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Патент USA US2128165

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Aug. 23, 1938.
R, s. SANFORD ET AL
‘ 2,128,165
VEHICLE CONTROL MECHANISM
Filed March 11, 1936
QQQ
my‘
Erwin/Was
Willianzl
Pay 15. Arab-es’
2,128,165
' Patented Aug. 23, 1938
PATENT orrlcs
UNITED STATES
2,128,165
vE‘nIoLE CONTROL MECHANISM ‘ .
Roy S. Sanford, New York, N. Y., and William J.
Andres,~Pittsburgh, Pa., assignors to Bendix
Westinghouse Automotive Air Brake Company,
Pittsburgh, Pa., a corporation of Delaware
Application March 11, 1936, Serial No. 68,324
13 Claims.
This invention relates to vehicle-controlling nism which shall be simple in construction, re
mechanism, and more particularly to a device for
effecting improved power operation of a motor ve
liable in operation and so constituted as to elimi-,
nate all unnecessary wear on the vehicle clutch
hicle clutch from'a. remotely-positioned control‘ notwithstanding that an operator might impose
5
'
station.
,
In the operation oi?v motor vehicles, it is not un
common for operators to rest the left foot upon
the clutch pedal while the vehicle is proceeding
in gear. This practice, commonly known as “rid
10 ing the clutch”, results in partially neutralizing
the force of the clutch-engaging spring and there
by causes slipping between the plates of the clutch
which are thus unable to, transmit the necessary
power by reason of the decreased pressure there15 between. This habit results in rapid clutch wear
and materially decreases the life of the clutch
plates or linings.
with the advent of power-operated remotely
controlled vehicle clutches, the same disadvantage
20 accrues from the practice heretofore mentioned.
In some installations of. remotely-controlled
clutches heretofore provided, a manually-oper
able power-controlling valve mechanism is em
ployed and such mechanism is so constituted as to
25 graduate the pressure applied to the clutch motor
in accordance with the extent of manual opera
tion of the valve mechanism. It therefore follows
that a slight pressure upon such manuall'yhoper
able member will admit power fluid to the clutch
30 motor to a proportionate extent and serve to par
tially disengage the clutch, the result being that
the plates are subjected to excessive wear asout-l
lined above.
» f
One of the objects of the present invention is to
35 provide a manually-controlled‘ power-operated
slight pressures upon the clutch-controlling valve 5
.‘during operation of the vehicle in gear.
Other object and'novel features of the inven
tion will appear more fully hereinafter from the
following detailed description when taken in con
nection with the accompanying drawing. It is to 10
be expressly understood, however, that the draw
ing is utilized for purposes of illustration only and
is not designed as a de?nition of the limits of the
invention, reference being had for that purpose
to the‘claims appended hereto.
'
15
Referring now to the drawing, the single ?g
ure of which diagrammatically represents a ve
hicle-controlling mechanism constructed in ac
cordance with the principles of the present in
vention, there is disclosed a vehicle clutch-con- 20
trolling member I, a .power actuator 2 and a
manually-operable valve mechanism 3 for con
trolling the ?ow of any suitable actuating ?uid,
such as compressed air for example, from a reservoir l to the actuator. _
25
As illustrated, the power actuator 2 is provided
witha pressure-responsive element 5 operatively
connected through rod 6 with the clutch-control
ling member ’i and the construction is such that
?uid pressure applied to the actuator 2 eifects 30
operation of the member 'I in order to disengage
the vehicle clutch, not shown, in opposition to the
usual return springs associated therewith.
The manually-operable valve mechanism 3 is
e?ective to graduate the pressure of the ?uid from 35
clutch mechanism which shall be so constituted as 1 the reservoir '4 and may be constructed in any
suitable manner. Preferably, however, the same
to avoid the disadvantages above referred to.
Another object is to provide, in a clutch-con
trolling mechanism of the above type, a con
40 struction whereby power ?uid for effecting clutch
disengagement is not transmitted to the clutch
motor until the manually-operable valve mecha
nism has been operated an appreciable amount.
Still another object is to provide, in a construc
45 tion of the character referred to above, a novel ar
rangement whereby partial disengagement of the
vehicle clutch is prevented notwithstanding
partial operation of the manually-operable con
trolling valve.
is constituted as disclosed in the application of
William J .~ Andres and Roy S.Sanford, Serial No.‘
57,411, ?led January 3, 1936.
As shown, such 40
valve mechanism comprises upper and lower cas
ing sections ‘I and ?-having a diaphragm 9 clamped
therebetween, the vsaid diaphragm dividing the
valve easing into a diaphragm chamber Ill and an
exhaust chamber H. The lower casing section 8 i5
is provided with an outlet chamber l2 having a
conduit connection It with the actuator 2. The
said lower casing section is also provided with an
intake chamber‘ l4 communicating with the reser
60
Still another object is to so arrange the clutch-Q voir 4 througha conduit connection 5a, a suitable 50
controlling mechanism as "to insure closing of the filter Ila being provided in a chamber ‘for ?ltering
engine throttle valve upon disengagement of the the ?uid from the reservoir.
In order to control the ?ow of ?uid pressure
vehicle clutch.
A still further object is to provide a novel and from the intake chamber M to the outlet chamber ZM- .
,5 simple power-operated clutch-controlling mecha
l2 and from the latter to the exhaust chamber ll , 5i; *
2
2,128,165
' a combined inlet and exhaust valve assembly I8
is provided which is normally urged to the posi
tion shown as by means of a spring I8.
In this
position, ?ow of ?uid pressure from the reservoir
4 to conduit I3 is prevented by the valve. The
latter is manually operated by any suitable pedal
arrangement H which is adapted to move a cup
shaped member l8 slidably received in the upper
casing member 1. A graduating spring I9 is in
'10 terposed between the diaphragm 9 and the mem
ber I8 and upon downward'movement of the lat
ter is adapted to be compressed in order to trans
mit the motion of the manually-operable pedal
H to the diaphragm 9. The latter carries a hol
15 low valve-actuating tubular member 28 which is
adapted to contact and move the valve assembly
II to open position whenever the pedal i1 is de
pressed. As shown, the member 20 is secured to
the diaphragm and to a hollow member 2|, the
latter being ?ared outwardly-at its upper end in
which is provided with ?ats 31 enabling commu
nication between the outlet'port 29 and the atmos
pheric port 39 when thevalve is in the position,
shown in the drawing. It will be readily under
stood from the above described construction that,
when the valve element 3| is moved downwardly
in response to ?uid pressure in the inlet'38, the
section 32 will move downwardly past the outlet
port 29, thus interrupting communication be
tween ports 29 and 30 and establishing communi 10
cation between the ports 29 and 28. In this man
ner, the valve element 3| readily controls the
?ow of ?uid pressure to and from the actuator 2,
thus controlling the operation of the vehicle
_ clutch.
15
In order to provide for the snap-acting iunc
tion above referred to, it will be noticed that
when the valve element 3| is in the normal in
operative position, the area 38 of the head of ele
order to impart a predetermined degree of pre- ' ment 3| de?ned by the skirt 33 and subject to the 20
compression to the graduating spring l9 during ?uid pressure in port 28 is of a materially lesser
cross-section than the entire cross-sectional area
initial assembly of these parts. Said member 2| of
the element 3| including portion 32. The ten
is provided with exhaust ports 22 which serve to sion of the spring 35 is initiallyso adjusted as to
maintain the hollow member 20 in constant com
maintain the valve element 3| in the position 25
munication with the atmosphere through exhaust shown
until the pressure built up in the inlet port
chamber II and atmospheric connection 23.
28 has reached a value almost su?‘lcient to e?'ect
.yWhen the valve mechanism is in its normal complete
movement of the ac
position, the diaphragm 9 maintains ‘the member tuator 2. clutch-disengaging
As
soon
as
the
pressure
in the inlet 23
28 slightly spaced from the exhaust valve portion
risen to this value, the valve element 3| moves 30
of valve l8, thus connecting conduit l3 with the has
atmospheric passage 23 through member. 28, ports downwardly against the tension of spring 38.
However, as the skirt 33 moves away from washer
22 and exhaust chamber ||. However, upon de
pression of pedal i1, the graduating spring i9 34, a materially greater cross-sectional area oi’
the valve element 3| is subjected to the ?uid
will impart movement to the diaphragm 9 in or
pressure in the inlet 28. In view of the greater
der to eiIect contact between the member 20 and cross-sectional area subjected to the pressure, it 35
the valve l8. Communication between conduit will be readily understood that the valve element
l3 and the atmosphere will thus be interrupted 3| moves rapidly downwardly in order to com
and continued movement 01' the pedal i1 will open pletely
close oil? communication between the out
the intake valve portion of valve l5, thus ad
let
port
29 and the‘ exhaust and to connect said
mitting ?uid pressure from the reservoir 4 to
port to the inlet port. Thus, when the ped
conduit l3. The outlet chamber i2 is separated outlet
al | 1. has been operated su?lciently to build up
from the diaphragm chamber III by a portion 24 such
a predetermined pressure in the inlet port
of the lower casing section and communication‘
28 of the valve mechanism 28, as above outlined
between these two chambers is only permitted by the
latter will operate to promptly connect the
means oi'a restricted choke 28. In this manner,
ai’ter'?uid pressure has been admitted past valve
"I8 to the conduit l3, pressure is slowly built up in
diaphragm chamber l9 through the choke 25.
50 As soon as this pressure plus the pressure of
spring i8 is equal to the applied pressure of the
pedal l1, the diaphragm 9and parts connected
therewith are moved upwardly in order to eifect
closure of the intake valve portion of valve ii.
56 In this manner, the valve I5 is automatically
moved to lapped position.
_
'
-
Oneof the features of the present invention re
’sides‘in the provision 01' means for delaying the
application of ?uid pressure from the conduit i3
to the actuator 2 until the pressure in such con
duit is almost su?icient to e?'ect complete clutch
disengaging movement of the said actuator. As
valve mechanism 3 with the actuator 2 and fur
45
ther movement of the pedal “will serve to in
crease the pressure on the ?uid to a value suf
?cient to e?Eect complete disengagement oi’ the
vehicle clutch. Thus, operation of the actuator 2
will be prevented until sui?cient pressure has been
admitted by the valve mechanism 3 to insure
complete operation of the actuator. Partial op
eration of the actuator 2 and consequent partial
disengagement of the vehicle clutch over the
range of pressures usually admitted by the valve,
3 due to riding the pedal | ‘I is thereby eliminated.
It will be understood that the tension of the
spring 3| may be adjusted in such a manner as
to obtain any desirable opening pressure for the
valve 28.
'
In order to prevent loss or ?uid pressure by
shown, such means comprises a snap-acting valve >
valve
portion 32, when valve 28 is opened, as
mechanism 28 interposed in the conduit connec
65 tion l3. Said valve ‘mechanism 28 in the form above described, element 3| is formed at its lower
end with a head 3|a which is adapted to engage
illustrated includes a hollow housing 21 provided and
seal against a seat member 3|b. The latter
with inlet, outlet and exhaust ports 28, 29 and 38 is preferably
resiliently supported by a rubber
respectively. Within the housing, a hollow pis
3|c which maintains the seat in engagement
ton valve element 3| is slidably mounted, the ring
70 same being provided with a centrally-positioned with a ?ange 3|d formed on a portion of the
housing 21. It will be readily understood from 70
valve section 32 and a. reduced skirt 33, the ele
construction that when the valve is moved
ment being maintained in the position shown, this
to open position, ?uid pressure passing by valve
that is with the skirt 33 in contact with awash
er ,3‘ as by means of a spring 35. vAlso formed portion 32 will act upon the head 3|a, which is
75 fon the valve element 3| is a’ guide portion 36 ‘of larger cross-sectional area than portion 32,
thus ?rmly maintaining said head in sealing en
3
3,123,105
pressure of the ?uidreaches a value almost suffi
cient to effect complete clutch-disengaging move
' gagement with seat member Nb and preventing
loss of ?uid pressure through port 30.
During operation of the above parts when valve
3 is permitted to return to normal position, it
ment of said motor.
I
'
2. In a clutch control mechanism for a vehicle
clutch-controlling member, a ?uid motor opera
will be appreciated that ?uid pressure will be
tively connected with said member, a reservoir
gradually exhausted from the actuator 2 through ‘of
?uid pressure, a manually-operable valve
ports 29, 28 and valve 3. Such gradual exhaust mechanism for graduating the ?ow of ?uid from
of ?uid pressure and consequent gradual engage
said reservoir, a conduit connecting said vmotor
ment of the vehicle clutch will continue up to the and valve mechanism, and valve means associ 10
10 point of complete clutch engagement before any ated with said conduit and being normally closed
movement of valve 28 occurs, this being due to for interrupting the communication between the
the fact that ?uid pressure acting upon surfaces
38, 38 and Ma maintains thevalve 28 open until
the ?uid pressure acting upon said surfaces is
reduced to a value substantially equal to the ini-,
motor and valve mechanism, said means being
movable to open position to abruptly establish
said communication only when a predetermined 15
pressure is admitted by the valve mechanism.
tial preloading of spring‘ 35. The valve 26 will
thereupon immediately close, the closing opera
3. In a clutch control mechanism for a vehicle
clutch-controlling member, a ?uid motor opera
tively connected with said member, a reservoir
, tion being snap-acting as in the case of the open
ing operation. The remainder of the ?uid pres
sure in the actuator exhausts through port 30,
of ?uid pressure, a manually-operable valve
mechanism for graduating the ?ow of ?uid from
after closure of the valve 26.
v
said reservoir, a conduit connecting said motor
It is highly desirable in installations of this and 'valve mechanism, and a snap-acting valve
'character to insure closing of the carburetor means normally obstructing the ?ow ‘of ?uid
throttle valve when the clutchv is disengaged in - through said conduit but movable from closed to
order to prevent racing of the vehicle motor. To full open position at a predetermined pressure
this end, a power actuator 40 is provided which to connect the valve mechanism and motor.
'
comprises a cylinder ll, having a piston 42 there
4. Ina clutch control mechanism for a vehicle
in, the latter being operatively connected to the clutch-controlling member, a ?uid motor opera
carburetor throttle valve 43 and to the acceler
tively connected with said member, a reservoir
ator pedal 44 asby means of link 45. The cyl
of ?uid pressure, a manually-operable valve
inder ll communicates with the actuator‘ 2 mechanism for graduating the ?ow of ?uid from
through conduit 46. A return spring l‘! is con
said reservoir, a conduit connecting said motor
nected to the throttle rod 48 and to a stationary and valve mechanism, and valve means asso
portion of the carburetor in order to return the ciated with said conduit and being normally in
throttle to normal position, as well understood closed position to interrupt communication be
by those skilled in the art.
.
tween the motor and valve mechanism, said valve
with the above mentioned arrangement, it will means being so constructed and arranged as to
be readily observed that in the event the throttle abruptly move from closed position to full open
valve 42 is in open position as by means of man
position when a predetermined pressure is ad
ual actuation of the accelerator pedal 44, ?uid mitted by the valve mechanism whereby com
pressure supplied to the actuator 2 to effect clutch munication between the latter and the motor is
' disengagement will also be supplied to the actu
completely established and said predetermined
ator 40 through conduit 46. Thus, the operator, pressure is conducted to the motor.
due to the application of ?uid pressure to the
piston 42, will experience a-force through the
accelerator pedal ll tending to return the same
to normal position and will promptly remove his
foot from such pedal. The actuator l is prefer
ably so constructed that the accelerator pedal. 44
'may be moved to open the throttle regardless of
the pressure supplied to said actuator. However,
when ?uid pressure is supplied to the clutch
actuator 2, the operator will experience a reac
tion to operation of the accelerator pedal and
55 will subconsciously remove any actuating force
therefrom.
While only one embodiment of the'invention
' has been illustrated and described herein, it is
to be understood that the invention is not lim
ited thereto but may be embodied in other forms
as well understood by those skilled in the art.
Reference will therefore be had to the appended
claims for a definition of the limits of the inven
tion.
What is claimed is:
,
'
.
,
-
5. In a clutch control mechanism for a vehicle
clutch-controlling element, a power device opera
tively connected with said element for moving the
latter to clutch-disengaged position, and means
for controlling the flow of motive energy to said
device comprising a manually-operable control
ling member and an_ automatically-operable con
trolling member arranged in series, said last
named member being so constructed and arranged
as to normally prevent application of motive
energy to said motor, said last named member
being-movable to open position to supply motive
energy to said motor only when a predetermined
degree of energy has‘ been admitted to said last
named member by said ?rst named member.
6. In combination with‘ a vehicle clutch-con- .
trolling member, a ?uid pressure actuator opera
tively connected therewith, a manually-operable
valve for graduating the pressure of the ?uid “
medium supplied to said actuator, a valve mech
anism interposed between said valve and actuator
including a pressure-responsive element movable.
1. In a clutch control mechanism ‘for a vehicle
‘clutch-controlling member, a ?uid motor opera
7o
'
to_ connect the valve and actuator, and means for
resiliently biasing said element to closed position
tively connected with said member, a reservoir to prevent movement thereof until a predeter
of ?uid pressure, a manually-operable valve mined pressure is reached, said element being‘
mechanism for graduatingthe ?ow of ?uid from subjected to the pressure of the ?uid delivered
I said reservoir, a conduit connecting said motor
and valve mechanism, and valve means associ
ated with said conduit for controlling the ?ow
of ?uid to said motor, said'valve means moving
75 from closed to full open position only when the
through said valve and moving to full open posi
tion when said predetermined pressure is reached.
'7. Apparatus of the class described comprising
a vehicle-controlling member, a ?uid motor hav
75
4
2,128,165
ing a pressure-responsive element connected with
said member, a reservoir of ?uid pressure, con
duit means connecting said reservoir and motor,
a manually-operable valve mechanism for gradu
ating the pressure of the ?uid ?ow through said
conduit means, and a valve means associated with
said conduit means between the motor and valve
mechanism ror controlling the ?ow of ?uid pres
sure from the latter to said motor, said means
10 comprising a casing having ports connected with
said valve mechanism and motor respectively, a
valve element slidable in said casing and nor
mally preventing communication between ‘said
ports, said element being subjected to the pres
15 sure of the ?uid from said valve mechanism, and
being provided with resilient means'to maintain
the element in said normal position until the
?uid pressure from said valve mechanism reaches
a predetermined value, said element when moved
20 from ‘normal position presenting a larger area to
the pressure of the ?uid from the valve mecha
nism whereby the valve element is promptly
moved to full open position to connect said ports
without further increase of ?uid pressure from
said mechanism.
8. In a control mechanism for a vehicle con
trolling member, a ?uid motor operatively con
nected with said member, a source of ?uid pres
sure, a manually-operable valve mechanism for
graduating, the ?ow of ?uid from said source,
and means including a valve device' for connect
ing said motor and mechanism, said device-being
constructed and arranged to establish communi
cation between the valve mechanism and motor at
a predetermined pressure and to interrupt com
munication at a diiferent predetermined pressure.
9. In a control mechanism for a vehicle con
trolling member, a ?uid motor operatively con
nected with said member, a source of ?uid pres
sure, a manually-operable valve mechanism for
graduating the ?ow of ?uid from said source,
and means including a valve device for connect
ing said motor and mechanism, said device em
bodying a snap-acting valve element operable to
45 establish communication between the valve mech
anism and motor at acpredetermined pressure
and to interrupt said communication at a dif
ferent predetermined pressure.‘
nected with said member, a source 01-.’ ?uid pres
sure, a manually-operable valve mechanism for
graduating the ?ow of ?uid from said source,
and means including a valve device for connect
ing said motor and mechanism, said device em
bodying a snap-acting valve element operable to
pressure has been admitted by the mechanism
and to maintain said communication throughout 1O
a substantial range of pressure reduction.
_ 11. In a control mechanism for a vehicle con
trolling member, a ?uid motor operatively con
nected with said member, a source of ?uid pres
sure, a manually-operable valve mechanism for
graduating the ?ow of ?uid from said source, 15
and means including a valve device for connecting
said motor and mechanism, said device establish
ing communication between said mechanism and
motor only when a predetermined pressure has
20
been admitted by the mechanism and maintain- -
ing said communication-throughout a substan
tial range of pressures during release of pressure
by said valve mechanism.
12. In a control mechanism for a vehicle con
trolling member, a ?uid motor operatively con 25
nected with said member, a source of ?uid pres
sure, valve mechanism for graduating the ?ow of
?uid from said source, and means including a
valve device for connecting said motor and mech
anism, said device being constructed and arranged 30
to establish communication between the valve
mechanism and motor at a predetermined pres
sure and to interrupt communication at a dif
ferent predetermined pressure.
13. In a motor vehicle having a clutch con
trolling member and a throttle valve, a ?uid
36
pressure motor operatively connected-to said
member, means including a valve for controlling
the admission and exhaust of ?uid pressure to 40
and from said motor for e?'ecting clutch dis
engaging and engaging movements of said mem
ber, a ?uid pressure actuator having a movable
element operatively connected with the throttle
valve, and means including a conduit connecting
said motor and actuator for conducting ?uid
pressure from the motor to the actuator.
- 10. In a control mechanism for a vehicle con
50 trolling‘ member, a ?uid motor operatively con-. ‘
5
establish communication between the valve mech
anism and motor only when a predetermined
ROY s. SANFORD.
WILLIAM J. ANDRES.
.
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