AUTOMATIC GEAR SHIFTING DEVICE

Abstract: An automatic gear shifting device for operating a gearshift type transmission in conjunction with a disc type clutch (C) of an automobile, comprising: a control unit; a trigger switch (D11) operable by the accelerator pedal (90) of the automobile; detectors for detecting engine speed (D10), automobile road speed (D9), transmission position (gear position D3 to D8) and clutch position (D1, D2) and for delivering control signals to the control unit; actuators (A1 to A6) operable by vacuum produced in the intake manifold of the engine or by a pressurized air or fluid to operate the clutch and the transmission, the actuators each having a solenoid valve (V1 to V6) through which the vacuum or the pressurized air or fluid is applied to the actuator; the control unit (U), upon receiving and processing the control signals, being adapted to deliver operating signals to the solenoid valves (V1 to V6) to allow vacuum or pressurized air or fluid to be applied to the actuators (A1 to A6) in a pre-­ programmed sequential order to operate automatically the transmission and clutch (C) to adjust to the speed and load condition of the automobile, the device of this invention further comprises a mode selection switch (B, M/A) for selectively changing the function of the device from automa­ tic operation to manual operation, so that the transmission may be manually operated if so desired.

Description: Title of the Invention Automatic gear Shifting Device ackround of the Invention This invention relates to automobile transmissions, more partIcularly to an automatic gear shifting device for the automobile transmissions. There are generally two types of automobile transmissions for changing the ratio (hereafter called gear ratio) of power flow from the engine to the drive axle. One is the manually operated gear-shift type which is used with a disc type clutch, and the other is the automatic type provided with a hydraulic torque converter and a planetary gear system. Both types of transmission have been conventionally used but each has its distinct disadvantages. Conventional manual transmissions require a certain level of skill to be operated efficiently and conventional automatic transmissions are energy consuming, bulky and expensive to manufacture. In view of the aforesaid disadvantages of conventional automobile transmissions, the present invention offers a novel automatic gear shifting device for operating a gear-shift type transmission in conjunction with a disc type clutch for an automobile, in which the gear-shifting operation may be selectively operated automatically or manually and in which less energy is consumed and the cost of manufacture is less than conventional automatic transmissions. Su.-.a., c¯ the 1fl'.?#ntion This invention discloses an automatic gear shifting device for operating a gear-shift type transmission in conjunction with a disc type clutch of an automobile, comprising a control unit; a trigger switch operable by the accelerator pedal of the automobile; detectors for detecting engine speed, automobile road speed, transmission gear position and clutch position and for delivering control signals to the control unit; actuators operable by vacuum produced in the intake manifold of the engine or by a pressurized air or fluid to operate the clutch and the transmission, the actuators each having a solenoid valve through which the vacuum or the pressurized air or fluid is applied to the actuators; a control unit, upon receiving and processing the control signals, being adapted to deliver operation signals to the solenoid valves to allow vacuum or pressurized air or fluid to be applied to the actuators in a pre-programmed sequential order to operate automatically the transmission and clutch to adjust to the speed and load condition of the automobile. The device of this invention further comprises a mode selection switch for selectively changing the function of the device from automatic to manual operation so that the transmission may be manually operated if so desired. Brief Description of the Drawings Fig. 1 is a schematic diagram of an embodiment of the automatic gear shifting device of this invention, showing the general arrangement of its component members. Fig. 2 is a schematic, oblique perspective view of the embodiment shown in Fig. 1, showing the special arrangement of the actuators. Fig. 3 is a cross-sectional view of the first actuator for operating the clutch, according to the device of this invention. Fig. 4 is an oblique,perspective view of the second, third, fourth and fifth actuators for operating the gear-shift mechanism, showing their arrangement with respect to the gear-shift mechanism. Fig. 5 is a schematic end view of the shift rod and shift bars of the transmission employed in the device of this invention. Fig. 6 is a fragmentary, oblique, perspective drawing showing the connection of the shift lever, shift rod and shift arm for operating the transmission. Fig. 7 is a schematic, cross-sectional view of a two-way solenoid valve employed in the device of this invention. Fig. 8 is a schematic, cross-sectional view of a three-way solenoid valve employed in the device of this invention. Fig 9 is a cross-sectional view of a double-acting type actuator employed in the device of this invention. Fig. 10 is a cross-sectional view of a single-acting type actuator employed in the device of this invention. Fig. 11 is a diagram showing the transmission gear positions of the embodiment of Figs. 1 and 4. Fig. 12 is an oblique,perspective drawing showing the arrangement of the ninth detector for detecting the driving speed Fig. 13 is a block diagram showing the- principal arrangement of the control unit of the device of this -invention. Fig. 1A is a flow chart of a program adapted to be incorporated into the control unit of the device of this invention. Fig. 15 is a schematic diagram of a second embodiment of the automatic gear shifting device of this invention Fig. 16 is a schematic, oblique perspective view of the gear shifting mechanism according to the second embodiment of this invention, showing the arrangement of the shift bars and the shift lever. Fig. 17 is a cross sectional view of an auxiliary actllator employed in the second embodiment of this invention Fig. 18 is cross sectional view of the shift lever according to the second embodiment of this invention. Fig. 19 is a fragmentary, oblique, perspective view of the lower end of the shift lever and the latch plate as shown in Fig. 18. Detailed Description of the Invention As shown in Fig. 1 the automatic gear shifting device of this invention comprises a disc clutch generally designated by C; a first actuator Al; a gear-shift type transmission generally designated by T having a shift lever 64;shift rod 61 operable by shift lever 64 and also by second actuator A2 having push od 41; a shift arm 63 operable by shift lever 64 and also by çhird actuator A3 having push rod 51; fourth actuator A4 adapted to hold push rod 41 and shift rod 61 in a neutral position; fifth actuator AS adapted to hold push rod 51 and shift arm 63 in a neutral position; sixth actuator A6 adapted to operate throttle valve 92A of carburator 92; first and second detectors D1 and D2 for detecting the position of clutch C; third, fourth and fifth detectors D3, D4 and D5 for detecting the positions of shift rod 61; sixth, seventh and eighth detectors D6, D7 and D8 for detecting the positions of shift arm 63; ninth detector D9 for detecting the road speed of the automobile; tenth detector D10 for detecting engine speed; and trigger switch Dil operable by accelerator pedal 90. First actuator Al is of a single-acting type shown in Fig. 3 to be described later. Fourth, fifth and sixth actuators At, AS and A6 are of another single-acting type, whose typical construction is illustrated in Fig. 10 taking fourth actuator A4 as an example, each having a diaphragm therein to form an acting chamber at one side of the diaphragm to be commun5:cated with a vacuum reservoir 10 with appropriate conduits provided with solenoid-operated valves namely, first, fourth, fifth and sixth solenoid valves V1, Vd, VS and V6, respectively. Vacuum reservoir 10 communicates with intake manifold M of the engine with appropriate conduit lOC, so as to maintain a vacuum in vacuum reservoir 10 when the engine is running. Second and third actuators A2 and A3 are of the double-acting type, whose typIcal construction is Illustrated in Fig. 9 taking second actuator A2 as an example, each having a diaphragm therein to form two acting chambers, one at each side of the diaphragm, to communicate with vacuum reservoir 10 with appropriate conduits having second A, second B, third A and third B solenoid valves V2A, V25, V3A and V3B, respectively. Solenoid valves V1, V1A and V1B are of the two-way type as shown in Fig. 7, each having a solenoid -S, plunger Q operable by solenoid S, first port P1 and second port P2, spring F to urge plunger Q in a position to close a passage communicating first and second ports P1 and P2. When solenoid S is energized, it pulls plunger Q to open the pass#age and when solenoid S is de-energized, plunger Q is pushed back by spring F to close the passage. Solenoid valves V2A, V2B, V3A, V3B, V4, V5 and V6 are-each of the three-way type as shown in the drawing; S is a solenoid, Q is a plunger, P1 is a port connected to the acting chamber of the actuator, P2 is a port connected to vacuum reservoir 10, P3 is a port communicating with atmosphere and F is spring. Ports P1 and P2 com.municate when solenoid S is energized to pull plunger Q upwards, thus allowing the acting chamber to be connected to vacuum through ports P1 and P2. Port P2 is closed and ports P1 and P3 communicate when solenoid S is de-energized to allow plunger Q to move downwards by the force of spring F, thus allowing atmosphere to be admitted into the acting chamber through ports P3 and P1 to break the vacuum. The device of this invention is further provided with control unit U to which first through tenth detectors and the trigger switch are electrically connected for delivering relevant control signals to the control unit when respective members move, while the solenoid valves are also electrically connected to the control unit so as to receive relevant operation signals from the control unit for operating respective solenoid valves to allow the vacuum to act on respective actuators to perform the designated operations. The operational principle and the general arrangement of the device of this invention has been outlined above. The details of each component will now be described as follows. Fig. 3 shows the general arrangement and construction of the first actuator Al in connection with disc clutch assembly C. In the drawing,W is a flywheel transmitting the output of the engine; C1 is a clutch housing mounted on flywheel W; 20 is a drive shaft having one end rotatably supported by flywheel W, and the other end operatively connected to an input shaft, not shown, of transmission T, not shown is a clutch plate or driven plate splined onto drive shaft 20; 20C is a pressure plate; 20a is a release bearing rotatably and slidably mounted on drive shaft 20; 20b are release levers pivotally supported by clutch housing Cl each having one end pivotally connected to pressure plate 20C and the other end disposed in abutment with an inner surface of release bearing 20a 20f are clutch springs for urging pressure plate 20C and clutch plate 20e against flywheel W. Release bearing 20a is provided with a release collar 20g operatively connected to first actuator Al, 20d is a lining. First actuator Al comprises first half casing 21 joined with second half casing 22, diaphragm 23 fixedly disposed between first and second half casings 21 and 22 to form acting chamber 25 and free chamber 24, acting chamber 25 being sealed airtight and communicating with vacuum reservoir 10, not shown, with vacuum tube 38 provided with first solenoid valve V1; and free chamber 24 communicating with atmosphere through central opening 22A. Diaphragm 23 is provided with a push rod 27 having an inner end fixedly mounted on the free chamber side thereof and an outer end extending outwardly through central opening 22A, the outer end being operatively connected to release collar 20g with a clutch lever 28 which is pivotally supported by a frame structure 29. On the acting chamber side of diaphragm 23 there is provided a hollow rod 30 having an inner end fixedly connectet to diaphragm 23 and an outer end extending through first half casing 21 into a restricting device 34 having an inner end fixed to first half casing 21 and an outer end provided with a vent tube 35 having first auxiliary solenoid valve V1A, The outer end of hollow rod 30 is provided with an orifice 303 as shown in the inset of the drawing and extending into interior chamber 341 of restricting device 34. Hollow rod 30 is provided with a hollow interior 30a having first opening 301 at the inner end thereof, and second opening 302 at a suitable place. First half casing 21 is further provided with a vent tube 37 having second auxiliary solenoid valve V1B, First and second auxiliary solenoid valves VlA and V1B are respectively provided with air filters 36 and 39. When first solenoid valve V1 is energized, acting chamber 25 is open to vacuum and diaphragm 23 is pulled toward first half asing 21, thus causing push rod 27 to move in the same direction, and consequently clutch lever 28 is pivoted to push inwards release bearing 20a to disengage clutch plate 20e from the flywheel W. As soon as first solenoid valve V1 is de-energized, acting chamber 25 is isolated from the vacuum source as first solenoid valve V1 is of the two way type which only performs opening and closing of -the passage of vacuum tube 38 and no atmosphere will be introduced into acting chamber 25 when the passage is closed. At this moment, first auxiliary valve V1A is energized to admit air into its interior 341, thus allowing air to be drawn into acting chamber 25 through orifice 303, second opening 302, hollow interior 30a-and first opening 301 and allowing clutch plate 20e to be engaged with flywheel W by the force of clutch spring 20f. Second opening 302 is so disposed to be closed by the inner end portion of throttle device 34 as soon as hollow rod 30 moves inwards, thus causing the admitted air to flow through orifice 303 only, which restricts the flow of air and slows down the engagement process of the clutch, so that an abrupt engagement of the clutch may be avoided. Second auxiliary solenoid valve V1B is adapted to admit air to acting chamber 25 whenever a quick engagement of the clutch is necessary. Push rod 27 is provided with dog 271, and first and second detectors D1 and D2. First detector D1 which may be a micro-switch is activated by dog 271 when push rod 27 is moved outwardly to engage the clutch. Second detector D2, which may also be a micro-switch, is activated bY dog 271 when push rod 27 is moved inwardly to disengage the clutch. In the preferred embodiment clutch C is provided with a conventional clutch pedal C2 adapted to operate a hydraulic system having hydraulic cylinders H1 and H2, and a tube communicating hydraulic cylinders H1 and H2, for pushing release collar 20g, so that the clutch may be disengaged by depressing clutch pedal C2 independent from first actuator Al, if one wishes to operate the device manually. Referring now to Fig. 4, in which is shown the-arrangement of the actuators and related defectors for operating the transmission which is generally designated by T, and is a gear-shift type transmission, having four forward speeds and one reverse position as shown in Fig. 11, by way of example. Transmission T is provided with first shift bar B31, second shift bar B32 and third shift bar B33 each capable of moving longitudinally to perform the gear shifting to change the gear ratio, or speed, each shift bar having front, neutral, and rear positions with respective gear ratio, or speed, designated as follows: Shift bar front position neutral position rear position B31 2nd speed neutral 1st speed B32 4th speed - neutral 3rd speed B33 reverse neutral not used It is to be understood that the above designation of speeds with respect to shift bar positions is for illustration purposes only and is not to limit the scope of this invention as the designation can be changed without affecting the principle and the construction of the device of this invention. Each shift bar is provided with a fork-like portion to be selectively engaged with a shift finger 610 provided on shift rod 61, which is operable by shift lever 64 and also by second actuator A2 having a push rod 41 connected to shift rod 61 with connecting plate 42, shift rod 61 being capable of rotating with respect to connecting plate 42. Shift lever 64 is also connected to shift arm 63 operable by third actuator A3 having a push rod 51 connected thereto with connecting link 52. Fig. 6 shows the detail of the connection of shift lever 64 with shift rod 61 and with shift arm 63. As shown in the drawing shift lever 64 is pivotally supported by one end of shift arm 63 which is rotatably supported by a pair of brackets 62A integrally formed with sleeve 62 in which shift rod 61 is slidably inserted. Sleeve 62 having opening 61A into which a lower extension of shift lever 64 extends, so that shift rod 61 is moved longitudinally when shift lever 64 is moved to pivot with respect to the end of shift arm 63 on which shift lever 61 is pivotally supported, or when second actuator A2 is actuated and push rod A is moved longitudinally. Sleeve 62 is rotatably supported by a frame structure, not shown, so that shift rod 61 and sleeve 62 can be rotated with respect to their own center axis X-X by moving shift lever 64 laterally to pivot with respect to center axis X-X. In other words, shift rod 61 is rotated when third actuator A3 is actuated and push rod 51 is moved vertically. The construction of second actuator A2 is shown in Fig. 9 to be described below. Third actuator A3 is identical with second actuator A2. As shown in Fig. 9, second actuator A2 comprises first half casing 45 joined with second half casing 46; a diaphragm 44 disposed therebetween to form first acting harier 48 and second acting chamber 49; push rod 41 extending through both half casings 45, 46 and diaphragm 44; push rod 41 being fixed onto diaphragm 44 with washers 47 and nut 47A, and also slidably supported by first and second half casings 45 and 46 having seals 452 and 462 provided to ensure the airtightness of first and second acting chambers 48 and 49. First and second acting chambers 48 and 49 respectively communicate with cacuum reservoir 10, not shown, with vacuum tubes 65, 66 respectively provided with second A and second B solenoid valves V2A, V2B, which are also shown in Fig. 4. Similarly, third actuator A3 (Fig. 4) is provided with first and second acting chamber respectively communicating with vacuum reservoir 10, (shown in Fig. 1) with vacuum tubes 55, 56 respectively provided with third A and third B solenoid valves V3A, V3B as shown in Fig. 4. As shown in Fig. 4 shift rod 61 is provided with shift finger 610 capable of selectively engaging with the fork-like portions of first, second and third shift bars B31, B32, B33. he selection of engagement of shift finger 610 with the -ork-like portions of the shift bars is performed by rotating -hift rod 61, as shown in Fig. 5. The selection is possible nlv when the shift bars are all at the netural position and - the fork-like portions are aligned. The shift bar having its fork-like portion engaged with shift finger 610 is shifted longitudinally when shift rod 61 is moved longitudinally to perform a change of gear ratio or speed. The selection of engagement of shift finger 610 with the fork-like portions of the shift bars is performed by either .moving shift lever 64 laterally by hand or operating third actuator A3 to move push rod 51, wherein third actuator A3 is operated by energizing either solenoid valves V3A or V3B to allow either the first or the second acting chamber to be connected to vacuum. Similarly, longitudinal movement of shift rod 61 is performed by either moving shift lever 64 forwards or backwards by hand or by operating second actuator A2, wherein second actuator A2 is operated by energizing either solenoid valves V2A or V2B, to allow either the first or the second acting chambers to be connected to vacuum. Furthermore, second actuator A2 is provided with third, fourth and fifth detectors D3, D4 and DS and each may be a micro-switch, to be activated by a recess 410 formed on push rod 41. Third, fourth and fifth detectors D3, D4 and D5 are each adapted to deliver an electrical, control signal to the control unit when shift rod 61 is at the front,neutral and rear positions, respectively. Similarly, third actuator A3 is provided with sixth, seventh ane eighth detectors D6, D7, D8 and each may be a micro-switch to b activated by a recess 510 formed on push rod 51, to deliver an electrical, control signal to the control unit when shift arm 6 is at its upper, neutral or lower positions or shift finger o10 is engaged with third shift bar B33, second shift bar B32 and first shift bar B31, respectively. Second and third actuators A2, A3 are respectively provided with fourth and fifth actuators AA, AS as shown in Fig. 4, fourth and fifth actuators respectively having push rods 71 and Push rod 51 is further provided with another recess 511 as shown in Fig. 4 to be engaged with push rod 68 of fifth actuatc AS when push rod 51 is at its neutral position or shift finger is engaged with second shift bar 332. Fifth actuator AS is of t single-acting type as shown in Fig. 7, having one acting chamber communicating with vacuum reservoir 10 by vacuum tube 69 provo¯ with fifth solenoid valve VS. Similarly, push rod 41 is further provided with another recess 411 to be engaged with push rod 7: of fourth actuator A4 when push rod 41 is at its neutral posit: fourth actuator A4 being of the single-acting type having one acting chamber communicating with the vacuum reservoir 10 by vacuum tube 78 provided with fourth solenoid valve V4 In Fig. 10 there is shown the construction of a single-act actuator, taking fourth actuator A4 as an example. The constru of fifth actuator AS is identical with fourth actuator A4. Sn the drawing, 72 and 73 are half casings; 74 is a diaphragm aving push rod 71 fixedly connected thereto; 75 is the acting amber cormunicating with vacuum reservoir 10, not shown, by * .m tube 78 having fourth solenoid valve V4; 77 is a ompression spring adapted to urge diaphragm 74 to restore it to its poistion when the vacuum in acting chamber 75 is released =nd 76 is 2 free chamber communicating with the atmosphere. Referring back to Fig. 4, push rod 68 of fifth actuator AS engages with recess 511 so as to prevent push rod 68 from moving en fifth solenoid valve VS is not energized. Push rod 68 is pushed to disengage from recess 511 when fifth solenoid valve V5 is energized to operate fifth actuator AS, thus enabling third actuator A3 to operate. Similarly, fourth actuator A4 is adapted to prevent push rod 41 or second actuator A2 from moving when ourth solenoid valve V4 is not energized, and second actuator A2 Is free to operate when fourth solenoid valve V is energized to operate fourth actuator A4. Referring back to Fig. 1, trigger switch D11, which may be a micro switch, is disposed in abutment with accelerator pedal 90 so that trigger switch D11 is activated as soon as accelerator pedal 90 is depressed by the foot, even with a slight touch. Also as shown in Fig. 1, accelerator pedal 90 is operatively connected to first bell crank 93 with spring 91, first bell crank 93 being operativelv connected to throttle valve 92A of carburator 92 with first link 95, second bell crank 94 and second link 96. First bell crank 93 is provided with sixth actuator A6 having push rod 97 operatively connected therewith. Sixth actuator Ab is of single-acting. type and is identical with fourth actuator A4 as shown in Fig. 10, having an acting chamber communicated with the vacuum reservoir by vacuum tube 98 provided with sixth solenoid valve YS In this arrangement, sixth actuator A6 allow first bell crank 93 to be moved to open throttle valve .92A Lw pressing down accelerator pedal 90 when sixth solenoid valve Z6 is not energized1 but sixth actuator 5 pulls first bell crank in the opposite direction to close throttle valve 92A as soon a sixth solenoid valve V6 is energized to operate sixth actuator Fig. 12 shows the arrangement of ninth detector D9 for detecting the automobile road speed. Ninth detector D9 may be-a conventional tachometer-generator or a pulse generator driven b propeller shaft 101 of the automobile with belt 102 so as to deliver a control signal to the control unit in response to tne road speed of the automobile. Ninth detector D9 may also be operatively coupled to a speedometer drive shaft of the automob Tenth detector D10 (Fig. 1) may be a pulse transmitter, electrically connected to the ignition circuit, not shown, of t automobile so as to deliver a control signal to the control uni in response to engine speed. Control unit U as shown in Fig 1 is adapted to process the control signals delivered from first through tenth detectors D1 and trigger switch D11 to deliver relevant operation signals tc through sit actuator 1-6 according to a pre-determined sesx program. Control unit U is also provided with a control panel B ving push-buttOn switches tespectively designated by R, N, H, L2, M/A to deliver relevant control signals to control unit U n they are respectively pushed, in which the meaning for each #s1gnation is as follows: : for reverse, N for neutral, H for high gear, forward, L1 for first low gear forward, L2 for second low gear forward, and M,/A for selection of mode, automatic or manual, n which R, N, tH, L1 and L2 are each of single contact type, and :/A is a two-contact selection switch. In Fig. 1, the signals delivered to and from the control unit are each designated by the same designation of the respective detector or solenoid valve, e. g., D1 for the control signal delivered from first detector D1, and V1 for the operation signal delivered to first solenoid valve V1, etc. The program employed in the embodiment of the device of this nvention is outlined in a flow chart shown in Fig. 14. As shown in the drawing, the program comprises the following steps: 1. Receiving input information. The input information includes: road speed, engine speed, accelerator position, automatic or manual selection, forward or reverse, speed range selection (on forward), and clutch and transmission gear position. 2. Exchange and processing of input information. 3. Choice of automatic or manual. 4. Automatic shifting of the transmission, to be based upon the road speed, if the mode selection switch is selected at automatic" and the trigger switch is on 5. Manual shifting, if the mode selection switch is selected at "Manual" 6. Decision and selection of transmission gear. 7. Execution of shifting of the transmission. 8. Clutch operation only. 9. Output signal. Fig. 13 shows a block diagram of the control unit of the device of this invention. In the drawing, the control unit is generally designated by U, which may be a Z-80 micro processor unit of Zilog Company, comprising: a Z-80 CPU (control processing unit) generally designated by Ul, three Z-80 P10 (periphery input output) U2, U3, U4; a 2K byte EPROM No. -2716 (erasable programmable read only memory, or simply ROM) U6; two 256 byte R#M No. 2114 (random access memory or simply RA# < .) U7, U8; and a power supply U9. Ninth and tenth detectors D9, D10 are electrically connected to nter timer controller US so that the control signals presenting engine speed and the automobile road speed are 'creed to counter timer controller US. First through eighth ectors D1-D8, trigger switch D11 and control switches R, N, L1, A/M are electrcially connected to periphery input output U2 that the control signal representing clutch position, ansmission gear position and accelerator position are delivered periphery input output U2. Solenoid valves V1, V2A, V2B, V1A, B, V4 and V5 are electrically connected to periphery input input U3 so that relevant operation signals to these solenoid elves are delivered from periphery input output. Periphery input Itput U4 is electrically connected to a digital display Y so as to ldicate numerically the automobile road speed. Control processing nit U1 is adapted to deliver execution orders according to the nstructions delivered by ROM U6 or RAINS U7 and U8. ROM is provided ith a program as outlined above, which will be described later. ower supply U9 is adapted to supply power to each component member f control-unit U, the power being supplied by battery E on the automobile with power lines B1, B2, wherein power line B1 is provided with a relay switch SW electrically connected to the gnition switch, not shown, of the automobile so that control init U is energized when the ignition switch is turned on, and ze-energized when the ignition switch is turned off. The program as outlined above is stored in ROM U6 to operat the device of this invention to perform#the following functions when the ignition switch of the automobile is turned on and the control unit energized accordingly. It is to be understood that during the operation process the engine is running and the ccct is maintained in vacuum reservoir 10 (Fig. 1), and mode selects switch M/A is in the "automatic" position. 1. while the engine is running (at idling speed), and when accelerator pedal 90 is released and thus trigger switch D is not activated (i.e., the trigger is open), control unit delivers operation signals to disengage clutch C and to maintin clutch C disengaged. 2. As soon as accelerator pedal 90 is depressed ( or touched) by the foot, trigger switch Dll is activated (closed) and control signal is delivered to control unit U, which then: (1) delivers an operation signal to and activates the sixth solenoid valve V6, so as to allow vacuum to be applied sixth actuator A6 to pull bell crank 93 and prevent bt crank 93 from being moved by accelerator pedal 90. In process, spring 91 stretches to offset the movement of accelerator pedal 90 so that throttle valve 92A will nz move even though accelerator pedal 90 is depressed; (2) checks transmission gear position, automobile road spe selector switch position (H, L1, or L2), and delivers relevant operation signals to solenoid valves V2A, V2B V3A, V3B, V5 respectively to perform "shifting" of the transmission into an appropriate transmission gear pos within the following prescribed speed range: (A) if selector switch position H is selected: transmission sear position driving speed range Km/hr 1st gear 0-10 2nd gear 10-20 3rd gear 20-40 4th gear over 40 (B) if selector switch position L1 is selected: : transmission aear position driving speed range 1st gear 0-15 2nd gear 15-30 3rd gear 30-45 4th gear over 45 (C) if selector switch position L2 is selected: transmission aear position driving speed range 1st gear 0-20 2nd gear 20-35 3rd gear 35-50 4th gear over 50 (D) if selector switch R is selected: transmission is "shifted" to "R". (E) - if selector switch N is selected: transmission is shifted to neutral position. (3) if the transmission gear position is not in the appropria position with respect to the prescribed road speed range, or direction, control unit U acts to deliver a series of operation signals to shift the transmission accordingly, the shifting operation being preceded by-disengaging clutch C and followed by the engaging clutch C both by first actuator Al. (4) As soon as the transmission is "shifted" to an appropriate gear position with respect to the automobile road speed, control unit U acts to de-energize solenoid valve V1 and in the meantime an operation signal is delivered to solenoid valve V1A so as slowly to break the vacuum in the first actuator Al to allow clutch C to be engaged gently. In this process the automobile driving speed is checked; and if the driving speed is above a certain level,-say over SO Km/hr, another operation signal is delivered to solenoid valve V1B so as to break quickly the vacuum and quickly engage the clutch. (5) As soon as the shifting of the transmission is completed-and first solenoid valve V1 is de-energized to allow clutch C to be engaged, sixth solenoid valve V6 is de-energized to release sixth actuator A6 so that bell crank 93 may be operated by the accelerator pedal and thus the throttle valve of the carburator may be opened to accelerate the engine. The driving speed ranges prescribed in the above operation (A), (B) and (C) can be conveniently changed dependingon the horsepower capacity of the engine with respect to the pay load capacity of the automobile, as well as at the preference of the driver. The change of the aforesaid driving speed ranges can be done by replacing the program stored in ROM U6, which is an erasable programmable read only memory and is of great advantage for this purpose. 3. The above operation (A), (B) and (C) are performed while the automobile is moving forwards or at a stop and operation (D) is performed only while the automobile is at a stop or moving backwards. 4. The clutch is disengaged when accelerator pedal 90 is released (trigger switch D11 is opened) and the automobile road speed falls down to the lower limit of the speed range of the transmission gear position at which the automobile is being driven. The actual use and operation of the device of this invention will be described as follows, with reference to Fig. 1. Firstly, the engine is started and the "automatic" position of mode selection switch M/A is selected and selector switch H is pushed. Secondly, the accelerator pedal 90 is depressed by the foot, thus causing trigger switch D11 to close; control unit U then acts to activate sixth actuator A6 so that throttle valve 92A of carburator 92 will not move until the gear shifting is completed and the engine will not accelerate immediately; in the meantime clutch C is disengaged, transmission T is "shifted" to first gear and then the clutch is gently engaged. In this process the second, third, fourth and fifth solenoid valves and the second, third, fourth and fifth actuators operate in the following order: Assuming the transmission is initially in the neutral position: 1. fifth solenoid valve V5 is energized to actuate fifth actuator AS, allowing push rod 51 to move; 2. third A solenoid valve V3A is energized to actuate third actuator A3, causing shift arm 63 to move upwards thus causing shift rod 61 to rotate and shift finger to engage with first shaft bar B31; 3. fourth solenoid valve V4 is energized to actuate fourth actuator, allowing push rod 41 to move; ; 4. second B solenoid valve V2B is energized to actuate second actuator A2, causing shift rod 61 to move toward the from end to shift the transmission into the first gear; 5. fourth and fifth solenoid valves V4, V5 are de-energized so as to cause push rods 71 and 68 to resiliently abut on push rods al and 51 respectively. During the process of engaging clutch C, actuator A6 is released and throttle valve 92A of carburator 92 is allowed move and thus the engine is accelerated. As soon as the automobile road speed increases to over 10 Km/hr, control unit U acts to cause transmission T to shift from the first gear to the second gear. In this process: 1. fourth solenoid valve V4 is energized; 2. second B solenoid valve V2B is de-energized and second A solenoid valve V2A is energized simulteneously, so that shift rod 61, and first shift bar B31, are moved from the first gaer to the second gear position without stopping at the neutral position; and then 3. fourth solenoid valve V4 is de-energized. The shifting operation is preceded by a disengagement operation of clutch C and followed by an engagement operation of clutch C. As soon as clutch C is disengaged, sixth actuator A6 is activated to close the throttle valve so as to slow down the engine speed until clutch C is re-engaged. Sixth actuator A6 is then released to allow the throttle valve to be opened by depressed accelerator pedal 90. As soon as the driving speed increase to over 20 Km/hr, transmission is shifted to the third gear in the similar manner as described above. In this process: 1. second A solenoid valve V2A is de-energized and second B solenoid valve V2B is energized simultaneously so that shift rod 61 and first shift bar L1 are moved back from the second gear but are stopped at the neutral position as push rod 71, being urged by the spring in fourth actuator A4, engages with slot all to stop the movement of push rod 41; ; 2. third B solenoid valve V3B is energized and third A solenoid is de-energized simultaneously, so as to move shift arm 63 downwards, and shift finger 610 from shift barB31 but to be stopped at second shift barB32 as push rod 68, being urged by the spring in fifth actuator AS, engages with slot 511 to stop further movement of push rod 51; then 3. fourth solenoid valve V4 is energized to allow push rod 41 to move further, thus allowing shift rod 61, and second shift bar B32, to move to the third gear position. The similar process is repeated as the automobile road spe#ed continues to increase, until it reaches over 40 Km/hr, and transmission T is shifted to the fourth gear, accordingly. When accelerator pedal 90 is released from being depressed, while at the fourth gear, for example, when one wants to slow the road speed, trigger switch Dii is caused to open, thus causing transmission T to remain at the fourth gear. When the driving speed slows to 40 Km/hr, which is the lower speed limit of the fourth speed, control unit U acts to cause clutch C to disengage and remain disengaged. This enables the automobile to further slow down as one applys the brake to the moving automobile. When the driver wants to speed up the automobile after the automobile has slowed down to a certain speed, say 15 Km/hr, he can simple depress or touch accelerator pedal 90. Then trigger switch Dll is closed and control unit U acts to check the transmission gear position which is to fourth gear, with respect to the road speed which is 15 Km/hr, and thereby t shifting of transmIssion T acccr. d with the acceleration of engine speed takes place, until transmission T is shifted to the second gear to which the road speed of 15 Km/hr belongs, and then clutch C is engaged and the throttle valve is moved to speed up the engine. A similar process is performed when the automobile is brought to a stop and is then moved again When the driver wants to back up the automobile from moving forwards, firstly, accelerator pedal 90 is released (and the brake is applied) Second, selector switch R is pushed by hand and accelerator pedal 90 is depressed. In the first step the automobile will be slowed down and clutch C will be disengaged automatically, and in the second step transmission T will be shifted to "reverse" as soon as the automobile comes to a complete stop, and then the automobile will be accelerated to move backwards. When the driver wants to move the automobile forwards after backing it up, he can first release accelerator pedal 90 and apply the brake, and second push down selector switch H and depress accelerator pedal 90. The transmission will be automatically shifted from "reverse" to the first gear. When the automobile comes to an u#-slope at a certain sped, say in fourth gear, the transmission will be automatically shifted down to the thrid gear as soon as the road speed falls below 40 Km/he and the accelerator pedal is kept depressed to keep the trigger switch D11 closed However, if the driver wants to maintain a driving speed of over 40 Xm/hr while m##f(##1 41e slope, he may push down selector switch n1 which enables the automobile to drive over 40 up to 45 Km/hr in third gear, provided that the horsepower capacity of the engine is sufficient for maintaining that driving speed on that slope For steeper slopes selector switch L2 may be used. Fig 15 shows a second embodiment of the automatic gear shifting device of this invention, which comprises a disc clutch C; a first actuator Al for operating disc clutch C, a gear-shift type transmission T having a shift--lever 64, shift-bars B31, B32 and B33 selectively operable by shift- -lever 64 for changing the transmission gear positions, slide-block B4 slidably mounted over shift-bars B31, B32 and B33; a second actuator A2 having push rod al operatively connected with slide-block B4 by link BS;- a first auxiliary actuator A31 for selectively locking shift bar B31 onto slide-block B4; a second auxiliary actuator A32 for selectively locking shift bar B32 onto slide-block B4; a third auxiliary actuator A33 for selectively locking shift-bar B33 onto slide-block B4;; a third actuator A4 adapted to selectively hold rod 41 in a neutral position; a fourth actuator A6 adapted to operate throttle valve 92A of carburator 92; first and second detectors D1 and D2 for detecting the position of clutch C; third, fourth and fifth detectors D31, D32 and D33 for detecting the positions of shift bars B31, B32 and B33; a sixth detector D9 for detecting the road speed of the automobile; a seventh detector D10 for detecting engine speed ; and a trigger switch Dii operable by accelerator pedal 90; and a control unit U. In the second embodiment the construction and arrangement of first actuator Al, second actuator A2, third actuator A4, and fourth actuator A6 are identical respectively to first actuator Al, second actuator A2, fourth actuator A4 and sixth actuator A6 of the first embodiment; and the construction and arrangement of first, second, sixth and seventh detectors D1, D2, D9 and D10 and trigger switch Dll are identical respectively to first, second, ninth and tenth detedtors D1, D2, D9 and D10 and trigger switch Dli of the first embodiment. Referring to Fig. 16, shift- -bars B31, B32 and B33 of the second embodiment of this invention are slidably supported by structural parts T2 of transmission T, each of said shift--bars B31, B32 and B33 having one end respectively connected to shift forks T31, T32 and T33 for shifting the corresponding gear members, not shown, and the other end slidably inserted through slide-block B4 which is pivotally connected to one end of link BS. Link B5 is pivotally supported at hinge 36 by a.structural part of transmission T, with the other end pivotally connected to push rod 41 of second actuator A2. Each shift- -bar B31, B32 and B33 is further provided with an actuator first, second and third auxiliary actuators A31, A32 and A33 respectively which is fixedly mounted onto slide-block B4 and adapted to selectively lock its respective shift. bar into slide-block BA or to allow its respective shift bar to slide freely therethrough. Shift bars B31, B32 and B33 are further provided a frame T4 through which said shift-bars B31, B32 and B33 are slidably insert & .. and in which fork-like portions K1, K2 and K3 are respectively placed as shown in the drawing. As shown in Fig. 18, transmission is provided with a shift lever 64 having a ball joint 64A rotatably supported by swivel seat T5 formed on transmission T, said shift lever 64 also having a lower end 64B capable of selectively engaging with said fork-like portions K1, K2 and K3 when the three fork-like portions are aligned laterally in a neutral position N so as to move the corresponding shift-bars longitudinally. Gear positions can be changed manually by operating shift lever 64 as in conventional gear-shift type transmission. Each of first, second and third auxiliary actuators A31, A32. and A33 comprises a diaphragm chamber 80 as shown in Fig. 17. Diaphragm chamber 80 is provided with first half casing 81 joined with second half casing 82, a diaphragm 83 fixedly disposed between first and second half casing 81 and 82 to form acting chamber 85 and free chamber 84, acting chamber 85 being sealed airtight and communicating with vacuum reservoir 10, not shown, with each vacuum tube 88 being provided with a solenoid valve (valves V311 V32 or V33 respectively) of three-way#type as shown in Fig. 8, and free chamber 8 communicating with the atmosphere through central opening 81A. Diaphragm 83 is provided with a push rod 87 having one end fixed thereon and the other end extending outwardly through second half casing 82, said other end of push rod 87 being so arranged as to extend through an opening 341 provided in slide-block B4 so as to engage with a slot B42 provided on respective shift--bars B31, B32 and B33 when its respective solenoid valve V31, V32 or V33 is energized to allow the vacuum in vacuum reservoir 10 to act on its acting chamber 85. A spring 86 is provided to urge diaphragm 83 towards free chamber 84 so that when solenoid valve V31, V32 and V33 is de-energized to admit air into acting chamber. 85, push rod 87 is retracted and disengagedfromslot 342. This arrangement enables shift-bars 331, 232 and B33 to be selectively locked onto slide block B4 when their respective solenoid valves V31, V32 and V33 are energized to actuate respective first, second or third auxiliary actuators A31, A32 and A33, so that the respective shift-bars may be operated with slide-block B4 and link B5 by second actuator AR.Knen solenoid valves V31, V32 and V33 are de-energized, their respective shift-bars B31, 1332 and B33 are freed to slide through slide-block 34. Furthermore, shift-bars B31, B32 and B33 are respectiv#ely provided with third, fourth and fifth detectors D31, D32 and D33 which are adapted to deliver an electric signal to control unit U when slot B42 of each respective shift bar is in the neutral position. With this arrangement, the control unit U, upon receipt of the electric signals delivered by the third, fourth and fifth detectors D31, D32 and D33 are so designed that only one of the three solenoid valves V31, V32 and V33 will be energized when all.of.the three shift bars B31, B32 and B33 are in the neutral position, and the solenoid valves V31, V32 and V33 will not be de-energized unless their respective shift-bars are in the neutral Position. Referring again to Fig. 16, frame T is provided with a projection T71 and a recess T72, said projection T71 being provided with a retaining rod T92 which is slidably inserted therethrough and fixedly supported by bracket T8 provided on the structural part of transmission T. Said retaining rod T92 is further provided with a pair of springs T91, one on each opposite side of projection T71, so as to resiliently retain said fram T4 in the neutral position N where recess T72 is aligned with the three fork-like portions K1, K2 and K3 when the transmission is in the neutral position. As shown in Fig. 18, shift lever 64 is provided with an inner stick 64C slidably inserted therein, said inner stick 64C having a tapered lower end 64C1, and enlarged upper end 64C2, outer sleeve 64C4 fixed onto said enlarged upper end 64C2 and slidably passed over the upper end of shift lever 64, and a spring 64C3 adapted to urge said inner stick upwards. Outer sleeve 64C4 is provided with an elongated slot 64C5 through which a capscrew 64C6 is provided to slidably hold sleeve 6dC4 onto shift lever 64. Ball joint 64A is provided with a cavity 64E through which a latch plate 64D is slidably inserted. Latch 64D is provided with a slot 64D2 and a tongue 64D1 as shown in Fig. 19, and a spring 64D3 so disposed to urge said latch plate 64D outwards as shown in Fig. 18. Tapered end 64C1 of inner stick 64C is disposed in said slot 64D2 so as to normally allow tongue 64D1 of latch plate 64D to extend beyond the outer surface of ball joint 64A. ',wr,en inner stick 64C is pushed downwardly to cause tapered lower rod 6JC1 to further move into slot 64D2 of latch plate 64D, latch plate 54D is moved inwardly by the wedge action and tongue 64D1 is retracted into cavity 643. Swivel seat T5 is provided with a key T5A to be engaged with tongue 64D1 so as to retain shift lever 64 in a free position to be described below. SEnile the shift.-bars B31, B32, and B33 are in the neutral position N, fork-like portions K1, K2 and K3 are aligned with recess T72 of frame T4, thus enabling lower end 64B of shift-lever to be moved into recess Y72 by pushing shift lever 64 further laterally. Above said key T5A is so disposed that when lower end 64B of shift-lever 64 is engaged with fork-like portion K1, which is immediately adjacent to recess T72, tongue 64D1 engages key T5A whereby the further lateral movement of lower end 64B of shi-t-lever 64 towards recess T72 is prevented. In other words, one must push inner stick 64C down to retract tongue 64D1 of latch plate 64D in order to move lower end 64B of shift lever 64 into recess T72. As soon as inner stick 64C is pushed down to retact latch plate 64D and lowere end 64B is moved into recess T72 of frame T4, latch plate 64D has moved over key T5A and can then be allowed to extend by releasing inner stick 64C; then tongue 6/31 is again engaged with key T5A so as to prevent lower end 64B of shift lever 64 frorn moving apart from recess T72 without first pushing inner stick 64C downwards. The arrangement of latch plate 64D, recess T72 for keeping lower end 643 of shift lever 64 in a free position, or away from fork-like portions K1, K2 and K3 enables the movements of. shift bars B31, B32 and 333 by the automatic shifting device of this invention without causing the shift lever to move while in automatic operation. In the event one wishes to switch from automatic operation to manual operation while shift-lever 64 is in the above described -# free position, shift lever 64 may be moved in longitudinal@@@ direction first before pushing inner stick 64C downwards, so as to move frame Td longitudinally. The longitudinal movement-;of frame.Ta enables all fork-like portions K1, K2 and K3 to be movedrnto the neutral position N to align with recess T72, so as:to ensure that lower end 64 B of shift lever 64 engages with: one- - of---the fork-like portions K1, K2 and K3 when making such a switch. Needless to say, the automatic operation can be performed without the need of mvoing shift lever 64 into the aforesaid free position. In the automatic operation, the device according to the second embodiment operation in the same manner as that of the first embodiment, except that in the second embodiment the selection of gear position is executed by energizing solenoid valves V31, V32 or V33 to lock appropriate shift bars B31, B32 or B33 into slide-block 34 50 that the respective shift-bars might be moved by second actuator A2, while in the first embodiment one of the two auxiliary solenoid valves V3 and V33 is to be energized in order to select one of the three shift bars B31, B32 and B33 to be moved by second actuator A2. Although a preferred embodiment employing a vacuum produced in the intake manifold of the engine of an automobile has been described and illustrated, however, it is to be understood that compressed air is equally applicable to the device of this invention with a re-arrangement of actuators. The compressed an may be supplied from the compressed air system of the automobiles in which air brakes are employed. Furthermore, a pressurized fluid can be also be used in place of vacuum with a modification of actuators and with an addition of a return line from each actuator and each solenoid valve. The pressurized fluid may be supplied from the hydraulic system of the automobiles in which a hydraulic power steering or hydraulic power brakes are used. It is to be further understood that other modifications and re-arrangement are possible by those having ordinary skill in the art, without departing from the principles and scope of this invention as defined in the appended claims.

Claims: What is claimed is: 1. An automatic gear shifting device of use in an automobile havir a tramsmission having gears assembled to be s.electively shifted to transmit power from an engine to a drive axle of an automobile at a predetermined gear ratio and having a plurality of transmission gear positions each achieving a specific gear ratio; and a clutch device capable of enginging to transmit and disengaging to interrupt power from the enging to said transmission; said automatic gear shifting device comprising: detectors for detecting engine speed, automobile road speed, transmission gear position, clutch position, and for delivering electrical control-signals responsive to engine speed, road speed, transmission gear position and clutch position; a trigger switch operable by the accelerator pedal of the automobile; actuators provided with a flexible diaphragm operable by a vacuum produced in an intake passage of the engine of the automobile, for performing the gear shifting of said transmission, engaging and disengaging of said clutch device, and opening and closing of a throttle valve of the automobile; ; valve means operable by electrical operation signals for admitting and interrupting and said vacuum to said actuators; and a control unit adapted to receive said electrical control signals and produce said electrical operation signals in response to said electrical control signals in accordance with a program to cause said valve means to operate so that the actuators and consequently the throttle valve, clutch device and transmission operate in association with each other to change the gear ratio to meet the driving speed and load condition of the automobile. 2. An automatic gear shifting device as recited in claim 1, wherein said clutch device is provided with a release collar; said transmission is provided with a shift rod having a longitudinal axis, said shift rod being capable of moving longitudinally to perform the shifting of the gears and rotating with respect to the longitudinal axis to perform gear selection; and said actuator comprise: a first actuator operatively connected to said release collar, a second actuator operatively connected to said shift rod to cause said shift rod to move longitudinally; a third actuator operatively connected to said shift rod to cause said shift rod to rotate with respect to its longitudinal axis; a fourth actuator for selectively preventing said shift rod from moving longitudinally; a fifth actuator for selectively preventing said shift rod from rotating with respect to its longitudinal axis; and a sixth actuator operatively connected to the throttle valve. 3. An automatic gear shifting device as recited in claim 2, wherein said first, second, third, fourth, fifth and sixth actuators each comprises: two half casings joined together and having said flexible diaphragm disposed between said two half casings;and a push rod fixedly connected to said flexible diaphragm. 4. An automatic gear shift device as recited in claim 3, wherein said first actuator is provided with: a restricting device for selectively restricting the movement of said push rod, said restricting device being operable by an operation signal delivered by said control unit; and a quick relieving device selectively to enable said push rod to move freely, said quick relieving device being operable by an operation signal delivered by said control unit. 5. An automatic gear shifting device as recited in claim 1, wherein said program comprises: a) a predetermined speed range for each transmission gear position, having an upper limit and a lower limit; b) an operation sequence for operating the clutch device and transmission to be executed when said trigger switch is closed and when the automobile road speed is not within the predetermined speed range of the transmission gear position at which the automobile is being driven, including: 1) closing the throttle valve; 2) disengaging the clutch; 3) shifting the transmission gear to the position to which the actual road speed belongs; 4) engaging the clutch; 5) operating the restriction device, or quick relieving device, depening upon the engine speed and road speed at the moment of engaging the clutch; and C) an operation sequence for operating the clutch device when said trigger clutch is opened, including. 1) disengaging the clutch when the road speed decreases to the lower limit of the speed range of the transmission position at which the automobile is being driven; -2) engaging the clutch when the road speed increases from the lower limit of the speed range of the transmission position at which the automobile is being driven. 6. An automatic gear shifting device as recited in claim 5, wherein said control unit is provided with a speed range selector switch and said program further comprises a second predetermined speed range for each transmission position, said second predetermined speed range being applicable upon closing of said speed range selector switch. 7. An automatic gear shifting device as recited in claim 2, wherein said transmission is provided with a shift lever operatively connected to said shift rod, said clutch device is provided with a foot pedal capable of operating said release collar, and said control unit is provided with a mode selection switch for enabling said control unit to function when said switch is turned in one position and for enabling the transmission to be operated manually by said shift lever and the clutch device to be operated manually by said foot pedal when said switch is turned in another position. 8. An automatic gear shift device as recited in claim 1 or 5, wherein said control unit comprises an erasable programmable read only memory, in which said program is stored. 9. An automobile having an automatic gear shifting device as recited in claim 1. 10. An automatic gear shifting device as recited in claim 1, wherein said clutch device is provided with a release collar; said transmission is provided with a plurality of shift bars adapted to move longitudinally to perform shifting of gears in and from various positions and a slide block in which said plurality of shift bars is slidably inserted; and said actuators comprise: a first actuator operatively connected to said release collar a second actuator having a push rod operatively connected to said block to move longitudinally; a plurality of auxiliary actuators fixedly mounted on said slide block each adapted to selectively lock or unlock one of said plurality of shift bars; a third actuator for selectively preventing said push rod to move; and a fourth actuator operatively connected to the throttle valve 11. An automatic gear shifting device as recited in claim 10, whe said transmission is further provided with shift lever having ball joint rotatably supported by a swivel seat on the upper part of said transmission, said shift lever having a lower en and each of said plurality of shift bars being further provided with a fork-like portion adapted to be selectively engaged with said lower end of said shift lever; and a frame through which said plurality of shift bars are slidable inserted, said frame having a recess capable of receiving said lower end of said shift lever when said plurality of shift bars is aligned in the neutral position so as to keep said lower end of said shift lever away from said shift bars, said frame also being capable of moving along said shift bars and aliging said fork-like portions in the neutral position by moving said shift lever in the longitudinal direction while said lower end of said shift lever is received by said recess of said frame. 12. An automatic gear shifting device as recited in claim 11, wherein said shift lever is further provided with a locking device adapted to selectively allow or prevent the engagement and disengagement of said lower end of said shift lever with said recess of said frame; and an inner stick slidably inserted in said shift lever, for operating said locking device. 13. An automatic gear shifting device as recited in claim 12, wherein said locking device comprises: a latch plate slidably inserted in said ball joint of said shift lever, said latch plate having a tongue capable of extending out and retracting into said ball joint, a spring urging said latch plate to cause said tongue to extend; a key provided in the said swivel seat of said transmission, said key being adapted to engage with said tongue of said latch plate when said lower end of said shift lever is engaged with said recess of said frame; and wherein said inner stick is provided with: a tapered lower end adapted to be slidably inserted into a slot formed in said latch plate so as to cause said latch plate to retract when said inner stick is pushed downwards to cause said tapered lower end to slide with respect to said slot of said latch plate, and a spring to urge said inner stick upwards.

Inventors: LONG, SHIN JOW, LONG, TIAU JOW
Applicants: TRANSTECH INDUSTRIAL CORPORATION
Application year: 1982
Main classification: B60K41
IPC codes: F16H63, B60K20, B60W10, B60W30