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Патент USA US2133001

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Oct-ll, 1938.
f‘
T. B. T-YLl-:R
I 2,133,001
MEANS FOR CORRELATING SPEED OF CLUTCH ENGAGEMENT TO SPEED OF VEHICLE
_Filed June 2. 1932 j
Jil
l
.51.94
4 Sheets-Sheet 1
Oa. `11, 193s.
T. B. TYLER
2,133,001
MEANS FOR CORRELATING SPEED OF CLUTCH ENGAGEMENT~T0 SPEED OF VEHICLE
Filed Juné 2, 1932
- 4 sheets-sheet 2
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ATTORNEY
oct. 11,1938.
2,133,001
T. B. TYLER
MEANS FOR CORRELATING SPEED OF CLUTCH ENGAGEMENT T0 SPEED OF VEHICLE
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Filed June 2, 1932
4 Sheo-ts-Sheet 3
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ORNEY
Oct. 1l, 1938.
Ti B. TYLER
2,133,001
MEANS FOR CORRELATING SPEED OF C’LUVTCH ENGAGEMENT TO SPEED OF VEHICLE
Filed June 2, 1932
4 Sheets-Sheet 4
INVENTOR
BY
ATTORNEY$
~‘intentes oeulmaas
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l2,133,001
«UNlTEDfsTATl-:s ïPA-rlaNroFl-‘lce
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V:MEANS FOR UOBBELATING
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Tracy Brooks,` Tyler Detroit, meh., assigner to
lThe Monopower borporatieu, Detroit, meh.,
a corporation of Michigan
.
I
Application .lune z, im, serai No. «14.944
z
(cl. isz-„01)
This invention relates to clutch control mechanisms, particularly adapted for use with power
actuated clutches ofautomobiles.
»
the foresoins, will be the same, because it is
NItis well known, in the 'operation of auto5 mobiles, that it is desirable to correlate vthe
speed ofV clutch engagement with the speed of
the vehicle, so that the clutch parts will be
engaged slowly when the vehicle is moving slowly and more rapidly when the vehicle is mov-`
1o ing more rapidly, with .pedßuy ‘opel-ated,
clutches, which are at all times under the personal control ofthe vehicle operator, such correlation is a simple matter` and is effected by
permitting the clutch` pedal to move back more
15 slowly whenthe vehicle is moving slowly than
when the vehicle is moving rapidly. Infact. in
thev case of pedillllyV operated clutches. such correlation is effected more or less sub-consciously
by
20
operaton
c'
l
marient, thOIlsh it should vary with rthe Speer’
0f the Vehicle. with the mechanism described in
-
ce‘l’l'elßted t0. the Sear Selection.
The'lnvention ofthis application-aims to Pro- s
Vide e meenam@ which Wm m8115118 the Speed
of clutch enßeßement directly Bhd Positively t0
the ‘Deed 0f the Vehicle. regardless v»01' the 8881’
‘election met happens 1i0 be in eñ'ect. In the
embodiments ,disclosed the clutch actuating 10
mechanism is Operativelv ,connected to and is
lnnneneed by. e drivin! Per* 0d the Vehicle.
namely» the Pml’enef‘emti end the ‘Peedßf the
letter ‘governs the Speed 0f clutch mehr,
'f
°fï the geel' seieenenl5
The invention funnel’ em t0 Provide e011121131
meenam 101' ‘nuten mung mm» the een*
trol m
bem! 0f “Fleiß WP”, el diä
Closed in the various embodiments, and an hav“
With the advent of power actuated clutches,y
m8181111 Underlying thought the idea of cor- 20
that is to say, clutches actuated by means whose relating the Speed of clutch encasement posi
speed is Anot under the control of the operator, tively t0. the ‘Deed’ 0f the Propeller Shaft; `
the'desirabiiity or providing a control for they
'111e- invention 'further alms w provide mean»
speed of the actuating means becomes apparent. for-correnti“ the Tete 0f eetußtien 0f ß Veri
25 It has been proposed to-provide a control which able actuator, Preferably 1511011811 not mi?. 25
is correlated to the vgear selection in the trans-i'` n ,clutch actuator, t0 the Speed 0f ß mûvins Dart,
mission and thus indirectly to the speed of the Preferably thvueh not necessarily the propeller
vehicle.
For example, a mechanism has been
i provided which causes the clutch to be engaged
30 slowly when _the vehicle isfin low gear, a- bit
more rapidly when the vehicle is in intermediate gear and stl11 more» rapidly when. the vehicle
is in high gear.
.
Shen-0f enieummobile-
‘
`
invention Will be Observed more reßdllyilwn ref- 30
@renee t0 the fOllOWlnZ detailed descrilltlûneûf ‘
embodiments of the invention and to the ap
pended drawings in which
One important objection to such mechanism
, 35 is observed at this time.,` It often >occurs to the
operator to start his vehicle in :intermediate
’
Still further alms and obiects of the Present
-
Figure 1 shows one form of clutch actuator.
With its associated Perf-Sl
5
F188. la and 1b show two forms of valves for 3
gear Vand with a construction as mentioned in ' use with the ßCtUßtOr. the form 0f F18. 1a being
the foregoing, the clutch will Ybe actuated more Shown in use inthe actuator 0f F18. 1i
rapidly than is - desirable, because of ‘the fact
Fis. 2 shows _one- form o1' control means. and
40 that they vehicle is in intermediate gear. The is a section as if on line 2_2 of Pig. 1;
'
40
clutch actuation in such a. case is too rapid for
Pl¢._3 shows a second form of clutch actuator;
smooth starting, because, though thel vehicle is ~
Figui and'5 show a second form_ of control
in intermediate gear, its speed is still low, the ' means,'and are sections as if on lines 4_4 and
vehicle having started from rest.
45
,
"
.
Further, at times the operator mayV desire lto
shift from low gearto high gear directly, even
though the vehicle is at relatively low speed, and
5_5 of ll'igs. 5 and 4 respectively; `-
Fig. 5a shows a modincation of the control 45
device of Fig. 5 and may be used with the valve
of Fig. 1b, and
the mechanism described in the foregoing causes
` Fig. 6 is a fragmentary vertical cross section
the clutch parts to engage more rapidly than they
of an automotive 'vehicle illustrating the present
50 should.
`
Further, sometimes the shiftirom intermediate
gear to high gear is made when the vehicle is
atV fairlyklow speed and at other times the shift
is made when the Vvehicle is at fairly high speed,
55 In these two instances, the speed of clutch en-
invention asembled thereon.
'
50
In Fig. 6 the numeral vI` designates an engine
having a carburetor 2 provided with the usual
control valve î'and connected to an intake man
ifold 4. The engine shaft is indicated at 5 and
is adapted to be connected to a. drive shaft I by 55
2
9,188,001
a clutch 1 having a spring 8 adapted to-move
the same to its engaged position and a. collar 9
engaged by a lever II on a clutch shaft I2 s0
that upon rotation of the 'latter the clutch is
Cn disengaged. A clutch pedal I0 is mounted on
the clutch shaft I2 and is adapted to be moved
downwardly to rotate theshai't I2 in a direction
sc_that the lever II is moved to disengage the
clutchl, either by pressure exerted thereon by
through 43-36-I8) will move plunger I8 to the
left, to move the clutch pedal down to move
clutch ’I to its disengaged position.
If the operator puts the vehicle in gear, at this
time, and then steps upon the :,nrottle or manip
ulator pedal 43i to start thel vehicle, the valve 30
will be rotated counterclockwise, registering re
lief 35 with port I6,.whereupon the air in back
of plunger I8` will bleed out through I 6-35*
having a low pressure port I5 and a high pres
31a-31-44 valve 33 (slot 38) 41--45-=46 to the
low pressure side of the cylinder, to the left of
plunger I8, permitting spring I3 to move the-
sure port I6. Tile low pressure port is connect
ed to the intake manifold 4 of the engine I by a
clutch pedal up toclutch engaged position.
The parts will remain in the last named posi
an operator, or by a clutch actuator.
„
'I‘he clutch actuator includes a cylinder I4
conduit Il, in which case the high pressure port
is connected to atmosphere through a valve to
be described later.
tion until-the operator releases the throttle or 15
manipulator pedal,> whereupon the spring 50 will
. restore the valve partsto the position of Fig. 1,
~
In the cylinder is a piston plunger I8 connected
to the clutch pedal by a rod I9 >and a cable 20,
the latter passing over a ?lxed’pulley 2|.v It will
to cause the clutch parts to be disengaged.
far little mention has been made of the
means to control or vary the speed of the clutch 20
be readily seen at this time that a diñerence in actuator and since the invention is principally
pressure on opposite sides of the plunger I8 will concerned with such control means, the same will
now be described.A
cause actuation of the clutch parts.
The actuator control means or the means to
'I‘he actuator is controlled
two valves, op
correlate the speed of the actuator with the speed 25
erating in tandem. One of these valves, refer
enced> 30, is moved by the operator through a of the propeller shaft is shown in Fig.` r2, and in
manipulator pedalV 3|, link 3| ‘ and crank 32 (in cludes a casing 60 having bearings 6I, in which is
dotted lines) and its position determines `the fiact mounted a slidable shaft 62 journaled in a non
of -operation of the actuator, thatv is to say, slideble but rotatable sleeve 63. To the latter is
30 Whether the actuator will or will not operate to secured a spiral pinion`ii4’meshingy with a spiral 30
gear 65 secured to the propeller shaft of the ve
move the clutchl parts. Theother valve, refer
enced 33, is connected to the propeller shaft
hicle 66, the latter :projecting into the casing 60.
through an actuator control rod 34 vand a gov
ernor or variable control device to be described
On the shaft are fixed collars 61 between which
governor links 68 are rotatably connected to the
shaft 62 by a collar 61a. The links »are also 35
connected te the Weighted governor arms 59, these
later, and its position determines the rate ofvv
operation of the actuator, correlating the same to
the speed of the propeller shaft. The manipula
tor- pedal 3| is connected by a rod 3|’ to the
carburetor valve or throttle control valve 3.
, The valve 30 is in the form of an axiallyprota
These arms tend to move
the shaft 62 to the right, Fig. 2, wl‘iile'spring ‘III
and wide slots or reliefs 35, 36, and ‘31, as shown.
Twok of these, 35 and 36, are of uniform depth;
tends to move shaft 62 vto the left, Fig. 2.
1The shaft 62 at its free end, is provided'with
rack teeth 'I2 meshing with a pinion 13 on the
end of the rod 34 which connects to the valve 33,
the latter, as previously mentioned, having a
a wedge shaped passage. The valve further hasI
a transverse bore 31"» connecting reliefs 35 and
43l, as shown,
The valve 33 is also cylindrical and axially
.rotatable and has on its periphery a part-eir
cumferential slot 38 (Fig. la)` into which opens
a partial transverse bore 38a, the latter also. open
ing into an axial partial bore 39, which opens to
the end of the valve. The slot 38 vis of non
uniform width or wedge shaped, as shown, and
the effective size of the opening through valve
33 depends upon the position ofthe valve in the
valve body, in a manner and for .reasons to‘be
described later.
6
weighted arms- 69.
table cylinder and has three peripheral,A shallow
the third, 31, is of non-uniform depth to define
Ul Ul
in turn being connected to the rotating sleeve 6,3.
A springk le, surroiuiding the shaft 62 tends toA
expand and thus counteract the inñuence of the
f
The valves 30 and 33 are disposed and axially
rotatable in chambers 40 and 4I of a >valve
body 42. Into chamber 4D opens thefollowing
ports: I6, connected to the cylinder I4; 43, open
to atmosphere; 44, open to chamber 4I; and 44a,
wedged shaped slot 38 whose position with re
spect to the port 44, determines the rate at .which
the pressure medium inthe actuator cylinder,
will bleed out to the low pressure side, thus
determining the return speed of the clutch actu
ator.V It will be seen that when the‘propeller
shaft is at rest, or is rotating slowly, the governor
arms will be “in”, and the rod 34 will be so
positioned that the narrow end 'of the slot 38 will
be in register with port 44. Conversely, when
the ,propeller shaft is rotating rapidly, the arms
Se will be “out”'and the rod 34 will have been
rotated to cause the wider part of slot 38 to
register with port 44 of the actuator.
60
The control operation just described effectively
causes the clutch to be engaged slowly when the
vehicle is at rest or is moving slowly and. causesv
open to an L shaped` passage 45 leading tothe the clutch to be engaged more rapidly whenvthe
cylinder'vl4 through a port 46.~ Into chamber 4I f vehicle is moving. rapidly, all this taking place
open the following ports: 44, open >to chamber 40; without regard to the gear selected, orto any 65
and 41, open to passage 45.
f'
-
'I'he operation of the actuator without regar
to its rate of operation, may'be described as
follows:
y
When the engine is not running the parts will
be in the position shown, and this maybe as
sumed as a starting position.
When the _engine is started and while it is
75 idling, suction in the intake manifold (or pressure
`other
factor.
`
-.»
'
'
.
The control operation mightl well be‘ described
as follows, in connection with a schedule of ve
hicle operation: Assume the vehicle is at rest, in 70
neutral, and the motor running. At this time
the clutch pedal will have been pulled in (disen
gaged) by thesuction from the engine intake.
To start the vehicle, the yoperator shifts gears
to low and stepson the manipulator pedal. 'I'he 75
8,100,001
rotary valve 30 is turned to create a by-paas
around plunger | 3, the by-pass' being of small
‘capacity due to the fact that the narrow endy of
,slot 30 is presented to port 44I the propeller shaft
then being at rest. The clutch pedalwill move
up (engage)` slowly,'and thepropeller 'shaft' will
rotate slowly.
'
'
`
`
When the car ‘attains the desired low gear
cylinder |4,ortotbelowp¿reamreaideofthe
piston. for clutch actuation.V inthis forum.> the
pressure mediumis bledinto the cylinder ||4,
_for the same reason.
I
Another form of actuator control means or
variometex-„which may well be med with the
`actuators o_f Figs. l and .3, or’with- other forms
5
of actuators.-` and’` which is' »operated by huid,
rather than by centrifugal or governor action, is
shown in Figs. 4 andâ. >In this form of control, 10
there'is provided a. casingfilll' havingl
v(disengaged) and the operator may then shift .portions |0| in which is
Journalled a shaft |03,
gears to “second”. He does so, ’and then steps the latter having a pinion
|04 meshing with a
on the manipulator pedal, whereupon the actu
gear |03 keyed toA the propeller shaft',_|00. 'lhs
ator will bleed morerapidly and will engage the speed of shaft |0| affects the position-of- a slid
clutch more rapidly, the increase in the speed of able shaft of a compound fluid valve, and the lat
‘clutch engagement» being due tothe increase in . ter shaftisprovided with rack teeth |13 meshing
propeller (vehicle) speed, andpnot being due to with a pinion |13 on the rod 334 orf a valve (not
the fact that the gears are in"‘second”.
'
shown) which corresponds tothe valves 33 and
A' similar action takes place 'when the car"v is |33 of the. actuators ofl'ks. 1 and 3. >Movement
20
moving along in “second” gear and when it is de- of theslidable shaft causes .movement of the rod
sired to'shift to “high” gear.
334 and of the valve thereon. for reasons which
f It will further be observed that relief 31 and
have been described in the foregoing.
port 44a provide an additional bleeder path,
The slidable shaft above mentioned, and
open gradually upon movement> of y'peetial 3| to or referenced |00 has a tapered head |0| seated in
nearfull advance position.
>
,
.
’
the tapered chamber |03 of a valve body |03,
Anotherr form of clutch actuator'which may there being avv spring. |04 for urging. the shaft
well be used with the control means of Fig. 2, or down into position to close a port |00. A cap |00
with any other suitable control means, -is shown on body |03 has ports |01 for-reasons given here
speed, the operator takes his foot off Vthe pedal
3|, this action shutting off the b'yàpass inthe
actuator. The clutch pedal will ,be’moved down
15
20
Y
25
30 inÍFig. 3, and in. this form vthe critical or con
trolling element' is a cylindrical valve like that
at 33, Fig. 2. This form of actuator is used
with a clutch pedal ||0, shaft ||3, spring ||3.
It includes a cylinder ||4 having a plunger ||0,
35 connected by a rod H3, and a cable |30, passing
'I'he port |00 opens into achamber |03, com
municating with the i nside of the casing |00through a port |03a, and in which is eccentrically
disposed a cylindrical rotor |33. the latter being
|3| by a link |3|a and av crank |33, and also a
fixed to the end ofl the rotating shaft |03 to ro
tate therewith. 4The rotor |33 is provided >with
sliding vanes |3| which, as the rotor rotate,
cause transfer of lubricant from the lower in
valve |33 connected to a governor or control de
terior ofthe casingl|00 through porn |03a and
over pulley |2I, to pedal ||0.
~
, It further has a valve |30 connected to pedal
vice by al rod |34. The valve |30 has reliefs |30
and |36, `separated by ribs,„as shown, and the
valve |33 has a wedge shaped slot |30, and bores,
not referenced, like those at 30a and 33 of Fig
ure l.
'I'he valves are rotatably disposed in
chambers |40 and |4| of a’valve body |43 and
the latter is provided with ports |43 and ||0, the
|00,' to the chamber |03, the lubricant then lift
ing the valve shaft |00 andescaping around the 40
head |0| of the same, and out through 'the porte
|01, back into lthe upper part of the casing.
It will be seen that the degree of lift of shaft
|03._ and consequently, the degree of rotation of
actuator control rod 334, depends upon the speed `
former being connected to a source of low pres~
of the rotor |30, for as,the speed of latter in
sure medium (intake manifold) through conduit
||1 and the latter being connected to a source
of higher pressure medium (atmosphere).
creases (due to an increase in the propeller
'I'he valve body further >has the following
ports: |43, (already mentioned) connecting
chamber |40 with the low pressure line H1; |44,
connecting chamber |40 with chamber |4|; |40,
connecting chamber |40 with the cylinder H4;
and |41, connecting chamber |4I with the port
|40 through a passage |43.
`
In this form of actuator, the operation is as
follows; when the engine is not running the parts
speed), the volume of oil which passes the head
ini will increase thus forcing the valve shaft |00
higher. In this fashion, the position of the 50
actuator control rod 334. and the speed of the
actuator is correlated to the propeller speed.
In Figs. 1b and 5a are shown parts, used to
gether, for permitting a "stepped" variation of
the size of the bleeder path, rather than the
gradual variation thereof permitted by the parts
of Figs. 1a and 5. The construction permits a
slow engagement of the clutch, at. all speeds be
are as shown. As soon as the engine starts, with
lowachange overspeedofletussayilve miles
thè pedal |3|\,up, suction in the manifold pulls
plunger ||0 to the left, disensßslns the clutch.
per hour, anda rapid engagement of the clutch,
When the manipulator pedal is depressed, valve '
The valve of Fig. 1b, referenced 333 and at
tached to a control shaft 334, may take the place
of valve 33 of Pig. l. It has a stepped slot 330
of two different widths as shown, and has bores
|30 is rotated, closing the low pressure port |43
65 and opening the high pressure port ||0, where
upon the plunger ||0 moves back (to the right)
to clutch engaged position, this being caused by
the bleeding in of pressure medium through | |0
atallspeedsaboveflvemiiesperhour.
330a Aand 333, like those at 30a and 33 of Pig. i.
Thevalveofl'ig.' lbmaybeusedwiththe
|30-|44-|30--|41---|43-|40, 'the speed of ' control of Pig. 5a, the latter in general resem70 bleeding in, and consequently the speed of clutch bling that of Pig. 5. v This control has a slidable
engagement being controlled by the slot |30, shaft 300 provided with a head 30| slidable in 70
whose position depends upon the speed `of the pro
the cylindrical chamber 303 of body 303, there
peller shaft.
being a spring 304 for urging the shaft 300-down
It will be seen that whereas inthe actuator of into position to close port 300. A cap 300 Is
75 Fig. 1, the pressure medium was bled out of " provided with ports 301, as shown.
'
76
9.138,00!
, ' 'I'heshaft head38| has a» small groove: `Illa
`_in its side, and ,the body .333 hasa large port
333a inits side, as shown. opening into chamber
‘s2’
'l
I
amm that the scope of the invention' of this
application is to be determined, not bythe for
going detailed description of preferred.
-
vvments. but the claims which follow.
,
The control of Fig.- 5a cooperates vwith --the v What I claim is:
.
i
valve offFig.` 1b,î and with other parts, shown u 1. In an automotive vehicle having a manip
in Figs.‘1'-5_ as follows: When the propeller shaft ulator pedal, a clutch and a driving part whose
is at rest the shaft 330 will beV held‘down by speed corresponds to that of the vehicle, means
the spring'384,'and valve 333 (Fig. lb) will "for, actuating the clutch and speed sensitive
io have its .narrow part aligned with the bleeder means controlled by the speed of the driving
port in lits ‘valve chamber. yWhen the propeller part, theclutch actuating means being of the
shaft -is rotated "slowly at a speed below the
v¿change over speed, the small amounty of fluid
lpumped by the rotor. |30 (Fig. 5) will escape
to ports 381 and back into the casing,` through
liquid pressure type. and including a clutch
actuating plunger,`î'a valve connected to the y
manipulator pedal, and a valve connected to
the speed sensitive means, said speed sensitive 15
the groove 33Ia, the cross section'of` the latter -means including a slidable shaft operatively con
beingfproperly dimensioned, and the shaft V33| „ nected to the driving part and responsive to
will not- be lifted-to move valve 333. vClutch liquid flow therearound induced by the driving
engagement: will therefore take ~ ,place> slowlythough at a constant rate, so long as the pro
peller shaft speed isv-below îthe change over
part. the shaft being connected to the secondv
one of the valves, the vposition of« said second 20
valve being ydetermined by the position of said
shaft.
2. In an automotive -vehicle having a manip#
at a speed greater than the change over. speed, ~ulator pedal, a clutch and a driving part whose
the >rotor vI9!! will pump more iluid to the lspeed corresponds to that of the vehicle, fluid 25
chambery 382 than the groove 33m. can accom-r
pressure _means for actuating saidfclutch in
modate. The Afluid will therefore lift shaft 380 cluding a clutch actuating plunger, speed sensi
to rotate valve 333 vuntil the wide ’part of its
tive means connected to and controlled by the
slot 333 registers with the bleeder port, the lift
speed.
'
`
-
'
,
When the propeller shaft is rotated rapidly,
ingof shaft 380 continuing until the head 38|
passes the large port 383a, after which the fluid
escapes through the latter, without further ef
-fe'ct- on shaft 380. Accordingly, at all speeds
30
means including a slidable shaft 'operatively con
nected to the driving part andmovable by means
responsive to variations induced therein by the 35
driving partyth'e shaft being connected to the
second one of ‘thev valves, the position kof the
Other forms of actuators and control devices `latter being determined by the position of said
might be suggested at- this time, but vare not shaft.
here mentioned specifically,- and it is to be un-`
>'raser BROOKS TYLER. 40
of the ' propeller shaft above the changeover
speed, the valve 333 will be in position to permit
clutch engagement rapidly, but at constant high
speed.
40
speed of said driving part, a valve connected
to the manipulator, and a `valve connected to
said speedsensitive means, said speed sensitive
.
Y
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