,407
duction of engine speed (measured in miles per magnet IM and the solenoid armature holding
hour of vehicle speed) below vehicle speed by a coil 4! thereby permitting relay I00 and the
predetermined amount dependent upon the gear solenoid armature 25 to return to normal con
ratio of overdrive to normal drive. For example, dition. When holding coil M is deenergized,
if the overdrive increases speed ratio between spring 55, by operating thru the nut 41, and the
vehicle drive wheels and the engine by 30%, the nut 31, by operating on the shoulder 26 causes
engine speed must be reduced below vehicle the pawl rod 23 and the pawl 22 to be restored
speed by the amount of 30% of vehicle speed. to normal position shown in Fig. 1. During
Assuming the vehicle is being propelled through upward movement of the nut 41 the resilient
normal drive at 40 In. p. h. and it is desired to 10 contact support 63 is relieved by engagement of
go into overdrive, the driver releases the ac the ?ange 41b of the nut 41 thereby permit
celerator pedal to permit engine speed to de ting the contact 62 to reengage the contact 6I.
crease. The vehicle free wheels (through A predetermined time after the separation of
overrunning clutch 9-I0) at a speed starting at the contacts of relay 85, the contact I04 of relay
40 m. p. h. and diminishing slightly due to I 00 returns into engagement with the contact
resistance of wind and friction to about 35 I05. This predetermined time is measured or
m. p. h. Meanwhile the engine speed has di determined by the characteristics of the relay
minished to 24 m. p. h., which speed is slightly I00. The lag or time delay between the open
more than 30% lessthan 35 m. p. h., the concur ing of contacts 95 and 96 of relay 85 and the
rent vehicle speed. As the engine speed de 20 closing of contacts I04 and I05 of relay I00 is
creases to 24 In. p. h., the speed of ring II is effected by causing the armature 93 to seal
reduced to zero and then the ring lI starts to against the core IOIa of relay 90 when its con
reverse in direction of rotation or to move clock tacts are open thereby making it necessary for
wise as viewed in Fig. 1A. As ring II begins to the magnetic flux in the care IOIa to diminish
move slowly clockwise, it drags frictionally the to substantially zero before the armature I03
blocker plate I3 clockwise thereby causing its , is released. The decay of ?ux in the core I0la is
lug I5 to move away from the boss 20 and its retarded by a short circuited coil IOIb. During
notch I8 to become aligned with pawl 22 thereby this measured time interval between the opening
permitting spring 50 to press pawl 22 against of contacts 95 and 96 of relay 85 and the closing
a tooth of ring II. As ring II continues to ro of contacts I04 and I05 of relay I00, current to
tate, it brings a notch I2 into alignment with the ignition coil I09 is interrupted, thereby elim
pawl 22 thereby permitting spring 50 to press inating the igniting of several fuel charges
pawl 22 into locking engagement with the ring whereby the engine ceasesto drive the vehicle
II thereby locking sun gear 6. While the sun and the torque reaction between the sun gear
gear 6 is locked transmission of power from the locking ring II and the pawl 22 is relieved in
shaft I to the shaft 81) takes place through the order to facilitate retraction of the pawl 22 by
elements 2, 3a, 3, 4, 5, 1a, 1 and 8. The sun gear the spring 55. .0.
6 being stationary, the ring gear 1a rotates faster If the signal lamp H6 is grounded at Ill and
than shaft I. Since parts 9 and 1 are connected the circuit, shown in dot-dash lines thru the
through a one-way clutch represented by the 40 solenoid is omitted, the lamp IIB will burn as
numeral I0, the ring Toverruns the shaft I while long as the relay 85 is closed. Under these cir
the overdrive is affective. eumstances the lamp IIS burns to indicate that
During movement of the solenoid armature 25 the overdrive is operative. If the ground H1 is
the core 24 in order to preload the spring 50 omitted and the circuit includes the parts indi
so that it may push the pawl 22 into a notch cated in dot-dash lines, the lamp II6 will burn
I2 of the sun gear locking ring II when the to indicate that relay 85 is operative and there
blocker I3 is retracted, the ?ange 41b of nut 41 fore the solenoid armature 25 has been attracted
engages the projection of resilient contact 63 to preload the pressure spring 50. When the
thereby separating contact 62 from contact BI driver releases the accelerator pedal to permit
and breaking the circuit thru the main attract 50 the vehicle to drive the engine and to effect the
ing coil 40 of the solenoid. The armature 25, retraction of the blocker I3, then the pawl 22
being then in relatively close proximity with the will move into engagement with the sun gear look
core 24, is held in the attracted position by the ing ring II. During such movement of the pawl
holding coil 4 I. 22, the circuit thru the signal lamp IIS will be
The normally closed contacts I04 and I05 of 55 interrupted by the separation of contacts 66 and
relay I00 provide a connection between the bat 61. Therefore, when the circuit thru the signal
tery 84 and the ignition switch I08, when the lamp II6 omits the ground H1 and includes wire
contacts of relay 85 are separated. When the H8 and contacts 66 and 61, the burning of the
contacts of relay 85 are closed, a by-pass circuit lamp II6 indicates operation of the relay 95 to
-to the ignition switch I08 is completed around 60 precondition the solenoid for overdrive opera
contacts I04 and I05 of relay I00. This by-pass tion, and the subsequent ncn~burmng of the lamp
starts from terminals 81 and includes contact II6 indicates that the overdrive has been ren
88 and 89, armature 90, contacts 95 and 96, wire dered operative.
, 91 and bracket 98. While relay 85 is energized From the foregoing description of the con
to maintain this by~pass, relay I00 is also ener 65 struction and mode of operation of a control cir
gized to interrupt the connection to the igni cuit embodying the ?rst form of my invention it
tion switch by separating contact I04 from con is apparent that I have provided electromagnetic
tact I05. means operating independent of the solenoid for
When the driver desires to render the over causing the ignition circuit to be interrupted for
drive inoperative. he presses the kick switch rod a predetermined interval of time sufficient to en
I25a to interrupt the ?ow of current thru the able the return spring 55 of the solenoid to op
relay winding 93 whereupon the armature 90 erate to retract the pawl 22 while the torque re
returns to normal position separating contacts action is relieved between the pawl 22 and the
89 and 95 from contacts 88 and 96 respectively. sun gear locking ring II. In any event, the time
This interrupts the ?ow of current thru the relay 75 delay afforded by the relay I00 is greater than
 ' 2,880,407 ' 5

the time required under all normal conditions ' rivet 56a which secures the plate 51 and bumper '
for the retraction of the pawl 22. In case the , plate 56 together. .
pawl 22 is not retracted for any reason such as The operation of the circuit shown in Fig. 8
failure of the return spring 55, the relay I08 com is as follows: Before going. into overdrive,
pletes the ignition circuit. . 5. switches I20 and I30 must be closed as\in the
Since it might be objectionable to some car case of the form of invention shown in Fig. 1.
drivers to allow the ignition circuit to remain To go into overdrive the driver releases the ac
interrupted longer than absolutely necessary for celerator pedal to permit a reversal of torque
retraction of the sun gear locking pawl, I provide transmission in order that the blocking member
in the second form of my invention, illustrated 10 I3 will move into position to permit the pawl 22
by Figs. 8 to 11, the combination of a time meas to enter a notch I2 of the sun gear locking
uring relay, which completes the ignition circuit ring'I I.
in any event, and another switch for completing The closing of the switches I20 and I30 estab
the ignition circuit in response to the complete re lishes a circuit between the battery'I40 and coil
traction of the sun gear locking pawl, 15 I6I of relay I60 thereby causing the armature
Referring to Fig. 8 a storage battery I40 is con I64 to move downwardly in order to establish
nected with ground and with a wirell4l from connections between the pairs of contacts
which wire leads oil to a green indicator lamp I12I'I3, I66--I68 and I61-I69. The closing '
142 connected with a terminal I43, and a wire ' of contacts I66-I68 establishes a circuit from
leads off to a magnet winding I44 of a relay I45 20 the battery to the coils 40 and H of the solenoid
said winding being connected also with terminal thereby causing the armature 25 to move down
I43. ' wardly toward the core 24 in order to preload
Wire I4I is connected with contact I5I of a the spring 50 which, when the blocking member
relay I50 which, in this form of invention, is the I3 releases-the pawl 22, causes the pawl 22 to en
time measuring relay. Contact I5I is normally 25 gage the sun gear locking ring I I. During down
engaged by a contact I52 carried by an arma-' ward movement of the armature 25, the nut 41
ture I53 attached to support I54. The relay I50 engages contact arm 63 to separate contact 62
includes a magnetizable core I55 surrounded by from contact 6I thereby interrupting the circuit
a magnet coil. I56 connected with wire I51 and of the main winding 40. Current, however, con
with ground. The core I55 issurrounded by a 30 tinues to flow thru the holding coil winding 4I
single turn short circuited coil I58 for the pur thereby maintaining the armature 25 in proxim
pose of retarding the delay of flux of the relay ity to the core 24 and the spring 50 under su?i.e
in order to delay the return of contact I52 into cient compression to maintain the pawl 22 in
engagement with contact I 5|. engagement with the sun gear locking ring II.
Relay I68 includes a magnet winding I6I con 35 The closing of contact I66 and I68 establishes
nected with wire I 4| and with a;-terminal I62. a circuit to the red signal lamp I16 which indi
Winding I6I surrounds the core I63 which coop cates that current is ?owing thru the solenoid
erates with an armature I64 attached to a sup windings 40 and 4i and, therefore, that the pawl
port I65 and electrically connected with contacts rod 23 operating spring 50 is being pre-loaded for
I66 and I61 engageable, respectively, withtsta 40 movement of the-pawl 22 into sun gear locking
tionary contacts I68 and I69. Contact I68 is con position prior to the unblocking of the pawl. As
nected with wire I4I. Contact I69 is connected soon as the pawl is unblocked by movement of
by wire I10 with support I54 of relay I50. Ar the locking member I3, the pawl rod 23 will -
mature I64 insulatingly supports a bracket I1I move downwardly under the action of spring 50
carrying a contact I12 for engaging a contact 45 thereby permitting the closing of contacts IBI
I13 connected with wire MI. The bracket MI and I82 which establishes a circuit to the green
is connected with wire I51. Armature bracket signal light I42 the burning of which indicates
I65 of relay I60 is connected by wire I15 with the that the overdrive has been established.
solenoid terminal 54_to which main attracting The closing of contacts I8I and I82 also estab
coil 40 is connected as was the case in Fig. 1. In '50 lishes a circuit to the winding I44 of relay I45
Fig. 8 however, the holding magnet coil M is thereby causing the opening of contacts I46 and
connected with the same terminal 54. I41. For purposes to be. described later these
To the wire I15 is connected a red signal lamp contacts will'remain open during overdrive and
I16 which is grounded. Lamp I16 burns to indi until the pawl 22 has been substantially com
cate operation of relay I60 and, therefore, op 55 pletely retracted. '
eration of the solenoid unit. The terminal I62 of The closing of contacts I66I68 and I61I69
Fig. 8, which corresponds to terminal 84 of Fig. of relay I60 establishes a circuit to the ignition
1, is connected in series with the gear shift re coil I09 paralleling a circuit provided by contacts
sponsive switch I20, the accelerator pedal op. I 5| and I52 and armature I53 of the measured
erated switch I25 and the vehicle speed respon 60 time relay I50. The movement of armature I64
sive switch I30. The armature bracket I54 of of relay I60'which closes contacts I66~I68 and
- relay I50 is connected by wire I11 with ignition ,I61I69,alsc closes contacts I12-I13 thereby
switch I08. The terminal I43 is connected by completing a circuit to winding I56 of measured
wire I18 with, a terminal I19 connected with a time relay I50. Since relay I50 has its coil I 56
resilient switch arm I80 carrying a contact I8I 65 fed from contacts I12 and I13 of relay I60, the
forengaging a grounded contact I82. Contact ignition circuit remains unbroken during the op
I8I is normally held apart from the contact I82 eration of the system to establish the overdrive,
due to the fact that the contact support I80 en because contacts I5I and I52 cannot open before
gages a nonconducting button I83 mounted on the contacts I12 and I13 close. " '
upper end of the pawl rod 23. The terminal I19 70 To come out of overdrive the car driver opens
corresponds in position to the terminal 10 of Fig. the switch I25 which may be controlled by move
3 and the resilient support I80, to the support ment of the accelerator pedal beyond wide open
68 of Fig. 3. As shown in Figs. 10 and 11, con throttle position. The opening of switch l25jin
tact' I82 is mounted on a resilient support I82a terrupts the-circuit of the winding I6I of relay
which is directly attached to the plate 51 by the 75. I60 whereupon armature I64 moves upwardly
6 2,330,407
and all pairs of contacts of relay I60 are sepa pawl to non-locking position. This last named
rated. There is therefore no ignition since at means functions automatically to restore the
that time, the contacts of relay I50 and the con ignition to operative condition a measured time
tacts of relay I45 are also separated. Therefore interval after operation of the means which
there is no torque developed by the engine and renders the solenoid inoperative. Since there is
the frictional resistance to the retraction of the a time interval of appreciable duration between
sun gear locking pawl 22 is removed thereby per the rendering of the ignition inoperative and
mitting the spring 55 to operate as in the case the restoration of the ignition to operative con
of Fig. l to retract the pawl. As soon as the dition, I have brought about two separate in
pawl 22 is fully retracted by upward movement 10 stances where conditions are favorable to the
of the rod 23 the contact I8I is separated from retraction of the pawl from sun gear locking
the contact I82, thereby interrupting the ?ow position by the pawl returning spring.
of current thru the green light M2 to indicate Let us ?rst consider the instance where the
that the car is out of overdrive. The extinguish ignition is rendered inoperative. It will be un
ing of red light I16 indicates the operation of 15 derstood there is a certain amount of lost motion
the system for the purpose of coming out of over or side-play-between the pawl 22 and the sides of
a notch I2 of the locking ring II. While the en
drive. gine ignition is operative and the engine drives
The opening of contacts I8I and I82 also
causes deenergization of relay magnet winding the vehicle, the torque transmitted by the engine
I44 thereby permitting contacts I46 and I41 to 20 to the vehicle drive wheels is what I term as posi
close in order to reestablish the circuitbetween tive torque. When the engine ignition is ren
the battery I40 and the ignition coil I09. How dered inoperative, the vehicle tends to drive the
ever at this instant the contacts of relay I50 are engine and the transmission of torque is reversed.
stilloopen due to the fact that,'altho the circuit I designate this reversed torque as negative
' of magnetwinding I56 has been broken by the 25 torque. When positive torque is present the pawl
opening of the contacts I12 and I13 of relay I60, 22 will press against one side of a notch l2 and,
nevertheless there is a delay in the reelosing of when negative torque is present, the pawl 22 will
these contacts I5I and I52. This delay is e?fect press against the other side of the notch I2. It
ed by an adjustment of relay I50 which allows is obvious that, if 'the ignition is rendered inop
the armature I53 to be sealed against'the end of 30 erative causing the engine to cease to ?re, the
the core I55 when the armature I53 is attracted; torque will change from positive to negative and
and this delay may be effected also by retarding the pawl 22 will move from a position where it
the decay of flux in core I55 by the short cir presses against one side of the notch I2 to a posi
vcuited coil I58. As was the case of relay I00 of tion where it presses against the other side of the
Fig. 1, the measured time provided by relay I50 notch. During the period of time of relative
between the opening of switch I25 of the clos side-wise movement between the notch I2 ,and
ing of contacts I5I and I52 is greater than the the pawl 22 in which the pawl 22 relatively moves
time required under all normal conditions for from one side of the notch I2 to the other, there
the sun gear locking pawl 22 to be retracted. In is a condition where there is no binding force
order that the ignition will not be interrupted 40 between the ring II and pawl 22 to resist with
any longerthan. necessary the relay I45, on be drawal of the pawl 22 by the pawl return spring
coming deenergized by the return of pawl rod 23 55. This change from positive torque to negative
to uppermost position, permits the reestablish torque produces a condition which is favorable to
ment of the ignition circuit by the closing of the retraction of the pawl 22 from the ring II.
contacts I46 and I41. Obviously these contacts Obviously the duration of this condition is rela
close ahead of the closing of contacts I5I and tively short, since it continues only long enough
I52 of the measured time relay I50. However, in for the pawl to leave one side of the notch, trav~
the circuit shown in Fig. 8, the relay I50 still erse the lost motion space between the sides of
serves a useful purpose since, in the event that the notch and then engage the opposite sides of
the sun gear locking pawl were not retracted, due 50 the notch. Under some unusual circumstances,
to failure of the return spring 55 for example, this period of short duration might not be sufii
then the contacts of relay I45 would always re cient for the pawl 22 to be completely withdrawn
main open but the relay I50 would eventually from the sun gear locking ring II. However,
step in to reestablish the ignition system so that another instance of favorable conditions for re
, the engine would operate although the car still traction of the pawl 22 by the spring 55 is af
remained in'overdri've. forded. 1
From the foregoing description of the con At the end of the measured time interval pro
struction and mode of operation of the disclosed vided by relay I00 during which the ignition may
embodiments of the present invention, it is ap be inoperative, there is another condition of no
parent that I have provided the combination 60 binding between the pawl 22 and ring II at the
with a sun gear locking pawl normally held out instant when the ignition apparatus is rendered
of locking position by a spring of a solenoid for operative, because there is another reversal of
actuating the pawl into locking position, said torque from negative torque to positive torque.
solenoid being controlled automatically in re > Therefore, the present invention provides two in
sponse to vehicle speed and in response to move ' 'stances which are favorable to the retraction of
mentbf the transmission gear shift lever into the pawl 22 of the sun gear locking ring Ii.
intermediate or into high position, means under Therefore, there are two opportunities for the
the control of the operator for rendering the pawl 22 to be'retracted.
solenoid inoperative and also for interrupting While'the embodiments of the present inven
the power feed circuit of the ignition system so 70 tion as herein disclosed, constitute preferred
that conditions are produced which are favor forms, it is to be understood that other forms
able to the retraction of the pawl by the spring, might be adopted, all coming within the scope of
and means for restoring the ignition to operative the claims which follow.
condition independent of any control by the What is claimed is as follows:
driver and independent of any movement of the 1. An overdrive control for automotive vehicles
 2,330,407
comprising the combination of 'a current source, a ' in which a signal is provided to indicate that the
Solenoid for controlling the sun-gear-locking pawl has locked the sun-gear. , >
pawl of an overdrive mechanism, a main control -9. An overdrivecontrol according to claim 6
relay for controlling the circuit between the cur in which a signal lamp of one color burns to in
rent source and the solenoid, engine ignition ape 5 ' dicate operation of the main controllrelay to ef
paratus, a measured time relay having normally fect operation of thesolenoid, and in which a
closed contacts controlling the circuit between the signal lamp of another color burns to indicate
current source andthe ignition apparatus "said that the pawl hasv locked thesun-gear.
contacts being opened upon energization of the 10.~An overdrive control for-automotive ve
magnet coil of said measured time relay, normally hicles comprising a pawl for locking the sun-gear
, open?contacts closed by the main, control relay of the overdrive mechanism, means-'forueffect
and operative when closed to complete a circuit ing actuation of the pawl, engine ignition appa
between the current source and ignition appara- ' -rat-us,-a current source, a normally closed switch
tus independently of the contacts of the measured for connecting the ignition apparatus with the
time relay, normally open contacts closed by the current-source, a normally open switch controlled
main control relay and operative when closed to by the means for effecting actuation ,of the pawl
complete a circuit between the'current source for paralleling the normally closed switch and
and the magnet coil of the measured time relay, operating when closed to connect the ignition
and means for controlling the circuit between the apparatus with the current sourcevindependent
current source and the magnet coil of the main 20 ly of the normally closed contacts, a measured
. control relay. time relay for controlling the normally closed
2. An overdrive control according to claim 1 in switch and having a magnet winding which,
which the lag of the measured time relay is ef when energized, causes the opening of the nor
fected by having its relay armature seal against mally closed contacts, and'a switch controlled by.
its core when the armature is attracted. the means for e?ecting actuation of the pawl
3. An overdrive control according to claim 1 in for connecting the measured time relay magnet
which the lag of the measured time relay is ef winding with the current source. ~ ' -
fected by providing its core with a short-circuited 11. An overdrive control according to claim 10
damper winding. , which includes also means responsive to the
4. An overdrive control according to claim 1 in retraction of the pawl from the overdrive sun
which the solenoid is provided with an armature gear 'for effecting completion-of the ignition cir
main attracting coil and an armature holding cuit independently of the operation of the meas
coil and with a switch for open-circuiting the ured time relay. .
main-attracting coil in response to movement - 12. ,In an overdrive control for automotive ve
of the solenoid armature, and in which the hold / hicles whichrincludes a pawl for locking the sun
ing coil of the solenoid is in series with the mag gear of the overdriveymechanism, the combina
net coil of the measured time relay. ' ~tion withmeans for controlling the pawl of a
5. An overdrive control according to claim 1 in _~normally open'switch'for connectinglengine ig
which a signal is provided to indicate operation of nition apparatus with a-currentsource. means
main control relay to effect operation of the for effecting the closing of theswitch when the
solenoid. ' ,
pawl is urged toward locking engagement with _
6. An overdrive control for automotive vehicles the sun gear, a normally openlswitch paralleling
comprising the combinationof a current source, the normally closed switch also for- connecting
va'solenoid for urging the, sun-gear-lockingpawl the ignition apparatus with the current-source.
or an over-drive mechanism into looking engage 45 a measured time relay for opening the normally
ment with thesun-gear thereof, a main control closed switch'and havingva magnet winding, and
relay for controlling the circuit between the cur means for connectingthe magnet winding with
rent source and the solenoid, engine ignition ap the current source when the pawl is urged to
paratus,,a measured time relay having normally ward locking engagement with the sun gear, the
closed contacts controlling/the circuit between 0 ?rst mentioned switch being openedand the cir
the current source and the ignition apparatus, cuit of the magnet winding being openedfwhe'n
said contactsbeing opened upon energiz'ation of Q the pawl is released for movement out of engage
the magnet coil of said measured time relay, nor ment with the sun gear, - ' /'
mally open contacts closed by the main control 13. The combination of claim 12 with-the ad
relay and operative when closed to complete a 5 dition of a switch responsive toretraction of the
circuit between the current source and ignition p wl from the sun-gear for connecting the cur
apparatus independent of the contacts of the rent source with the ignition apparat s. >
measured time relay, normally open contacts // 14. In /a system of controlling an overdrive
closed by the main control relay and operative vfor automotive vehicles, the:combination of a '
when'closed to complete a circuit between the 60 magnetizable sun-gear locking-pawl rod a tubu
current source and the magnet coil of the meas- - ' lar magnetizable core and a tubular magnetiz
ured time relay, a third relay /having normally ;, able armature through which the rod extends,
closed contacts parallelling the contacts of said rod having a reduced portion in the region
the measured time relay, said contacts being of the pole faces of the core and armature, elec
" opened, upon energization of' the magnet coil of 55 tromagnetic windings for. creating magnetic flux,
said third relay, a switch closed in respo seto ' therod cooperating with the core and armature
movement of , the latch into sun-gear; ocking to minimize ?ux leakage, said reduced .portion
position for connecting the magnet coil of the of the rod becoming saturated whereby a sub
' third relay with the current source, and means stantial part off'the ?ux threading within the
for controlling the main control relay. " / 70 windings is caused to pass through the gap be
'7. An overdrive control according to claim 6 tween the core and armature, and means for
in which a signal is provided to indicate opera-- ' transmitting movement between the armature
tion of the main/ control relay to effect operation and rod. _ ' .

of the solenoid. , 15. The combination of claim 14 further char

8. An overdrive control according to claim 6 75 acterized by including withthe movement trans.
8 2,330,407
mitting means a non-magnetizable member at
tached to the rod and adapted to bear against a
portion of the armature.
16. The combination of claim 14 in which the
armature is provided with an internal, frusto 5
conical pole face de?ning a recess for receiving
an external frusto-conical pole face provided by
the core, said pole faces providing an air gap
located approximately centrally with respect to
the windings. 10 engaged by said nut. a spring surrounding the
17. In a system of controllin'g an overdrive
'for automotive vehicles, the combination of
aligned, tubular, solenoid core and armature
members, a sun-gear-locking-pawl rod extending
through said members, electromagnet windings
surrounding said members, a stop for limiting
movement of the armature away from the core,
a spring surrounding the armature for urging the
armature against the stop, a spring within a tu
bular recess of the armature for imparting move
ment from the armature to the rod, and a com
mon member adjustable along the armature and
providing an operating connection between said
springs and the armature, and between the ar
mature and said limiting stop, adjustment of said
common member varying the position of the rod
normally with respect to the core.
18. The combination of claim-17 in which the
common member is a nut threadedly adjustable
along the armature and having shoulder portions 30 ing position.
engaging said springs.
19. The combination of claim 17 in which the
common member is a nut threadedly adjustable
along the armature and having an internal annu
lar ?ange engaging the spring within the arma 35 in non-locking position, a solenoid for moving the
ture and having an external annular ?ange en
gaging the spring surrounding the armature.
20. The combination of claim 1'7 in which the
electromagnet windings comprising a main ener
gizing coil and an auxiliary or holding coil and in 40
which a switch is provided for opening the cir
cuit of the main coil, said switch having an oper
ating member located in the path of movement of
-.-said common member.
21. 'Ihescombination of claim 17 in which the
armature limiting stop is provided by a plate sup
ported by studs extending the frame work of the
electromagnet which supports the core and ar
mature.
22. The combination of claim 17 in which the
armature limiting stop is provided by a plate
supported by studs extending the frame work of
the electromagnet which supports the core and
armature and in which the plate carries a switch
operated by the pawl rod for controlling a cir
cuit of the system.
23. The combination of claim 17 in which the ar
mature limiting stop is provided by a plate sup
ported by studs extending the frame work of
the electromagnet which supports the core-and 60 the pawl and for automatically restoring the con
armature and in which the frame work of the
electromagnet supports a switch having an oper
ating member actuated by the common member.
24. In a system of controlling an overdrive for
automotive vehicles, the combination of a base
_ plate, a magnetizable cup attached to the base
plate, the end wall of the cup being apertured, a
tubular magnetizable core seated within said ap
erture, a non-magnetizable tube surrounding the
core and extending beyond the cylindrical wall of 70 the overdrive mechanism of a sun-gear locking
said cup, magnet windings surrounding said tube,
a magnetizable cover plate enclosing said wind
ings and attached to the peripheral edge of the
cup, a magnetizable bushing supported by the
cover plate centrally thereofvand supporting the 75 tion apparatus and solenoid, means for control
non-magnetizable tube, a tubular, magnetizable
armature member in said tube and extending
outside said cup, a magnetizable sun-gear-lock
ing-pawl rod extending through-said core and
armature, a nut threaded externally on said
armature, studs extending parallel to the arma
ture and supported by the cover plate, a second
plate supported by the studs in spaced relation to
the cover plate, said second plate providing a stop
armature and con?ned between the nut and the
cover plate, a spring within the armature and
surrounding the rod and con?ned between the
nut and a shoulder provided by the rod, a switch
on the cover plate controlled by said nut and a
switch on the stop plate controlled by said rod.
25. In apparatus for controlling an automobile
overdrive having planetary gearing including a
sun gear, the combination comprising a sun-gear
20 looking pawl, a spring normally holding the pawl
in non-locking position, means for moving the
pawl into locking position against the action of
said spring, means for rendering the pawl moving
means inoperative and for rendering the engine
.25 inoperative to apply torque to the overdrive to
permit the spring to retract the pawl and for
automatically restoring the engine torque after
the lapse of a predetermined time interval inde
pendently of movement of the pawl to non-lock
26. In apparatus for controlling an automobile
overdrive having planetary gearing including a
sun gear, the combination comprising a sun-gear
locking pawl, a spring normally holding the pawl
pawl into locking position against the action of
said spring, means under the control of the
driver for rendering the solenoid inoperative and
for causing the automobile engine ignition appa
ratus to be non-operative whereby the engine is
inoperative to apply torque to the overdrive, and
means independent of the driver for automati
cally restoring operation of the engine ignition
apparatus after the lapse of a predetermined in
terval of time independently of movement of the
pawl to non-locking position. '
27. In apparatus for controlling the overdrive
of an automotive vehicle propelled by an internal
combustion engine having electrical ignition ap
paratus, the combination with the sun~gear oi
the overdrive mechanism of a sun-gear locking
pawl, a spring normally holding the pawl in non
locking position, means for moving the pawl into
locking position against the action of said spring,
55 a current source for operating the ignition appa
ratus, means for rendering the pawl moving
means inoperative and for disconnecting the ig
nition apparatus from the current source so as
to render the engine inoperative to apply torq_ue
to the overdrive to permit the spring to retrmt
nection between the current source and the ig
nition apparatus after the lapse of a predeter
mined time interval independently of movement
65 of the pawl to non-locking position.
28. In apparatus for controlling the overdrive
of an automotive vehicle propelled by an internal
combustion engine having an electrical ignition
apparatus, the combination with the sun-gear of
pawl, a spring normally holding the pawl in non
locking positionpa solenoid for moving the pawl
into locking position against the action of said
spring, a current source for operating the igni
 2,330,407 9
' ling the circuit between the current source and operated by the current source, a controller, a
solenoid, and means for controlling connections normally closed ignition-circuit-making device,
between the current source and ignition appara electromagnetic means connectible with the cur
tus and operating during a predetermined time . rent source for opening said ignition circuit-mak
interval after interruption of the solenoid-circuit ing device and having provisions for retarding
to maintain the ignition circuit open so as to the decay of magnetic flux of said electromagnetic
render the engine inoperative to apply torque to meanswhen said electromagnetic'means is dis
the overdrive to permit the spring to retract the connected from the current source, means re
pawl and ?nally operating to close the ignition sponsive t0_ the operation of the controller into
' _ circuit. > 10
open position for causing the current source to
'29. In apparatus for controlling the overdrive be connected with the solenoid and with the ig
of an automotive vehicle propelled by an internal nition apparatus independentlyv of saidnormally
combustion engine having electrical ignition ap closed ignition circuit-making device and with
paratus, the combination .with the sun-gear of the electromagnetic means.
the overdrive mechanism of a sun-gear locking 15 33. A system of control for automobile over
pawl, a spring normally holding the pawl in non drives comprising the combination of a current,
locking position, a solenoid for moving the pawl source, a solenoid for controlling operation of
into locking position against the action of said the overdrive mechanism, engine ignition appa
spring, a current source for operating the igni ratus operated by the current source, a control
tion apparatus and solenoid, meansfor concur 20 circuit, and electromagnetic means including a
rently opening and closing a circuit between the pair of normally open contacts for connecting
current source and solenoid and a circuit between the current source with they solenoid when the
the, current source and ignition apparatus, and control circuit is completed and including a pair
' means rendered operative by said ?rst means for of normally closed contacts ior controlling the
opening a circuit between the current source and 2 ignition apparatus, and [having provisions for de
ignition apparatus and operating for a predeter laying the return of the ignition controlling con
mined time interval after the actuation of said tacts to closed status for a predetermined time
?rst means into circuit-opening position for following the opening of the control circuit.
maintaining the ignition circuit open so as to 34. A system-\of control for automobile over
render the engine inoperative to apply torque '30 drives comprising the combination of a current
source, a solenoid for controlling operation of the
to the overdrive to permit the spring to retract
the pawl and ?nally operating to close the igni overdrive mechanism, engine ignition apparatus
operated by the current source, a control circuit,
tion circuit. an electromagnetic relay rendered operative by
30. In apparatus for controlling the overdrive
of an automotive vehicle propelled by an internal 35 the closing of the control circuit for connecting
combustion engine having electrical ignition ap-_ the solenoid with the current source, and an elec
paratus, the combination with the sun-gear of tromagnetic relay operating contacts for control
the overdrive mechanism of a sun-gear locking ling the ignition apparatus, said last named relay
pawl, a spring normally holding the pawl in non being energized in response to operation of the
locking position, a solenoid for moving the pawl 40 first relay, and said last named relay having pro
into locking position against the action of said visions for delaying the return of the ignition
spring, a current source for operating the igni controlling contacts to normal status for a pre
tion apparatus and solenoid, means for concur determined time following the opening of the
rently opening and closing a circuit between the ' control circuit. '
current source and solenoid and a circuit between 45 35. A solenoid mechanism for use with a motor
the current source and ignition apparatus, and a vehicle transmission mechanism having plane
relay switch rendered operative by said ?rst tary gearing including a sun gear and, a control
means for opening a circuit between the current mechanism for said sun gear comprising a. pawl
source and ignition apparatus and having time shii'table to and from a projected position where~
lag provisions which delay the closing of the re 50 in it is adapted to hold said sun gear against ro
lay switch until after a predetermined lapse of tation to a retracted position wherein the sun
time subsequent to the actuation of the ?rst gear is free to rotate, said solenoid mechanism
named means into circuit-opening position. including aligned tubular core and armature
31. A system of control for automobile over members, an operating rod extending through
drives comprising the combination of a current 55 said members, coupled at one end to said pawl,
and having a head adapted to be engaged by the
source, a solenoid for controlling operation of the .
overdrive mechanism, engine ignition apparatus armature during retraction thereo?for retract
operated by the current source, a controller, a ing the pawl, said armature having a tubular re
normally closed ignition circuit-making device, cess receiving said head, a spring in said recess,
electrically operated means connectible with said 60 operatively interposed between the armature and
current source for opening said ignition-circuit said head, for yieldingly urging the rod in pawl
making device and having provisions for delaying projecting direction under energized action of the
the reclosing of said device when said means is armature, and a spring acting against the arma
disconnected from the current source, means re ture for retracting the same.
sponsive to the operation of the controller into 65 36. A solenoid for use with a motor vehicle
one position for causing the current source to transmission mechanism having planetary gear
be connected with the solenoid and with the ig ing including a sun gear and a shiftable element
nition apparatus independently of said normally operable, to hold or release said sun gear, said
closed ignition circuit-making device and with solenoid comprising aligned tubular core and ar
the electrical means for opening said normally 70 mature members, an operating rod extending
closed ignition circuit-making device. through said members, coupled at one end to said
32. A system of control for automobile over element and having a head adapted to be en
drives comprising the combination of a current gaged by the armature for transmitting move
ment from the armature to said rod, said arma
source, a solenoid for controlling operation of the
overdrive mechanism, engine ignition apparatus 75 ture having a tubular recess receiving said head,
10 2,830,407
a spring in said recess, operatively interposed be 38. A solenoid for use with a motor vehicle
tween the armature and said head, and adapted transmission mechanism having planetary gear
to yieldingly transmit movement through said , lng including a sun gear and a shiftable element
rod to said element so as to move the latter in operable to hold or release said sun gear, said
one direction when the solenoid is energized, and solenoid comprising aligned tubular core and ar
a coil spring encircling the armature for moving mature members, said armature being located ad
said element in the opposite direction when the jacent the end of the core remote 'from said ele
solenoid is deenergized. , ment of the transmission and provided with a
37. A solenoid for use with a motor vehicle recess, an operating rod extending through the
transmission mechanism having planetary gear 10 core and into the recess of the armature and at
ing including a sun gear and a shiftable element tached at one end to said element and having an
operable to hold or release said sun gear, said ' abutment member located in the recess and en
solenoid comprising aligned tubular core and ar gaged on one side by the armature when the ar
mature members, said armature being located mature moves away from the core, a spring lo
adjacent the end of the core remote from said cated adjacent the armature for moving it and
element of the transmission and provided with a the rod and the element into sun gear releasing
recess, an operating rod extending through the position when the solenoid is deenergized, and a '
core and into the recess of the armature and spring in the armaturev recess operatively inter
attached at one end to said element, a spring posed between the armature and the other side
in the armature recess for yieldingly transmit 20 of the abutment member of said rod and adapted
ting motion from the armature to the rod to yieldingly to transmit movement through the rod
cause said element to move in one direction when to said element to move said element into sun
the solenoid is energized and the armature moves gear holding position when the solenoid is ener
toward the core, a spring located adjacent the. gized. '

armature for moving it away from the core when 25 EDWARD M. CLAYTOR.
the armature is deenergized, and means for trans
mitting motion from the armature to the rod to
move said element in the other direction.