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Патент USA US2409516

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l 0°*- 15» 1946.
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Filed> oct. 11,1943
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Oct. 15,'1946.
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Oct 15, 1946.
V2,409,515
c. R. ROGERS ErAL
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CLUTCH CONTROL
Filed oct. ` ll,
1943
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C. R. ROGERS ETAL
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CLUTCH CONTROL
Filed QG?" 11, 1943'
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CLUTCH CONTROL
Filed Oct. l1, 1943
8 Sheets-Sheet '7
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GLUTCH CONTROL
Filed Oct. 11, 1.943
8 Sheets-Sinaai’l 8
2,409,515
Patented Oct. 15, 1946
UNITED STATES PATENT oEFlcE
2,409,515
CLUTCH CONTROL
Clifford R. Rogers, Oak Park, William O. Bech
man, Chicago, and Joseph F. Ziskal, Cicero, Ill.,
assignors to International Harvester Company,
a corporation of New Jersey
Application October 11, 1943, Serial No. 505,810
6 Claims. l(Cl. 192-87)
1
2
Figure ‘7 is a sectional view similar to Figure 6
with the device in shifted position;
Figure 8 is a sectional view similar to Figures 6
and 7 with the clutch selector in neutral posi
This invention relates to a new and improved
clutch control and has for one of its principal
objects the provision of means for actuating a
dual clutch with a single operating pedal.
More particularly, the present invention relates
tion;
'
Figure 9 is a sectional view taken on the line
to a lever-shifting device operable by a pedal
and capable of reversing its direction of move
ment by successive depressions of the single foot
9_9 of Figure 5;
Figure 10 is a sectional View taken on the line
IU-Iu of Figure 5;
pedal.
Figure 11 is a sectional view taken on the line
10
An important object of this invention is to pro
vide dual speed ranges for vehicles, such as trac
||--|| of Figure 5;
Figure 12 is a sectional view taken on the line
tors or the like, and means for shifting from
one range to the other by operation of a single
|2-l2 of Figure 5;
Figure 13 is a top plan view of the clutch
control. The invention further provides that this
control booster system as shown in Figure 1;
15
single control will operate to shift thespeed range
Figure 14 is a side elevation of the device as
from one to the other regardless of which range
shown in Figure 13; and
may be engaged at the beginning.
Figure 15 is a sectional view of the dual clutch
Prior vehicles of this type incorporating two
used in this invention.
speed ranges have not been able to> immediately
As shown in the drawings, the reference nu
shift from one range to another without first 20 meral I indicates generally an operator’s cab
opening two or more control levers. It has been
section of a vehicle, such as a tractor or the
necessary to depress a clutch lever and also to
like, and is equipped with a seat 2 in proximity
shift some other lever to effect a shifting from
to the engine and vehicle-operating foot pedals
one speed range to another speed range. In such
3. The present invention relates only to clutch
devices the lever for shifting from one range to ~
pedals, and for purposes of clearer understand
the other was generally capable of `shifting in at
ing other pedals and apparatus have not been
least two directions, one for each of the speed
shown. A service clutch pedal 4 is provided and
ranges. It is an object of the present invention,
is capable of performing all the functions of a
therefore, to eliminate the speed-range shifting 30 regular clutch pedal as well as the several addi
levers and incorporate them in a single clutch
tional functions, which it has taken on in the
pedal, which is capable of entirely disengaging
both clutches and also capable of engaging either
performance of the present invention.
The tractor forming the subject 'of the present
clutch as may be desired.
invention is equipped with a dual clutch |5| as
A still further important object of this inven
tion is the provision of power means supplement
ing the operation of a clutch control lever, which
shown in Figure 15, wherein a fly-wheel |52 is
driven continuously by the engine (not shown)
and by means of clutches |53and |54 optionally
effects clutch operation quickly and easily with
drives a central shaft |56 or a superposed sleeve
shaft |51. Associated with the sleeve shaft is a
but minimum effort by the operator.
Other and further important objects will be
come apparent from the disclosures in the fol
40
clutch of applicant’s device is housed in a clutch
casing 6, and the clutches are operated by means
lowing speciiication and accompanying draw
ings, in which:
Y
Figure 1 is a side elevation of the entire clutch
control apparatus;
of a lever "l, which is moved by means of a con
45 necting link 8 in turn operated by a rocker arm
5,0
9 closely associated with a clutch selector | |. The
lever ‘I is aiñxed to a shaft |59, which extends
inwardly of the housing 6 as shown in Figure 15,
and causes movement of a fork | 6| which in turn
shifts the sleeve |62 in either direction. Operat
ing rollers |63 engage the under V-shaped side
of a dual purpose lever |64. The lever |64 is
pivoted at |66, and hence movement of the sleeve
|62 and integral rollers |63 will effect a tilting>
s
of the lever |64 whereby linkage |61 attached to
Figure 2' is a side elevation of the clutch se
lector;
`
' Figure 3 is a top plan view of
lector;
the clutch se
.
1
_Figure 4 shows a partial View of the device as
shown in Figure 2 in a shifted position;
v
Figure 5 is a side elevation of the device as
shown in Figure 2;
Figure 6 is a sectional View taken on the line
6-6 of Figure 5;
reduction'gearing |58 capable of decreasing the
speed and increasing the power output. The dual
3
2,409,515
4
the fly-wheel pin |69 will frictionally engage
gency pedal 27 is positioned adjacent the service
pedal 4 and is only used upon failure of the com
pressed air used in the booster arrangement of
power-operating cylinders I4 and I5. The emer~
gency pedal 27 is attached to a connecting rod 28.
either of the clutches I 53 and I 54 depending upon
the direction in which the sleeve |62 is moved.
The lever |44 is merely one of several which are
spaced at intervals around the annular periphery
of the clutches. In addition to causing movement
of the linkage |67, the lever I64= acts to maintain
The connecting arms 24 and 23 are attached to
opposite ends of a bell~crank 29 aty 3| and 32,
the fly-wheel |52 in a neutral central position so
respectively.
that it engages neither of the clutches |53 and
In order to enable the operator to shift his
|54. Springs |69 aid in establishing the engage-~ 10
transmission
gears more easily, a clutch brake,
ment and retention of engagement of the fly-A
not shown, is supplied in the system and is oper
wheel I 52 with either of the clutch discs. The
ated by iiuid under pressure obtained from a valve
clutch selector I I is actuated by the foot pedalV 4,
33.v The valve 33 is actuated by means of the
and, depending upon the operation> of thisl pedal
bell-crank Z9 through lever arms 34 and 36. The
4, a lever I2 is shifted in accordance therewith. 15 upper yportion of-the bell-crank 29 strikes the top
It will be evident, therefore, that as the lever I2'
Portion of the arm 34, and movement of this arm
is forced downwardly from the position, .as shown,
34 causes compression of a spring 37 positioned
the lever 7 will swing in a rightward direction
intermediate the arms 34 and 35, and such com
and cause a change in engagement of the dual
pressionl eventually causes a movement of the
clutches. The lever I 2 is connected to a valve I3, 20 arm 36 similar to'that of the arm 34 so that the
which is in turn connected to a pair of- fluid
valve plunger 33 is depressed. It is quite obvious
actuated power cylinders I4 and IS-vbyA meansof
that‘a depressing of the clutch service pedal 4
conduits I7 and I8. The fluid-operated power
will
act to operate this valve 33, and as the valve
cylinders I4 and I6 derive their power from com
acts to brake the moving parts, shifting of the
pressed air or other fluid under pressure normally 25
gears is made possible with a minimum of effort
found in tractors of this type. The valve I3,
on the part of the operator.
therefore, is adapted to direct this source-of-fiuid
The connecting arm 26, between the service
under pressure to either of the power cylinders I4
pedal 4’and the clutch selector II, is connected
or I6, and upon directing it to` one; to simultane~
ously exhaust the other. The power cylinders I4 30 to a small lever arm 39 on the side of the selector
unit |I. This arm 39 is in turn ñxed to a shaft
and I6 are hinged at I5 and 20,= respectively. The
4I which drives through to the opposite side of
valve I3 may be any one of several standard
the selector II and acts to operate the hook
makes, and as it forms no direct` part of the pres
type toggle lever arm 42. As will be seen from
ent invention, it is not shown in greater detail.
It will be seen that when the- power cylinder I4 35 Figure l, forward movement of the connecting
arm-25 is delayed by reason of the elongated slot
is supplied with fluid under pressure, as is the
43 in its forward end thereof.~ An extension 44
case in Figure 1 of the drawings, its pistonrod yI9
is añîixed to the service pedal 4 at 46` and at the
is extended and thereupon actuates the rocker
forward end is equipped with a stub shaft. 47
arm 9 to pivot with its sleeve Iû'about the central
adapted to slide in the slot 43. It is quite evi
shaft 2| fixed in the-housing 25 and thus pull the f
40
dent from this particular constructionfthe pedal
arm B forwardly toward the front of the vehicle.
4 may be depressed fully half of its distance‘toY
This last operation is permitted because of the
the floor-board 48 before the stub shaft 47 strikes
exhausting of the power cylinder-I6 and a with'u
the
end of the slot 43. At this'point, that is;
drawing of he piston rod 22 within the cylinder
when the pedal 4 is depressed half way tothe
I Ii. Conversely, when the lever I2 is forced clown
wardly, the valve then causes air under pressureto Y“, floor-board 48, the remaining depression of the
- pedal 4 to the floor-board 48 will cause the arm
be admitted to the power cylinder |55 >and exhaust
2'6 to be pulled forwardly, thus rotating thev shaft
the air under pressure fromv the power cylinder I4,
4I. As best shown in Figure 2, rotation of the
thereupon extending the rod 22-and withdrawing
shaft 4I causes a similar rotation of the hook
the rod I9 so that the rocker arm 9 is forcedv in the1
opposite direction from that shown, and the con
necting arm 8 is pushed in a rightward direction
member 42 and acts to extend the toggle lever>
arms 49 and 5‘I„supported by the plate member
50, which are maintained in substantially col
lapsed position by reason of the springs 52 >and
causing a shifting of the lever arm 7 and echange
in the-engagement of the operating clutches |53
and |54 with the fly-wheel |52. The valve I3, inA
addition to actingl to direct fluid under pressure,
53 extending therebetween.
upon extending these arms 49 vand 5I by reason
ofifulLdepression of the service pedal 4 forr con
isl capable of acting as a positive link between
the rocker arm 9 and the lever I 2 by means of an
current movement of connecting arm 25, lever 39,
shaft 4I, and hook member 42, a stub projection
angled lever 23, which is keyed to the sleeve shaft
Ii) at 30 and to the lower end of the valve I3, as
best shown in Figures 13 and 14. Inasmuch as
the angled lever 23 is keyed to the sleeve shaft
IIJ and the rocker arm 9 is also keyed to the
sleeve shaft I3, the combination thereof forms a
bell-crank. For purposes of clearer understand-ing, attention is called to the fixed angle “A”
shown in Figure 14 between the angled lever 23
and the rocker arm 9. From this construction- it
is possible to rock the arm 9 by a mere raising'and
lowering of the lever arm I2 regardless of whether
there is any compressed air or other fluid under
pressure in the system.
A depression of the foot pedal 4 acts# to pull
rods 24 and 26 forwardly so that they in turn
may actuate the clutch selector IIS Arr'emer
Figures 3 and 4
- show a top view of the toggle arms 43 and 5I, and
54 rides over the apex 56 of a cam member 57.
A releasing of the pedal 4 thereuponpermits the
springs 52 and 53 to again compress the lever
arms 49 and 5|„but inasmuch as the projection
54" is now on the other side of the center-point
53, the arms 49 and 5I will. compress in the oppo
70
site direction, as best shown in Figure 4.
The p_urpose of the clutch selector I I is toV shift
the' lever arm I2 so as to operate either` of the
dual clutches |53 and |54 by shifting of the lever
Tthrough appropriate linkage ,and power booster
apparatus-inthe form of compressed air cylin
ders I4 and I6. A shock absorber 58 is asso
ciated with the lever arm 7 and prohibits its rapid
movement in either direction so` `that movement
of the lever I2, regardless of howfast it'may be,
2,409,515
5
6
angle between the arms attheir intersection at
will always eifect a smooth, easy movement of
the lever 1. As previously stated, the dual clutch
has two speed ranges, and engagement of one
19. Inasmuch as the apex 56 of the cam 51 is
off-center with respect to an imaginary line
drawn between the spring pins 61 and 10, the
stop projection 54 will now be sliding on the
of the clutches |53. operates one range or direct
drive, and engagement of the other clutch |54
surface 62 of the cam member 51, and a release
of the pedal will bring about a condition as shown
operates the other speed range or indirect drive
through the reduction gearing |58, so that a shift
in Figure 4, upon the toggle arm 5| sliding down
at'the side 62 of the cam member 51 and eventu
a shifting from one speed range to the other 10 ally striking the stop 18. Continued collapsing
or compressing of the toggle arms 49 and 5|
speed range. The service pedal operates to dis
ing of the lever l2 and a corresponding shifting
of the lever 1 through its full range will effect
engage both clutches upon a depression to a point
midway of its normal position and the floor
board 48 at which point the lever 1 is in a sub
stantially vertical position and fork |6| is in po
causes concurrent movement of the cam member
51 about its pivot 61 so that the shaft 13 is forced
inwardly, viewing the device from Figure 2 of
15 the drawings. It will be understood, of course,
that these toggle arms 49 and 5| are not in op
eration until such time as the service clutch
sition as shown in Figure 15, and a full move
ment of the service pedal 4 to the floor-board
48 will effect a shifting from one speed range to
the other speed range regardless of which speed
range is in operation at the beginning of the de
pedal 4 is depressed beyond its half-way mark
and at that time they begin operation. The
20 toggle lever arm 49 has the spring-holding pin
10 añ'ixed through its end portion and upon an
extension of the levers 49 and 5| the pin slides
in the slots 15 in the supporting plate 50.
As shown in Figures 3 and 5, the connecting
double range of gear ratios that may be attained
by reason of the transmission shifting. Shifting 25 links 24 and 2B, between the service pedal 4 and
the clutch selector ||, join the bell-crank 29 at
of transmission gears is in all respects similar to
3| and the arm 39 at 8|, respectively. As previ
any vehicle with the exception that the clutch
ously stated, the operation of the arm 39 causes
pedal 4 is not fully depressed as in the ordinary
rotation of the shaft 4|, which extends from the
clutch pedal but is only depressed half way, in
which position the clutches are not engaging 30 one side of the clutch selector to the other, as
best shown in Figure 3. Operation of the rocker
either clutch speed drive. In this position the
arm 29 in contradistinction to the operation of
transmission gears may be shifted without a
the arm 39 begins operation immediately upon
driving force being upon them, and in coopera
any depression of the service clutch pedal 4 and
tion with the clutch brake as operated by the
causes rotation of a shaft 92 Within the clutch
valve 33, the transmission may be of the most
selector ||. A bell-crank 83 is splined or other
simple'form and will not require complicated
wise keyed to the shaft 82, and upon rotation
synchromesh elements.
thereof causes movement of its extending arms
Returning now to Figures 2, 3, and 4, it will be
84 and 86. A hub portion B1 of this bell-crank
evident that upon the full depression of the
service pedal 4, the toggle hook member 42 will 40 B3 acts as a spacer between the casing side Walls
88 and 89 of the selector | | and prevents undesir
cause extension of the levers 49 and 5| by rea
able shifting of the `bell-crank 83 longitudinally
son of its pulling on the shaft 60 welded, or other
of the shaft 82 which is rotated by the outwardly
wise attached, to the interconnecting member
mounted bell-crank 29 of the clutch selector ||.
59 positioned intermediate the end of the lever
'I‘he outer end of the arm 84 of the bell-crank 83
49 and the hook member 42'. The cam member
attaches to a connecting arm 9| at 92, and the
51 has an apex 56, as previously stated, and
connecting link 9i is attached at its other end
is the intersection of a substantially right angle
to a bell-crank 93 at 94. The bell-crank 93 is
for the side surfaces 6| and 62, respectively. The
pivoted on a bearing sleeve shaft 99 composed of
cam 51 is pivoted at 61 on a fixed point of the
plate 50. This toggle 51 includes upper and low 50 sections 95 and l0 as best shown in Figure ||.
The other arm 86 of the bell-crank 83 attaches
er' spaced apart elements 55 and 60 between
to a connecting link 91 at 98. The other end of
which the lever 5| moves. The end of the toggle
this connecting link 91 adjoins a bell-crank 99 at
51 is spread in a fork-like extension, as shown at
llll. This latter bell-crank 99 is pivoted on the
05, and terminates in an end 64 which prevents
spreading or contracting. The toggle arm 5| 55 section |00 of the bearing sleeve` 90.
Figure 9 is a transverse sectional View taken
is supplied with an elongated slot 90 in its end
along the shaft 4| and clearly shows the connec
and is adapted to receive the pin member 61 for
tion ‘between the lever arm 39 and the toggle hook
sliding movement therein. The pin member 61>
member 42 on the far side of the clutch selector
has extensions for supporting the ends of the
springs 52 and 53. As best shown in Figures 2 60 ||.
Figure 10 is a further transverse sectional view
and 11, the cam member 51 has a fork-like eX
of the clutch selector | | and is taken through
tension 68 at its rear and acts to support opposed
the bell-crank B3 and shows connections 92 and
pins 69 and 1|, which engage an annular groove
98 with connecting links 9| and 91, respectively.
12 formed in a shaft 13 by means of spaced apart
Figure 11 is a further transverse sectional view
annular ñanges 14 and 1G. Therefore, upon 65
through the clutch selector || and is taken
movement of the cam 51, a corresponding move
through the bell-crank 93 and shows the connec
ment will take place in the shaft 13. Projecting
tion 94 between `the link 9| and the bell-crank 93.
stops 11 and 18 are applied on the underside of
The plan view shape of the bell-crank 93 can best
Y the caml member 51 and act to limit movement
be followed in Figure 5, wherein itshows that
of the toggle arm 5| in either of its range of
pression. A regular transmission is supplied in
conjunction with the two-speed clutch, and the
two speeds in the clutch system permit exactly
movements. 'r'As shown in Figure 3, the projec
tion 54 on the toggle arm 5| is riding on the
surface 6| of the cam 51 and a full depression
of the service clutch pedal 4 will cause an ex
` tension of the toggle arm 49 and 5| to a straight
there is an upper arm |02 and an arm |03 ex
tending at slightly less than a right angle thereto.
This arm |03 of the bell-crank 93 supports an
alinement bracket |04, which has an inwardly
extending upper flange |06 and a rounded lower
2,409,515
end |01. A` hole~f|981is positioned. inl the bracketY
I94'near its upper end thereof.
lThe shape and
arrangement of'the flange and-aperture |96 and
|08, respectively, is better shown in arcuate sec
tional views, 6; 1, and 8.
in the members` |31 and |33, respectively, which
are an integral part of the rbell-crank I I'I. It will
be noticed that the right end of the pilot shaft
|21 is not engaging the alinement arm II2.but
rather is separate from this arm ||2.- As the
The second bell-crank 99Y on the shaft 96-is
service clutch pedal 4 isl depressed, the bell
also equipped with a substantially upwardly eX
crank 29 ìis directly rotated by means ofthe con
tending arm |69I and a lower extension I I I, which
necting link 24.» This causes-immediate rotation
is slightly less than a straightf angle with re
of the shaft 82 and a similar rotation ofthe
spect to the upper arm |09. The lower arm IH 10 bell-crank 83 mounted internally ofthe clutch
is similarly equipped with an alinement bracket
selector II. Rotation of this bell-crank 83 in a
I|2,' which has a lower flange I i3 and an upper
clockwise direction as viewed in Figure 5, and
rounded portion I I4 and includes an aperture I I6,
indicated by the arrow C, causes a rightward
all fully- shown in' Figures 6, '1, and 8.
movement of the connecting link 9| and a similar
As will ‘be’ noticed in Figures 6, 7, and 8, the
movement of the upper arm | 02 of the bell-crank
alinement brackets |94 and ||2 arespaced at a
93. Such movement causes the bell-crank 93
considerable distance apart', and a' third bell
to move in a clockwisel direction about its sup
crank` Ilfl' is positioned therebetween'and on the
porting shaft 96, whereupon its lower extension
shaft 99. The bell-crank I |1'is equipped with’an
|93, supporting the alinementy arm I 04, moves
arm IIS positioned centrally of theelinement 20 downwardly,
and'by reason of the shaft |21 en
brackets-|94 and ||2\and~ar depending arm H9.
gaging' both bell-cranks 93 and I I1, clockwise
The-lower` end of the arm IIS engages a connect
rotation of the bell-crank is imparted to the bell
ing link |2| at |22. The` connecting link I2| is
crank ||1 is shifted leftwardly, thus pulling the
attachedat |23 to the lever arm |24, which is in
connecting link I2I in a similar direction and also
turn keyed, splined, or otherwise attached, to a
the
lever arm |24, which is keyed to the shaft
shaft |29, upon which is mounted the operating
|26, It will thus be seen that clockwise rotation
lever. | 2, previously described as in connection
is given to this shaft |26; It will be remembered
with Figures 1 and 3.
that the shaft I 26 supports the'actuating lever
Thefork-like arm |I8 ofthe bell-crank I|1 is
I2, and it thus moves the arm I2 downwardly
additionally shown in Figure 11 and has a clamp
therebetween. A pilot shaft |21 is rigidly held 30 as viewed in Figure 1. This downward movement
of the lever I 2 actuates thel control valve I3,
between upper and lower members |23 and |29,
effecting operation of one of the power cylinders
respectively. As shown in Figures 5 and 6, the
shaft |21is shown in its leftward position and en
gaging the aperture |98 in the alinement bracketl
|04. Figure l1 additionally shows the shaft 13
I4 or It, thus shifting the rocker arm >9 land there
upon the lever arm 1 through the connecting
link 8. Such operation causes both the dual
clutches |53 and |54 to be disengaged, andthe
shifted by means of the cam 51, as previously de
device is in condition for manual shifting‘of the
scribed. The bell-crank I Il superposes this shaft
transmission gears. Release'of the pedal 4'from
13 and shows the upper and lower members |28
and |29 attached by means of suitable bolts or 40 its half depressed position willv cause a reengage
ment of the same clutch |54 that was engaged at
' the like |39. It will be seenv that a shifting of
the time the service clutch pedal was initially de
the shaft 13 will cause a simultaneous shifting
pressed. Assuming now that we are in either
of the clamp members |28vand |29 inasmuch as
seconder third-*speed of the regular transmission
they are mounted in an annular recess I3! in
the shaft 13.' Movement of the shaft 13 isre- f speeds, and we desire to shift the clutch speed
to a direct drive, it is merely necessary‘to depress
strained by reason of a spring-pressed detent | 32
the-'service clutch vpedal all the way to the'floor
engaging notches |33V or |34in the shaft 13. A
board 48’ at >which time the connecting link 26 will
spring- I 36racts to force the plunger |32 into the
be actuated and will in' turn act'to shift the
slots |33 or |34. The engaging angle of the lower
toggle lever- arms 49 and 5| from the position
‘ end of the detent I 32 and the angle of the slots I 33 »
shown in Figure 3 to the position shown in Fig
and |34 are relatively small and a great force is
ure 4'. As previously stated, this has'caused'the
not required to cause shifting of the shaft 13, but
cam member 51'to shift downwardly so that its
the shaft 13 is prevented from unwarranted
apex Eûfis at a point below the center line between
wobbling or shifting except when desired.
the end mountings of the lever arms 49 and 5I.'
As best shown in Figure 3, thebell-crank | I1
Shifting of this cam 51' is, ofcourse, caused by
has spaced arms |31 and |38 which._encloser the
the engagement of the arm 5I withy the projection
clamp arm |23 and support a T-headlëiawelded
lß'on the cam'51. Shifting of this cam .'ilalso
to the ends thereof, as shown at I4I. The T
causes a similar shiftingA of the shaft f3, which
head |39 has downwardly> depending end portions
determines which one of the bell-cranks, 93 or 99,
|42 and I 43, which prevent excessive lateral
shiftingV of the alinement arms |84 and II2.
` >In operation, the tractoror other vehicle is
preferably started in the low speed range, or with
firten I 5G in operation, andwe, therefore, assume
that the shaft 13 is in its` proper position to effect
such low speed range engagement. In such posi
tion the shaft 13 has its notch. Iëtengaged by the
detent |32, andY also in such position the clamp
members |23 and |29 are in their extreme
ward position, as shown in Figure'll. Inthis
position, the pilot shaft |21 is also in its. extreme
leftward position, as specifically shown in Figure
6.'
Asshown in this Figure 6, the shaft |21
engages theaperture |98 in- thealinement arm
60 will be the controlling factor in operating the bell
crank` I I1.' The position of the shaft ‘I3 after its
shifting, as shown in Figure 4, will cause engage
ment ofthe detent |32 with.A the notch |34 rather
than notch I 33, as shown in Figure 11. Such
shifting of'the shaft 13 'causes a similar shifting
of the clamping members IZBand |29 by reason
of their engagement in the annular recess I2| in
this shaft 13. In the shifted position, the clamp
ing members |28 and |29' will move rlghtwardly
and engage the rigl’it‘arm of the bell-crank II?,
as shown in Figure 11.~ Such shifting of the
clamping members |28 and |29 ‘causes a like shift
ing of its supported pilot shaft |21, which there;
|.ll4fas .well as .engaging ,theapertures |44 and-.|45 75 upon disengages the alinement'member ||l4iand
engages the alinement member,V |12; as shown in
.
2,409,515
Figure 7. In such position a depression of the
service clutch pedal 4 will cause rotation of the
shaft 82 in a clockwise direction and will effect a
downward movement of the connecting arm 61
and hence will cause the bell-crank 99 to move in
a counter-clockwise direction about its support
ing shaft 66
viewed in Figure 5, and inasmuch
as the alinement member I|2, which is a part of
the arm III of the bell-crank 55, is now engaged
by the shaft |21, it will be evident that movement
of the bell-crank 25 will control movement of the
bell-crank Ill so that this time the depending
arm IIS, connecting link IBI, and lever arm 524
will all move in a rightward direction as shown in
Figure 5. The resultant rotation supplied to the
shaft |26 is now counter-clockwise as distin
guished from the clockwise direction that it had
when its rotation was obtained from the` bell
crank 93. Therefore, the lever arm I2 is shifted
upwardly and effects an opposite movement of
l0
the pivot point III so that the lever arm 23 and
legs 15|' and |52 of the rocker arm 9 form fixed
bell-cranks defined by the ñxed angle A between
the arms 23 and |52. The valve I3 has an oper
ating valve stem |53 vertically reciprocable
through a small range of movement.
It will be '
apparent that whenrthe lever I2 either lowers
or lifts -the valve operating stem |53 to either of
its limiting positions, further movement of the
-lever I2 will cause a shifting of the entire valve
body I3. This valve I3 is equipped with a de
pending member I54 terminating in a fork |56
between which is mounted the end of the lever
arm 23 pivoted thereto by means of the shaft
|51. During ordinary operation of this clutch
selector, movement of the lever I2 will cause the
valve I3 to direct air under pressure to either
one of the cylinders `I4 or I6, whereupon the cyl
inder receiving the comp-ressed air will have its
piston extended and thus rock the rocker arm 9
about its pivot 2|. Upon release of the service
clutch
pedal 4, the spring |58 will act to return
of the dual clutches |53 of this device. Follow
it to its normal upward position with respect to
ing through with the driving operation, it will
the floorboard 48. Upward movement of the
be understood that we now are driving directly
service clutch pedal 4 will cause a counter-clock
25
through the clutch |53, and the speed of the
wise movement of the shaft 62 and an opposite
vehicle increases. While in this high speed range
movement of the lever I2. Such movement of
of the clutch, it is possible to shift in any of the
the lever I2 will cause the valve I3 to actuate one
regular transmission gear speeds by merely de
of the power cylinders I4 or I6 and shift the lever
pressing the service clutch pedal 4 to its half-way
to enage either plate of the dual plate clutches
position to the floor-board 48. It will be under 30 1|53
or |54. The force required to shift the fric
stood that regardless of which clutch speed range
tion clutch plates into and out of engagement is
is in operation, a full depression of the service
great, as it must overcome the direct forces of
clutch pedal will cause the clutch speed range
the large springs |69, and it is, therefore, neces
to change. 'I'his is true because the cam member
sary to use the'compressed air booster in both
35
51, upon each shift, has its vertex 56 shifted to
directions
of clutch movement, that is, in engag
either one side or the other of the center line
ing or disengaging. The spring |58 is not strong
drawn between the spring retaining shafts 61
enough to actuate the clutch but is suñiciently
and 1Il. This shifting causes the projection 54 to
strong to operate the lever I2. Hence, when the
ride overcenter every time the lever arms 49
air pressure is not operating, and the service
and 5| are extended by reason of movement of the 40 pedal 4 has been depressed for shifting purposes,
hook 42 upon operation of the connectingarm
it is necessary to operate the emergency pedal
26. After each overriding of the center 56 by the
21 to raise the service pedal 4 inasmuch as de
stub projection 54, the lever arm 5| will ride down
pression of the emergency pedal 1 causes counter
the opposite side of the cam 51 so that regardless
clockwise movement of the rocker arm 29 about
of its initial position the cam 51 will shift in
its shaft 82, as viewed in Figure 1. From this
an opposite direction so that the shaft 13 will
description it will be evident that it is possible
reciprocate.
to shift clutch ranges entirely by manual oper
Depression of the pedal'll causes rotation of the
ation without the aid of the booster system or
bell-crank 83 and a simultaneous shifting of the
connecting arms 9| and 91 so that both bell 50 merely to shift transmission gears upon a half
way depressionjof the service pedal 4. In both in
cranks 93 and 99 shift regardless of which one is
stances, the service clutch pedal is raised by de
engaging the bell-crank II1. Initial depression
the lever arm 1 and an engagement of the other
pressing the emergency pedal 21.
Overrunning spring units are supplied in the
of the foot pedal 4 causes the bell-cranks and
their associated alinement members |04 and H2
to assume the position shown in Figure 8, where
in the flanges |06 and I|3 engage the members
|31 and |38, respectively, and upon such engage
ment, both apertures |08 and IIE are axially
alined with the shaft |21. In this position the
shaft may be shifted upon continued depression
of the foot pedal 4 and operation of the toggle
levers 49 and 5| to effect movement of the cam
51. However, if the clutch pedal 4 is not de
pressed the remaining half distance to the floor
board 48, the pilot shaft |21 will remain engaged
with the alinement member |04 or I I2 with which
it was engaged previous to any depressing of the
arms 24 and 26, between the pedals
55 connecting
4 and 21 and the clutch selector I`| at |46 and
60
|41. The spring unit |41 is for the purpose of
permitting tolerance in adjusting `the length of
the slot 43. The spring unit |46 comes into play
during the last half of the depression of pedal 4.
During that movement, it is required that the
rocker arm 29 remain‘in its position as ñxed by
the first half of the depression of the pedal 4, and,
therefore, inasmuch as the connecting arm 24
continues to move through full depression of the
pedal 4, the spring |46 will be compressed. It
will be understood that the spring is under a suffi
cient initial load to cause the arm 24 to act as
a solid link between »the pedal 4 and the rocker
When the compressed air or fluid pressure of
arm 29 during vthe ñrst half depression of the
70
the vehicles fails, and it is desired` to make
pedal 4. During the last half of the pedal de
pedal 4.
,
changes in the transmission gearing, this is pos
sible by utilizing the valve I3 as a solid link be
tween the rocker arm 9 and the lever I2. As
bestshown in Figures 13 and 14, the rocker arm
9 and lever arm 23 are keyed to the shaft 2| on
pression the spring |46 compresses and the rocker
arm 2S remains in neutral while the range shifter
comes into operation. If the compressed air or
other power fails, then it requires much more
force to bring the clutch selector into neutral po
sition, and therefore, the initial load of the spring
MS ‘is overcome during the first half of the de
pression of the pedal "4 and neutral position of
the clutch selector is not reached until full de
pression of the pedal 4. At such time the range
ofthe clutch has also been changed, but this is
not detrimental to the tractor operation.
The connecting arm 28 between the emergency
pedal 28 and rocker arm 29 is provided with >a
means 'for adjusting, as shown at |48. Operation
of `this turnbuckle adjusting means M8 will vary
thelength of the connecting’link 28.
12
pair of shafts operating means to cause inter
locking of either of said levers to the bell-crank
en the third shaft, whereby said third shaft has
motion in either direction of rotation depending
on which lever is locked to the bell-crank on the
third shaft, said means to cause interlocking
comprising a toggle mechanism having a pivot
able cam toggle with an apex, a pair of hinged
toggle arms, a spring for normally compressing
said toggle arms, a projection on one of said
toggle arms for engaging one end of said cam
toggle, projections on opposite sides of said cam
toggle engageable by said toggle arm having the
V'I‘he top of the clutch selector unit Il' is
projection to cause pivoting of the cam toggle,
equipped with a clamping device |49 .to enable 15 and a reciprocable shaft moved by the opposite
electrical cables or the like to be ñrmly held in
end of said cam toggle, said reciprocable shaft
the vehicle. This, however,'performs no func
carrying a locking pin to alternately engage one
tion of the present invention.
or the other of said levers with the bell-crank
'Numerous details of vconstruction may be varied
on the third shaft and an extension of said toggle
throughout a wide range, but it is not the pur
pose’v of this invention to limit the patent granted
hereon otherwise than as necessitated by the ap
pended claims.
'.What is claimed is:
-1_'In a vehicle having dual`clutches and actu
ating means therefor comprising an operating
pedal, a clutch selector, said actuating Ymeans
capable of effecting alternate engagement of
either clutch upon successive‘depressions of said
20 arms by the rotation of the other of said pair of
shafts by depression of the operating pedal caus~
ing said projection on said togglearm to move
past the apex on the cam toggle and a subse
quent release of said operating pedal and a con
25 current release of the other of saidpair of shafts
permitting said >spring to compress said toggle
arms in the opposite direction'as the‘projection
on said arm rides'down the opposite side of the
cam toggle, whereupon said toggle arm strikes
operating pedaL'said clutch selector comprising 30 one of the projections on saidcam toggle and
a pair of shafts adapted to be successively ro
causes it to pivot and so‘shift the sha-ftcarrying
tated bythe operating‘pedaL'one of said shafts
the locking pin to engage the-opposite lever with
having a bell-crank lever keyed'thereto, a pair
the bell-crank from the one vinitially engaged.
of levers ’joined to opposite ends of said bell~
4. In a vehicle having dual clutches and actucrank lever,`a third shaft, and a bell-crank lever 35 ating means therefor lcomprising an operating
keyed to said third shaft,'the other of said'pair
pedal, a clutch selector,'said>actuating means-ca
of shafts operating 'means’to vcause interlocking
pable of effecting alternate engagement of either
of either of said levers to- the bell-crank on the
clutch upon successive depressions of said oper
third shaft, whereby ‘said third shaft has'motion
ating pedal, said clutch selector comprising a pair
in either direction of rotation depending on which
of shafts adapted ‘to be successively rotated vby
lever is locked t0 the 'bell-crank on the third
the operating pedal, a crank von each of said shafts
shaft.
and a connecting rod between each crank and
'2. -In a vehicle having'dual clutches and actu
the operating pedal, one of‘saidshafts and a-con
ating means therefor comprising an operating
necting rod between each >crank >andthe operat
pedal, a clutch selector, vsaid actuating 'means 45 ing pedal, one of said connecting rods ‘having a
capable .of effecting alternate engagement of
lost motion means therein and the other of'said
either clutch upon successive depressions of said
connecting rods having an overrunning `spring
operating pedal, said clutch selector comprising
means therein.
a pair of shafts adapted to ’be successively ro
5. LIn a vehicle having‘dual clutches and actu
tated by the operating pedal, one of said shafts 50 ating ‘means therefor comprising Yan Aoperating
having a bell-crank lever keyed thereto, a pair of
pedal, a clutch selector„means interposed between
levers joined to opposite ends of said bell-crank
said selectorand'the dual clutches for engaging
lever, a third shaft, and a`bell-crank lever keyed
either of said clutches, ‘said actuating means
to said third shaft, the other of said pair of
capable .of effecting alternate engagement of
shafts operating means to cause interlocking o-f 55 either clutch upon'successive depressions'o'f said
either of said levers to the bell-crank on the
operating pedal, said clutch selector comprising
third shaft, whereby said third shaft has motion
in either >direction of rotation depending on
aplurality oflevers and'means‘for'interlocking a
predeterminedpgroup of said levers whereby move
which lever is locked to the Ybell-crank on the
ment of .the operating pedal through its full
third shaft, said means to cause interlocking 60
range of travel will automatically cause vanother
comprising a toggle mechanism.
group of said levers'to-be interlocked, said means
3. In a vehicle having dualv clutches and actu
for‘interlockinga predetermined group of levers
ating means therefor comprising an operating
comprising a toggle mechanism spring compressed
pedal, a clutch selector, means interposed be
to'one side andadapted to be >extended to a
tween said selector and the dual clutches for 65
straight
angle upon .depression ,of ~theoperating
engaging either of said clutches, said actuating
pedalandupon release of said pedal to have said
means capable of effectingalternate engagement
toggle mechanism compressed to the othersi'de,
of eitherclutch upon successive depressions of
and
said means interposed between said selector
said operating pedal, said clutch selector com
prising a pair of shafts adapted to be successive 70 and 'the dual clutches comprising an auxiliary
power supply, a valve, Vand aipair o'f power cylin
ly rotated by the operating pedal, one of said
ders,ywhereby operation of Athe-selector will oper
shafts having a bell-crank lever keyed thereto,
ate said valve and effect operation of either of
a pair o-f levers joined to opposite ends of said
said power cylindersdepending on ,the direction
bell-crank'lever, a third shaft, and a bell-crank
of` movement of theselector.
lever keyed to said thir'd shaft,'the other Yof said 75
'6. In a vehicle having dual clutches and actuat
I
2,409,515
13
ing means therefor comprising an operating pedal,
14
on the third shaft and an extension of said tog
gle arms by the rotation of the other of said pair
a clutch selector, means interposed between said
of shafts @by depression of the operating pedal
selector and the dual clutches for engaging either
causing said projection on said toggle arm to
of said clutches, said actuaing means capable
move past the apex on the cam toggle and a sub
Ul
of effecting alternate engagement of either clutch
sequent release of said operating pedal and a
upon successive depressions of said operating
concurrent release of the other of said pair of
pedal, said clutch selector comprising a pair of
shafts permitting said spring to compress said
shafts adapted to be successively rotated by the
toggle arms in the oppo-site direction as the pro»
operating pedal, one of said shafts having a bell
jection on said arm rides down the opposite side
crank lever keyed thereto, a pair of levers joined
of the cam toggle, whereupon said toggle arm
to opposite ends of said bell-crank lever, a third
strikes one of the projections on said cam toggle
shaft, a bell-crank lever keyed to said third shaft,
and causes it to pivot and so shift the shaft car
the other of said pair of shafts operating means
rying the locking pin to engage .the opposite lever
to cause interlocking of either of said levers to
the bell-crank on the third shaft, whereby said
with the bell-crank from the one initially en
gaged, said means interposed between said selec
tor and the dual clutches comprising an auxiliary
power supply, a valve, a pair of power cylinders
adapted to be singly actuated by said valve, a
interlocking comprising a toggle mechanism hav
rocker arm adjoining said power cylinder, and
ing a pivotable cam .toggle with an apex, a pair 20 an angled lever arm adjoining said Valve and
of hinged toggle arms7 a spring for normally com
affixed to said rocker arm at its fulcrum, where
pressing said toggle arms, a projection on one
by the angled lever arm and the rocker arm form
of said toggle arms for engaging one end of said
a bell-crank and rocking of said rocker arm in
cam toggle, projections on opposite sides of said
a direction depending on which power cylinder is
cam toggle engageable by said toggle arm having
actuated.
the projection to cause pivoting of the cam toggle,
CLIFFORD R. ROGERS.
and a reciprocable shaft moved by the opposite
WILLIAM Oi. BECI-IMAN.
end of said cam toggle, said reciprocable shaft
JOSEPH F. ZISKAL.
carrying a locking pin to alternately engage one
or the other of said levers with the >bell-crank 30
third shaft has motion in either direction of ro
tation depending on which lever is locked to the
bell-crank on the third shaft, said means to cause
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