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Патент USA US2137544

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I
NOV. 22,
H_ W_ PRICE ET AL
CLUTCH CONTROL MECHANISM
Filed Oct. 14, 1935
2 Sheets-Sheet 1
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NOV. 22,
2,137,544
H_ W‘ PRICE ET AL,
CLUTCH CONTROL MECHANISM
Filed Oct. 14, 1935
2 Sheets-Sheet 2
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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.
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