| 摘要 |
1,006,693. Controlling friction clutches; linkwork. FRANCAISE DU FERODO S.A. April 10, 1962 [April 10, 1961], No. 13876/62. Headings F2C, F2K and F2L. [Also in Division G3] A spring-engaged, hydraulically-disengaged friction plate clutch in a motor car &c. transmission is connected to an hydraulic control circuit including a distributer valve and a servo operative to adjust the speed of a prime mover driving the clutch, a device actuated in dependence upon the difference in speed between the input and output shafts of the clutch when disengaged so varying the pressure in the control circuit and in the speed adjust servo that re-engagement of the clutch following disengagement is synchronized by control of the prime mover speed. Friction clutches.-In one form, an engine shaft 10, Fig. 2, drives the housing H of an hydrodynamic torque converter W in series with an hydraulically disengaged friction clutch C having its driven disc fast with a shaft 11 connected to the change-speed gear of a motor car &c. housing the mechanism. A Belleville washer 25 has castellations 26, 27 engaging notches in a housing 19 fast within the turbine of the torque converter and notches in a slidable piston 18 to bias the latter for clutch engagement. Fluid entering through a passage 47 to the torque converter working space W, passes. through a space F surrounding the servo comprised by the piston 18 and the housing 19, and through one-way valves 31 in the piston to the servo working space M, being exhausted from the working space through the space 43 between the driven shaft 11 and a surrounding tube 16 supporting the one-way mounted reactor of the torque converter. The clutch C is disengaged during ratio shifts in the change-speed gear by supplying liquid in the reverse direction through the space 43 in the tube 16 to the space M, the one-way valves 31 then closing. The space F around the servo 18, 19 is simultaneously vented to sump through the torque converter working space W, 47. On establishment of the selected ratio, the clutch is re-engaged by release of the pressure in the servo space M &c. Control.-Disengagement of the clutch during ratio shifts is effected by closure of a gear-shiftlever mounted switch 38, Fig. 8, to energize a solenoid 37 and condition a valve 36 to connect an engine driven pump 32 drawing liquid from a sump 33 to a pipe 43 and the servo space M. Simultaneously the space W is vented through a pipe 42 and the valve 36 to the sump 33. During upshifts, the accelerator pedal A of the vehicle is released to close the carburettor butterfly valve 65, thus slowing the engine and the shaft 10, which accordingly rotates more slowly than the driven shaft 11. As soon as this condition is reached, a drag-ring valve 49 between the shafts 10, 11 opens to connect the servo space M to a duct 44 in the driven shaft 11, the duct being connected through the valve 36 to a pipe 45 containing an orifice 59 and feeding a servo 46 which is thus energized to re-open the throttle valve. The engine is accelerated so that the driving shaft 10 catches up with the driven shaft 11, and actuates the drag-ring valve 49 to shut-off the supply of liquid to the throttle servo 46 and instead bent the shaft duct 44 &c. to the sump through the space F and the torque converter working space W &c. When the pipe 43 has been put under pressure to disengage the clutch C, a feed-off pipe 67 connecting the pipe 43 to a diaphragm servo 68, actuates the latter to open a switch 69 in the circuit 76 of the engine ignition coil 77, thus disabling the engine. A switch 73 in parallel with the switch 69 is closed by a diaphragm servo 72 when the throttle servo 46 is energized, to keep the engine running, and a further switch 74 in parallel with both switches 69, 73 is closed by an output driven contrifugal governor 75 at all road speeds less than 15 m.p.h., to prevent jerks. In a modified form, a simplified electro-valve 35<SP>1</SP>, Fig. 9, is again controlled by the gearshift-lever mounted switch 38, but the clutchdisengage pipe 43 is branched by a pipe 82 to a distributer valve 80, and the pipe 44 is also connected by a pipe 84 to the second valve. The second valve 80 is connected to the opposite ends of a double-acting servo 81 of which the piston 87 is normally biased by a compression spring 92 between fixed abutment washers 93 to a central position. A lever 96 is fulcrumed at 95 on the connecting rod of the servo 81, and is geared at its ends through links 99 to the throttle valve 65 and through links 97 to the car accelerator pedal A. The throttle valve 65 is positioned by the servo 87 for synchronizer engagement of the clutch C irrespective of the position of accelerator pedal A. In another modification, the drag-ring valve 49 is dispensed with, and the clutch C, Fig. 11, is modified to produce two pressures proportional to and varying according to the relative speeds of rotation of its driving and driven members to actuate a comparison valve 100, which then moves to energize the throttleopening servo 46 or the ignition-cut switch 69, as appropriate. The clutch C is formed with an inner servo chamber M comprised by a radial passage M2 in its driven disc, and an outer chamber M1 surrounding the disc, the two being interconnected towards the periphery of the driven disc by a port M3. Pressure at 105a at the centre of the disc is dependent upon the speed of rotation of the driven disc, and pressure at 103a in the outer chamber M1 is dependent at least in part of the speed of rotation of the outer housing 17, which may be formed with radial liquid guide vanes. The pressure points 103a, 105a are connected by pipes 107, 109 to spaces 103, 105 of the comparison valve 100, which accordingly moves up or down to connect pressure to the throttle-open servo 46 or the ignition cut switch 69. In another modification, Fig. 12 (not shown), the ignition-cut switch shown in Fig. 11 is omitted and the throttle valve is actuated by a double-acting servo similar to the servo 81, Fig. 9, controlled by a comparison valve functioning in similar manner to the valve 100, Fig. 11, according to variations of pressure at two points within the clutch. Drag-ring valve.-A bush 51, Fig. 5, is fast with the piston 18 and is formed with a groove containing a spring 52 frictionally engaged with a ported sleeve having a pin-and-slot lost motion connection 53, 54 with the hub 23 on the shaft 11 supporting the driven clutch disc. When the engine and the piston 18 rotate more quickly than the driven shaft 11, the sleeve 50 is turned on the shaft 11 by its frictional engagement with the spring 52 so that ports 55 &c. therein connect the shaft duct 44 to the space F outside the clutch C, thus venting the throttle pedal servo 46. When the piston 18 rotates less quickly than the driven shaft 11, the pin- and-slot connection 53, 54 permits the ported sleeve 50 to be turned by its frictional engagement with the bush 51 so that the shaft duct 44 is not longer vented to the space F, but is instead connected by ports 57, 58, Fig. 7, to the clutch-disengage space M, from which liquid pressure is accordingly transmitted to the servo 46 to open the engine throttle and accelerate the engine. |
