Патент USA US2128165код для вставки
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. .