Патент USA US2137544код для вставки
I NOV. 22, H_ W_ PRICE ET AL CLUTCH CONTROL MECHANISM Filed Oct. 14, 1935 2 Sheets-Sheet 1 [58 /06 //Z /Z3 , /ZZ /02 C 98 > 96 M6 /00 £50 AT RNE‘Y NOV. 22, 2,137,544 H_ W‘ PRICE ET AL, CLUTCH CONTROL MECHANISM Filed Oct. 14, 1935 2 Sheets-Sheet 2 ,//// I IL"- 776.5 L A56 \/5:4 776. 7 276. 6 INVENTOR.‘ ///9/POL0_ m PP/CZ' gig/P4 xi: PA’ICE \yarcaym ' _ ATT RNEY Patented Nov. 22, 1938 2,137,544 ‘UNITED STATES PATENT OFFICE ‘' CLUTCH CONTROL DIECHANISM Hamid w. Price and Earl R. Price, South Bend, Ind., assignors to Bendix Product's Corpora tion, South Bend, Ind., a corporation of Indi ana ' Application October 14, 1935, Serial No. 44,850 2 Claims. (01. ice-.01) piston 98, Figure 2, the latter being operatively This invention relates in ‘general to clutches, and more particularly to power means for operat ing the clutch of an automotive vehicle. One object of the invention is to provide a 5 valvular control for a power clutch mechanism whereby the cl;.tch is engagedrelatively rapidly . and uniformly up to the point of clutch plate contact, the remainder of the engagement being connected to the clutch pedal 92 by a ?exible con nection I00. The clutch disengaging and engag ing operations of motor 94 are effected by con trolling the gaseous pressure within compart- B ments I02 and I04 thereof. To this end a conduit I06 interconnects the motor with an ‘intake mani_ fold'I08 of the internal-combustion engine H0 01 ' the vehicle, said manifold serving as a source of in successive relatively small increments of move _ l0 ment to thereby effect a slipping clutch and a smooth engagement. ' . A further object of the invention is to provide an accelerator controlled automatic clutch mech anism wherein release and depression of the ac 15 celerator initiate respectively clutch disengaging and engaging operations of the mechanism, the degree of depression of the accelerator determin ing the rate of engagement of the clutch. Yet another object of the invention is to pro vacuum to evacuate the compartment I02 and 10 thus energize "the motor to disengage the clutch. The ?ow of air from and to the compartments I02 and ‘I04 of the motor is controlled by a valv ular unit II2, constituting the essence of the in vention of the mechanism of Figure 1. II The valve unit I I2 is disclosed in detail in Fig ures 3 to 8, inclusive, and comprises four parts H4, H6, H8, and I20 disclosed in detail in Fig ures 4, 5, 6, and 7 respectively. The remainder of the details of the aforemen- 2O 20 vide a compact valvular unit for the aforemen- , tioned automatic clutch mechanism, said unit tioned clutch control mechanism may best be de comprising four ported and slotted parts, two of scribed by explaining the operation of the mech which are manually operated. anism. I Upon release of an accelerator I22, having a lost Further objects of the invention and desirable -_,, details of construction and combinations of parts motion connection with a throttle I24 by a link 26 I26 and to the valve member II8 by a link I28, will become apparent from the following descrip 4 I 30 tion of a preferred embodiment, which description the motor 94 is connected to the manifold to is taken in conjunction with the accompanying drawings, in which: thereby disengage the clutch. In this operation air is drawn from the motor through the conduit I06, the air passing through ports I30, I32, I34, 30 'and I36 ‘of the valve elements H4, H6, H8, and ing a novel four-part valvular unit constituting a I20 respectively. When the accelerator is de pressed to speed up the engine, the clutch is auto feature of the invention; , » ' Figure 2 is a sectional view of the clutch motor matically engaged, the member H8, which may Figure 1 is a diagrammatic view of a power clutch mechanism of the two-stage type employ be called a control slide, being moved to the left, 35 Figure 3. Air is then admitted to the compart ‘ment I02 of the motor via port I30 of member valve unit of Figure 1; II4, slot I40 of member II 6, slot I42 of member _ Figure 4 is a view taken on the line 4--4 of H8, and port I36 of member I20. The ingress of Figure 3’; 35 of the mechanism of Figure 1; - Figure 3 is a longitudinal sectional view of the 40 Figure 5 is a view taken on the line 5--5 of Figure 3, disclosing the cut-off slide of the afore mentioned valve unit; Figure 6 is a view taken on line 6--6 of. Figure 3, showing the accelerator operated control slide 45 of the aforementioned valve unit; Figure '7 is a bottom plan view of the afore mentioned valve unit; and - - ' ‘ Figure 8 is a sectional view of the valve unit taken on the line 8--8 of Figure 3. 50 In the embodiment of the invention disclosed in air to the motor serves to initiate an engagement 40 of the clutch, the clutch springs pulling the piston 98 to the right, Figure 2, and at the same time forcing air out'of the compartment I04 at a rela tively rapid rate via a bore I44 of an end plate I46. ' 43 When the clutch plates are about to contact, a tapered portion I48 of a connecting rod I50 func tions to cut off the escape of air from the com partment I04 and automatically end the rapid ?rst stage of engagement. The remainder of the en- 50 Figure 1, a clutch pedal 02 is adapted to be actu gagement of the clutch is effected by controlling ated by power means to simulate a conventional the air forced from the compartment I04 via a manual operation of the clutch. bleed conduit I52, the air passing to the valve unit H2 and vented to the atmosphere via a port I54 of member I20, a tapered slot I56 in control slide a The power means disclosed comprises a pressure differential 55 operated motor 94 including a cylinder 96 and a 2 III, slot ill in cut-on’ valve memher’lli, and - port iilinvalvemember Ill. 'I‘herateofegress of air from the compartment Ill, and thus the rate of engagement oi’ the clutch, is determined by the degree of depression of the accelerator, the greater the depression, the greater the depth 0! the tapered port I" registered with port I". By moving the cut-o? slide III to the left, Fig ure 3, the same being operated by Bowden control 10 III, the port III is'moved out oi.’ registry with the port Ill, thereby rendering the clutch control. mechanism inoperative and necessitating the op eration oi’ the clutch pedal by the toot. , There is thus provided a clutch control mech anism wherein the clutch is automatically disen gaged and engaged upon releasing and depressing the accelerator respectively, the engagement be ing in two stages of movement, the first rela tively rapid and the second relatively slow, the speed oi’ the second or slow stage being in pro portion to the degree of depression of the accel erator. , ' While one illustrative embodiment has been de scribed, it is not our intention to limit the scope oi’ the invention to that particular embodiment, or otherwise than by the terms of the appended claims. ~ We claim: 1. In a clutch controlling mechanism for an automotive vehicle, a pressure diilerential op erated motor and valve mechanism for controlling said motor, said valve mechanism including four separate ported valve members, two of said mem bers being manually operable slide valves, one 01’ said latter members, ?at and rectangular in shape and‘ provided with a relatively long vent slot and two vacuum controlling slots, serving as a three-way valve member and the other of said members, of similar outline and provided with a 10 relatively long vent slot and but one vacuum con trolling slot, serving as a cut-oi! valve member. 2. In a clutch control mechanism for an auto motive vehicle, a pressure diii'erential operated motor, a control valve unit for said motor com 15. prising a two-part casing member and two man ually operable relatively movable valve members within said casing member, the parts of said unit being so constructed and arranged as to render, at the election of the driver, the clutch control 20 mechanism inoperative or operative to e?ect both a disengagement of the clutch and an engaw ment thereoi’, one of said-valve members being provided with three slots, one of said slots being operative only when the other valve member is 25 operated to render the clutch control mechanism inoperative. HAROLD W. PRICE._ EARL R. PRICE.