DE1405788A1 - Electromagnetic coupling device, in particular for motor vehicles - Google Patents

Description

P 14 05 798.6 (B 57 738 II / 63c)

Lr / Lro R.-Wr. 7 * 28

4.5.60

Attachment to

Patent and »..-._, _A. . "_

Π OBER TB 0 a 6 H GMBH «Stuttgart W, ProJtseheidstrasae 4

Electromagnetic coupling device, especially for

Automotive ze sige

The invention relates to an electromagnetic clutch device, in particular for internal combustion engines of motor vehicles, which is able to transmit a torque that increases with the engine speed when a minimum speed is exceeded and receives the energy required for torque transmission in the form of electrical, pulsed current surges during start-up operation. With such clutches, care must be taken to ensure that at speeds that are only slightly above the idling speed, the clutch capacity remains lower than the smallest drive torque required for rolling on a level roadway. This requirement partially contradicts the further requirement, according to which the clutch must transmit its full torque as soon as the drive speed has risen to a so-called low-level drag value, in which case the torque is transmitted without dragging. This drive speed should not be higher than three times the value of the starting speed. Moreover, it is aimed at "ta erhüben the lowest aualÖs.end · the Kupplnngs- Yoagang Anfthrdrthaahl depending on the Teeperatur the, engine, so at low FETR ^ which then required · increase ebsteaperatuien idle dr ^ lw

BATH ORIGINAL

Robert Bosch OmbH ti Lr / Loi R.-Mr. 7 ^ 28

Stuttgart> *. 5.60

number does not initiate the coupling curtain. ; 2s has calibrated further than proved necessary to influence the electrical energy used to actuate the clutch as a function of the respective driving speed.

These tasks can be achieved in a simple series with a coupling device of the type described at the outset if, according to the invention, the currents are supplied by an electrical pulse generator that is supplied by the crank of the internal combustion engine or the engine. another VJo 11 ο driven by this is actuated and supplies pulses, the duration of which can be changed depending on the speed. A particularly effective arrangement is obtained if, in a further embodiment of the invention, a with A monostable multivibrator equipped with transistors is provided, which receives its control pulses from a voltage that changes in rhythm with the engine speed, preferably the voltage on the primary winding of an ignition coil. Such a multivibrator maintains a high accuracy of the pulse duration even with long operating times and under strongly fluctuating operating temperatures, if According to another proposal of the invention, the multivibrator In addition to an input transistor and an output transistor, it contains a transformer which has a primary winding which is seated on a magnetizable core and which is connected in series with the emitter-collector path of the output transistor, while its Secondary winding Connected in parallel to a resistor via a rectifier, which is in the connecting line between the base of the input transistor ρ and the tap of a potentiometer, which is a bias voltage of the emitter-base path, preferably variable with the speed of the internal combustion engine of the input transistor results in

Further details and expedient further training are illustrated after life by means of Aueftlhrungabe! Play ».

90 * 005/018 * * ^Γ Lb "original

U05788

Robort Bosch OnIrH Lv / Ιλι R. -Mr ·. T Stuttgart 'K 5.60

Ea shows:

Piss. 1 a four-cylinder

with magnetic particle clutch and electronic control device .In schematic representation,

Pig. 2 shows a longitudinal section through the coupling of the machine according to Pig. I,

Pig. 5 is a circuit diagram of the control device provided for actuating the clutch.

Pig. 4 shows another control device, Pig. 5 a picture of this,

Pig. 6 shows the circuit diagram of a third SUe-gate device and

Pig. 7 a diagram to explain their Vüi'ktmsswei.so. In

Pig. 8 A section from the circuit diagram of a modified control unit is shown.

Pig. As a fourth embodiment, FIG. 9 shows a control device in which the pulse extension to eleven dry. nisohem way is achieved and

Pig.10 a picture of this.

The internal combustion engine 10 intended for the operation of a motor vehicle (not shown) works together with a high-voltage auxiliary system, the distributor of which is indicated at 11. OehÄuae 12 of the magnetic particle coupling is connected to the internal combustion engine, which is indicated by an in Pig. Z> electrical control device shown in more detail is automatically engaged when the speed of the internal combustion engine is increased to a predetermined minimum value above the idling speed. A more common gear 15 is flanged to the housing of the magnetic particle clutch, the individual gears of which can be optionally engaged by a shift lever 16.

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909805/0184

U05788

Robert Bosch GmbH Lr / Lta R.-No. 7428

Stuttgart 4.5.6O

Like Pig. 2 baseer can be recognized, contains in its housing 12 eimm from sivei ßchd? .En 21 and 22 s, firmly connected to the crankshaft 22 of the internal combustion engine, at the same time (? Ate Schwungi'ad of the internal combustion engine forming cage and an oinar drive shaft bimsenden rotor 25 having on its outer surface a plurality of juxtaposed grooves 26. between the lateral surface d.ss rotor and the cylindrical inner wall 28 of the cage is CLV. in reality, about 1 to 2 mm wide annular gap · irwinchen in the cavity of the cage 21 , 22 and the rotor 25 iat rnp.gnetlßbarenOG powder 30 is filled in, which is thrown into that annular gap when the internal combustion engine is running as a result of the centrifugal force. is inserted into which a magnet winding 55. The ends of the magnet winding 35 are each isolated from one another the outer end face of the shell 22 seated slip rings 36 and yj out. On the inside of the housing 12, two soles 38 and 39 are also insulated from one another and attached. Each of these two brushes works together with one of the two slip rings. Lines lead from the brushes to a junction box 4o located on the outside of the housing 12, via which the magnetic winding 35 of the coupling is connected to the control device 13 Fig * 1 indicated at 4l 1st. To generate these current pulses, the input voltage of the control unit 13 is connected to the distributor 11 of the high-voltage ignition system by a cable 42, via which a short control pulse indicated at 43 is fed to the control unit with each ignition process.

909805/0164

BATH OR! 3i _NAl

Robert Bosch OmbH Lr / Lci R. No. 7 ^ 28

Stuttgart 4.5.60

Like the In Pig. 5, a positive line 51 leading to the control device as well as the primary winding 52 and the secondary winding 53 of the otherwise not shown ignition coil of the high voltage subsystem can be connected to the battery 50 provided for operating the high-voltage subsystem via an ignition switch 54. The primary winding 52 is connected in series with the interrupter 56 accommodated in the housing of the distributor 11. The interrupter arm works with a stationary contact 57 connected to ground line 55 and is lifted twice from stationary contact 57 by a hump-shaped cam 58, which is also housed in the distributor housing, with every revolution of the internal combustion engine. Whenever the Scinltarni 56 interrupts the current flowing through the primary winding 52 ZUiidufcrom J, arises at the primary winding of a voltage 17 and is supplied with this series-connected capacitor 61 the multivibrator described in more detail below 65 via a resistor 60th Two resistors 62 of 10,000 ohms and 63 of 5,000 ohms and a capacitor 6h of 0.02 / UP are connected to the capacitor, which are connected in series to the positive line 51 and ground line 55.

The multivibrator 65 is designed to deliver one of the current pulses 4l for the clutch for each of the ZUndimpuls 45 that arise when the A breaker 56 is opened, the duration of which depends on the respective speed of the internal combustion engine with the help of a Fllehgewlchtsverstellers 66 in the Welse described in more detail below increasing speed can be increased. The multivibrator includes an input transistor 70 and an output transistor 71, both of the PNP type.

The input transistor 70 has its emitter electrode directly on the plus line .51 / c a collector is with the base of the Auegangstransistor 71 directly connected and is via a

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Robert Bosch OmbH Lr / Lm R..Nr. 7 ^ 28

Stuttgart. 4.5160

Resistance 72 of 8,000 ohms on the negative line 55 · The tax arisen with each opening movement of the breaker lever 56. Voltages U are fed to the base of the input transistor via a Gerraaniumglelehrichter 74 that is permeable in this direction. The base of the input transistor is also connected via a resistor 75 of 2000 ohms to the connection point of a Pestwidorstandes 76 of about 10,000 ohms connected to the negative line 55 and a variable resistor 78 which is provided with a tap 77 and is connected to the positive line 51. To your In Pig. 5 connection point marked A

This resistance is also the lead electrode of a 0e> manlumglelchrlchters 80 connected. His lead electrode leads to the secondary winding 8l of one connected with its other winding end to the Baals B of the input transistor 70 Transformer «which carries a primary winding 85 on a common iron core 82. The primary winding is connected in series with the emitter-collector path of the output transistor 71 and with an Oermanlum rectifier 84 bridged. This lies with his Lead electrode on the ground lead and is in reverse direction claimed as long as the output transistor 71 is conductive. At the gate 71 located in the Smltterzuleitung to the output transistor Arbeltswiderstand 86 of 1000 ohms, the base of an amplification transistor 87 is connected. This one works on you too working resistance 88 of 20 ohms lying in the emitter lead. The control voltage generated at this is fed to a power transistor 90 which controls the output in Pig. 1 supplies pulse-wide current impulses 4l to the magnet network 55 of the coupling located in its collector circuit. To suppress the am At the end of the voltage peaks arising from the current pulse, the magnet winding 35 is formed by a silicon diode 91 and one with this series-connected resistor 92 of 10 ohms bridged.

■■■■ .-- 7 .-. 90980S / 01 64 bad original

Robert Bosch CknbH Lr / lm R, -No. 7 * 28

Stuttgart 4.5.60

The current impulses © are caused by the multivibrator 65 in the following way: Since the base of the input transistor 70 is at the negative connection point A compared to the celnero emitter, it is able to carry current through its working resistor 72 in the idle state and thereby blocks the output transistor 71 and the two subsequent in-phase transistors 87 and 90. As soon as the breaker lever 56 is lifted from its mating contact, the rectifier 7 ^ reaches a positive potential, so that the input transistor 70 is blocked and the output transistor. 71 is made stroailleitend. However, the now-onset, flieusende across the primary winding 83 ^# Kollektoi'f.trom can only rise slowly because of verhältniemässig high inductance of the primary winding 83rd The likewise slowly increasing magnetic field generated by it in the iron core 82 induces a voltage in the secondary winding 81 which causes a current J _n flowing through the resistor 75 and the rectifier 80. The voltage drop generated at the resistor 75 shifts the potential of the base B of the input translator towards positive values and keeps the input transistor blocked even when the control pulse u caused by the ignition system has already decayed. The blocking state of the input transistor 70 lasts until the collector current of the output transistor 71 flowing via the primary winding 82 has very close to its maximum value. As the rate of rise of the collector turmoil decreases, the voltage induced in the secondary winding 81 drops and becomes really smaller than the bias voltage of the bin "" - output transistor, determined by the size ratio of the resistors 78 and 76, which is set between the connection point A and the positive line. Then the input transistor can no longer be kept in its blocking state and starts to conductors! to become; in the process, it increasingly blocks the output transistor 7 * "0 dko of the feedback""current J _n disappears and the input transistor 70 flips back into its fully current-conducting state. The two arrive at output transistor 71. Transistors 87 and 9p also in the blocking state, eo that the

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Robert Bosch GmbH - Lr / Lrn R.-No. 7 * 28 Stuttgart 4.5.6Ο

Since then, M, which has passed through the magnetic winding J55, stops. The game described begins again as soon as the breaker lever 56 is lifted off again. The stroine pulses kl generated in this way follow one another the more quickly the faster the internal combustion engine is running. The duration of the current impulses is practically determined by the time that can elapse until the _{voltage drop at resistor 75 generated by the decaying feedback current J R} is less than the voltage set at resistor 78. If the bias voltage of the input tear ore 70 set at resistor 78 were kept at a constant value, the pulse duration would also be constant. Then the mean magnetic excitation effective in the clutch could only increase slowly with the speed, namely with the repetition frequency of the pulses. In order for the excitation to increase significantly more, with increasing speed of rotation the tap 77 is shifted by the Pliehgewlfibfregler 66 against the end of the resistor 78 connected to the Plueleline 51, so that between point A and the Plueleline there is an Emltter-Basla which becomes smaller with increasing speed -Voltage adjusts. This has the effect that from the opening time of the interrupter 56 to that point in time at which the input transistor / 70 surtlekklppt back into its conductive state and the current pulses 41 ends, a time that increases with increasing speed elapses and the current pulses are therefore lengthened.

In the second embodiment according to FIG. 4 let instead of one Flyweight authority 66 provided an electronic device, The oyster of the intended extension of the Stromiropulse, which occurs with increasing speed, still has the task of shifting the starting speed towards higher machine speeds, if the internal combustion engine is at low KUhlwassertenperaturen is working. In addition, the switching device ensures that

BATH ORIGINAL

909805/0164

U05788

Robert Bosch CiübH L ^ / Im H.-Wr. y4aö

Stuttgart 4 «5.60

At a low operating temperature, the internal combustion engine reaches the full clutch torque at an engine speed that is only slightly above the zero slip speed that applies when the internal combustion engine is warm. As far as the control device according to Fig ^.; l is the same. · Or equivalent parts like the control device according to Fig. j? Contained, these are provided with the same reference numerals. The device provided instead of the flyweight regulator 66 is framed with broken lines 100 and contains two transistors 101 and 102 connected as amplifiers and an electrical device arrangement which is used to generate a DC voltage that increases with the speed of the internal combustion engine,

As with the Pig example. 3, the desired lengthening of the current pulses 4l can be achieved by reducing the bias voltage of the transistor 70 effective between the connection point A of the input transistor 70 of the flip-flop device and the positive line 51. When going out. example according to Pig. k is achieved this reduction by the fact that the Transietor 102 is controlled with increasing Drshzahl in its more current-conducting operating state. The collector krott J _{c of} the transistor 102 is namely led through a resistor 103 which is connected in series with the resistors 78 and J6. The higher the collector tetron J _Q rises, the more the potential of the connection point a A changes the potential of the positive line 51. The control voltage for the transistor 102 is obtained by the direction of oil supply of the voltage jumps U that occurs when the interrupter lever is actuated. For this purpose, a rectifier 105 and a resistor 106 of 10,000 ohms connected to the primary winding 52 are provided. From the derivative

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Robert Bosch GmbH Lv / J ο 11. No. 'pi'.l

Stuttgart ^; ίΟ.60

Electrode dßü rectifier 105 leads a 107 of 10 K-Öhffl to the base of the transistor 101. This is connected with its emitter * via an adjustable resistor I08 amounting to about 1000 ears to the plus lead 51. He is with is connected to the negative line 55 through a WTC WAderstand 110 »ner Kollektorolektrode, which is not shown by means of the cooling water circuit of the Brennkraftmaschin © in wärmelei'cezuier connection. The rectifier arrangement used to obtain the speed-dependent control voltage also includes a potentiometer which consists of a resistor 112 connected to the ground line 55 and a resistor 112 connected to the positive line . This also has a negative temperature coefficient and, like resistor 110, is in a thermally conductive connection with the cooling water of the internal combustion engine. Between the connection point C of the resistors 112 and 113 and the connection point D of each rectifier 105 & of the resistor 107 there is a resistor H ^ of 25,000 Qhni and a charging capacitor II6 of 25 .mu.F connected in parallel to this, which is charged the higher the faster; the internal combustion engine is running and the shorter the time intervals between two successive interruption openings become. In Pig. 5 Is shown with a continuous line 120 how the torque M which can be transmitted by the clutch changes as a function of the torque η when the internal combustion engine operates at a KUhI water temperature of more than 40 °. The broken line 121 shows the course of the clutch torque as a function of the speed η of the internal combustion engine for the case that the internal combustion engine works at a soloh low Eetriabstemperati'zv, for example at + 10 ⁰ C and less that one in the drawing does not represented automatically operating Reg ^ üliervorrichtung the idling speed of the boei BetriebsJtemperatUi'Q normal 'force, at about 750 U / Rrin lying idle value n _o an at about 1250 u / roin lying idle value n _o' lifting. Since in this case the Leeria ¹ ^ speed is higher than that for Nonaal-

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Robert Bosch GmW U '/ Ui rt.-tfr. 7 ** 23

Stuttgart ^J ! .3.60

Operational valid, don start-up voicing triggering Posadr «hi: shl η. is, a torque would already be transmitted at the Lee rl to speed, through which the motor vehicle could be set in motion. The electronic control device shown in FIG. K shifts the barrel speed at low temperatures towards the new value n ^ ¹ at about 1500 rpm. This comes about as follows:

Since the transistor 102 vsüüo more strongly strorilisltend t'lJtl and thereby the current mini-pulses 4i in the magnet winding yj ', the closer the transistor 101 approaches its blocking state by increasing the potential at point D, the temperature curve of the coil formed from the resistors 112 and 113 must .mmngteilers are chosen so that at constant speed, but with increasing temperature of the internal combustion engine, dai) the point C also increases. In the present case, this is achieved in that the resistor 113 has a negative temperature coefficient and therefore conducts better when it is warm than when it is cold. Therefore, for example, at the speed n ^ * of 1500 rpm, a clutch effect is only just beginning to appear if the operating temperature is low; at high operating temperatures, on the other hand, a considerable amount of coupling moiaent can arise at the same speed. The same effect can of course be achieved if, instead of the resistor 112, one chooses a resistor which has a positive temperature coefficient and therefore conducts better in a cold state than in a warm one. So that the speed at which the pulse delay takes effect can be adapted to the respective type of internal combustion engine, it is advisable to make the resistor 112 adjustable.

The NTC- located in the collector line of transistor 101. Resistance 110 brings with it the steeper rise in curve 121 see that its resistance increases with decreasing temperature and then a greater gain is achieved. In this case it is sufficient

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Robert Bosch GmbH Lr / Lm R. No. 7428

Stuttgart 4.5.60

prepare smaller values between the connection points C and D voltage resulting from rectification to make transistor 102 more conductive.

In the embodiment according to FIG. 6, further improvements over the one in FIG. 4 shown embodiment has been achieved by the switching arrangements shown in the drawing with strong lines. Another transistor 150 is provided there, the emitter of which is connected to the collector of the input transformer 70 of the multivibrator.The collector of the transistor IJO is connected to the negative line 55 via an operating resistor 131 of 8000 ohms and is also directly connected to the base of the output transistor 71 tied together. In the base price of transistor 130 there is a protective resistor 132 of 20,000 ohms. This is connected to the supply lines of two rectifiers 133 and 134, of which the one marked 133 is connected to a movable switch 136 via a further rectifier 135 the button 115 sitting on the shift lever 16 of the transmission 15 is coupled in such a way that it is closed as soon as the driver grasps the stop button 115 to engage a gear. The other wire 134 connected to the protective resistor 132 is connected by its discharge electrode to the movable contact terminal of a pair of holding contacts that are closed in the idle state, to which the mating contact 141 on the negative line belongs. The switching device 140 is then brought from its closed position into the off-division shown by means not shown, preferably coupled with the speedometer shaft of the motor vehicle, as soon as the motor vehicle is accelerated beyond a speed of about 1 km / h. When the switch l40, l4l is closed, the transistor ijo etroeleitead φί connects the Auflgangetransietor 71 of the tilting device «it •« an input transformer 70. The multivibrator can then the cln-

BATH ORIGINAL. 15th

909805/0164

Robert Bosch QffibH Lr / Lia H. -Nr. 7 '&

Stuttgart 4.5.60

described Stroiairapuleo llerurri, the duration of which by the from the tranalstoren 101 and 102 goliefürte rot? .ahlabba * nsiJge S expensive voltage besti.mr.t5; will.

At high speed the engine .i ^ can Teh arriving so frequently the individual, supplied by the ignition control signals as-is bsi the .Kippgerät each miss a control signal a?. · Further increase the speed and only dio half the number of Stroiaimpulsen for the clutch would deliver. To avoid this, the switching dimensions are. of the switch l4o, l4l selected so that it is in its open position. get when the motor vehicle reaches 15 km / h, but the Et-Ornlcrsf-Maschins has not yet reached a high speed with the smallest undercarriage behavior, at which the Mal.! vibrator cuf drops half the number of pulses. By pushing the switch arm 14o, the transistor ij $ 0 is completely gamaoht and thereby brings the output transformer 71 permanently into its strpmlei & ends. State without it being able to obey the signals supplied by the input transistor. The two transistors ? / '{ And 90 then also remain permanently conductive and keep the coupling in a powerful connection.

When changing the gait, the movable visual altar lj? 6 is brought into its closed position. In this position it connects the base B of the input transistor 70 via a resistor 142 of 400 ohms and a rectifier lhj> connected in series with the negative line 55, so that the input transistor 70 receives the control signals fed to it via the rectifier 74 it cannot get into the locked state. This prevents the multivibrator from generating control pulses. The transistors 71, 87 and 90 are then switched to their blocking state in this Pail even when the frequency switch 14o is open, since the transistor IJO g; i is switched via its protective resistor 132, the rectifier 122 and the rectifier 155

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Robert Bosch GmbH Lr / El R.-No. 7 ^ 28

Stuttgart ^; _f .5.6O

is obtained via the switching arm 1J> ( going base current, by which it is made conductive and therefore connects the banls of the output transistor 71 to the collector of the input transistor 70, which is now conductive.

In the mode of operation described since then, the clutch would be in the required position at the start of the gear change Way solved. However, difficulties would arise at the end of the gear change, especially when downshifting from direct, for example third gear to a larger reduction ratio between the crankshaft and drive wheels resulting second gear. If namely between touching the switch button 115 at the beginning of the switching process and releasing it of the switch button at the end of the switching process, the internal combustion engine gets the opportunity in its speed up to the idle speed to fall off, the must before releasing the gear lever Internal combustion engine can only be accelerated again by accelerating. Otherwise the vehicle would be braked jerkily if the slow-running motor of the clutch with the drive wheels, which starts immediately with full excitement, when it is released of the shift lever is connected «

The shifting measures described in more detail below ensure a smooth clutch transition after changing gears. For this purpose, two potentiometers 145 and 146 are provided which are connected to the switching arm 1 ^ 6 and each have approximately 1000 ohms and are both connected to the positive line 51. In addition, an oil rectifier 14? to the connection point of a connected to the collector of the transistor 101 resistor 148 of 000 ho 0hm and one the Baal of the transistor anr 102 connected resistor 149 of lOOOSJOhm. At the same connection point, a condenser is connected to the terminal line 55 with its other assignment. From the tap of the other potentiometer

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Robert Bosch GmbH R. No. 7 * 28 Lr / egg

Stuttgart 4.5 · 60

A rectifier 151 leads to the connection point D in the base circuit of transistor 101. A capacitor 152, which, like capacitor 150, has 100 / uF, is connected between negative line 55 and the connection point D. In addition, is at the connection point of the two in the Baal circuit of the transistor 130 and 70, respectively O rectifier 1) 5 and 133 one leading to negative line 55 Capacitor 155 of lOOyuF and a changeable, one maximum value of 100,000 ohms having a resistor 156 connected «which leads to the minus conductor 51.

For the mode of operation described below, it is initially assumed that the connecting line which leads from switch 136 and the two rectifiers I33 and 143 to the connection point of potentiometers 145 and 146 is interrupted. During the shift from one gear of the transmission to the next higher or next lower gear, the contact arm 136 rests in the manner described at the beginning on the counter contact 137 connected to the negative line for a long time until the driver activates the gearshift lever after engaging the selected gear . Right up to this point, the capacitor 155 remains charged, since it is connected to its two via the rectifier 135 and the contact arm I36. Assignments to the negative line 55 is connected. Then the two transistors 70 and 130 are on the pink side and block ₍ the transistor 71 and the transistors 87 and 90 connected to them, so that the coupling cannot transmit any moment) in its current-conducting state, since the capacitor 155 tries to charge itself via the protective resistor I32 and the rectifier 133; the connection from the base of the input transistor 70 via the resistor 142 and the rectifier 143 is, however, interrupted because the subsequent rectifier 135 is in blocking mode. The base of the translator 70 is, however, connected via the resistor 75 to the connection, the potential of which determines the duration of the atrial impulses

909805/0

Stuttgart. ML 4 «5 · 6Ο

U05788

at each of the rectifier 74 to the base of the input. transistors.70 reaching Auelöseimpulse are generated

If, when the clutch is in operation, it can be expected that up to 3 seconds or more can elapse between the beginning of the stop process and the internal combustion engine drops to its idle speed, the trigger pulses 43 would follow one another so slowly that the clutch could not intervene. However, in order to be able to generate a magnetic field in the magnetic coil 35 even with a slow pulse sequence * "Λπ, albeit a small one but sufficient to drive the motor, the pulses generated by the multivibrator have to be lengthened considerably. knowing indicated capacitor. Ua explain the operation of this capacitor better it is assumed that the tap of the potentiometer 146 is near the connected to the switch 136 Ende3. Then the Kondensatpr can during Schiießungszei of contact arms 136 th fully discharged. He Therefore, by releasing the switch button it will try to charge the coincident opening peak point of the contact arm 136 from sloh via the Eraitter-Basls path of the transistor 102 and its base converter hold »until the charging saving then reached, the potential of the base of the transistor 102 will be in the vicinity it has brought emitter potential * When the transistor 102 is conductive, it keeps the potential of the connection point A in the vicinity of the potential d · * plus line 51 and causes a long Ira pulse time. This pulse time becomes shorter as the voltage on the capacitor 115 increases and causes the pulse length of the generated pulses to decrease as well, which however follow one another more quickly due to the increasing engine speed and thereby compensate for the shortening of the pulse length. By adjusting the tap, the potentiometer 146 can be used to ensure that the capacitor is in the

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Robert Bosch GmbH R. No. 7428 Lr / egg

Stuttgart 4.5.60

of the contact arm 136 already has a certain charging voltage and is therefore charged in less time.

While the capacitor 150 ensures an initially large and then decreasing pulse length, the capacitor 152, in cooperation with the rectifier 151 and the potentiometer, is used to influence the pulse lengths towards the end of the switching process so that the clutch automatically returns to its full torque without a jerky transition can transfer. When the tap of the potentiometer 1 * 5 is in the vicinity of the end of the potentiometer connected to the contact arm I36, the _t capacitor 152 is completely discharged via the contact arm 156 which is in the closed position during the switching pauses. As soon as the contact arm lifts off when the shift lever 16 is released, the capacitor tries to use the Eaitter-base path of the transistor 101 and the. Resistance to charge while keeping the Tranalstor 101 conductive. The aa resistance 11% arising between the connection points C and D as a function of the speed. The control voltage remains ineffective until the capacitor 152 has been largely charged. Up to this point, the transistor XO1 also keeps the transistor 102 in a low conductivity which has meanwhile been reached and which determines the lowest possible pulse duration. However, once the capacitor 152 is charged, the transistor approaches. 101 as a result of the increasingly effective rotation speed-dependent control voltage at resistor 114 of its blocking state and at the same time makes transistor 102 more conductive with increasing lengthening of the impulses, so that which clutch engagement occurs. .

The processes just described are illustrated in the sketch according to FIG. . StrttoJApulse J applied. Up to the »at % _χ indicated Augeebllo *,

^: 'efrudi / o 1 β * ·. V ^ A

Robert Bosch GmbH Jo R. No. 7 * 28 Lr / egg Stuttgart * ^β 4.5.60

in which the shift lever 115 is detected to engage a different gear, a continuous current J flows when the vehicle speed is above 15 km / h, which can be viewed as a single current pulse, the duration T of which is very large, close to infinity (ck >) has a lying value. Until the switch button 115 is released at time t ₂ at the end of the SehaltVorgangs no current pulses can occur according to the previously described mode of action, because the two transistors 70 and 130 are conductive and the transistors 71 «87 and 90 keep blocked. When the switch button is released, the contact arm I36 lifts off again and allows the multivibrator to take effect again with each of the triggering pulses 4J supplied by the ignition, the capacitor 150 being a considerable extension of the time of the multivibrator up to the point indicated at t in FIG generated current pulses J causes. From there on, the current pulses become increasingly shorter and finally reach their lowest value of 5 ms. They keep this value for a short time until the charging process for the capacitor 152 has ended so far at the time t ^ that the control voltage at the resistor 114, which increases with the increasing speed of the internal combustion engine, increases the pulse duration again and at the time t - The transistor 130 automatically switches back to a continuous current, because the capacitor 155 is then also charged, so that it can no longer keep the transistor 130 conducting. As a result of the active connection between the input transistor 70 and the output transistor 71, which is now interrupted by the transistor 130, the multivibrator is put out of action, with the transistors 71, 97 and 90 becoming fully conductive at the same time. As soon as the contact arm then comes into contact with the negative line 55 again during the next change of Qang, both the input transistor 70 and the transistor 130 are strotaleitrr.il and immediately block the transistors 71 »97 and 90 for the duration of the sohaltvorganga in the Welse described above» see you at *

909805/0164 bathroom original

Robert Bosoh GmbH. / · · R.-Nr. 7428 Lr / egg Stuttgart 4.5.60

Letting go of the switch lever of the contact arm I36 back into its Reaches the open position and automatically a soft engagement of the clutch with simultaneous entrainment of the motor by the causes the vehicle in motion.

While in the previously described embodiment, the switch to the clutch holding in its full excitation Continuous current takes place with the aid of the switching arm 14o as a function of the vehicle speed, the arrangement is in the control device shown in detail in its stop image in FIG. 8 50 hit that switching to datier stream both with the help This speed-dependent switch l4O / l4l, all also in is effected electrically by a switching device * to the dl

ransiators 170 and 171 belong. In the collector circuit of the transistor 171 is the contact arm l40, the same as in the previously described embodiment from its closed position into the The open position shown is reached as soon as the vehicle accelerates beyond a minimum speed of around 15 km / h will. The one in the functional connection between those in FIG. 8 is not shown, belonging to the multivibrator transistors 70 and 71

Any 3 transistor 130 let deviating from the circuit according to Flg. 6 with its base connected via the protective resistor 152 and the rectifier 153 via the resistor 172 of 20,000 ohms to the collector of the transistor 171, of which a resistor 173 of 3,000 ohms leads to the contact arm 140 to bring its blocking state when the contact arm 140 is in its closed position at a speed below 15 km / h, but the speed of the internal combustion engine approaches that value at which the Ifult! vibrator the too rapidly successive trigger pulses of the ignition is no longer able to follow, the transistor 171 must be made conductive. The transistor 170 serves for this purpose with its emitter connected to the emitter of transistor 171. common emitter resistor 174 of 250 ohms connected to the plus line . Its collector is connected via a resistor 175 "on 500 <ÄÄ" to a * "it of the negative line 55,

909805/0164

Robert Bosch OmbH "R. No. 7428 Lr / Ei

Stuttgart k. 5.60

3000 ohm resistor 176 belonging to a voltage divider. The voltage divider also includes a resistor 177 of 2000 ohms connected to the positive lead 51 and a resistor 178 of 10,000 ohms. The base of the Ts * ansistor 171 is connected to the connection point of these two resistors. The transistor 170, which is conductive in the idle state, has its base electrode via a rectifier 180 at the connection point D. In addition to the resistor .118, at which, as in the previously described example of increasing speed, a _{voltage that increases the potential of the connection point D f} arises, there is still a voltage connected to the Ableitungselctrode of a rectifier 18l, whose lead electrode is connected to the base of the transistor 101 via a resistor .107. As in the previous exemplary embodiment, the transistor 101 serves to amplify the potential changes occurring at the resistor 118 and - in the manner described above, to increase the duration of the pulses generated by the multivibrator with increasing speed Lead electrode of a rectifier 182. Its lead electrode is connected to one * assignment of the capacitor 152 connected to the mini-lead and also to the lead electrode of the rectifier 151 leading to the potentiometer 1 ^ 5. A rectifier I85, which is permeable only in this direction, and a resistor 186 lead from the positive line 51 to the connection point of the rectifiers 151 and 182.

As long as the speed of the internal combustion engine is low, there is only a small voltage across resistor II8, which is the same as that at the connection point C of the resistors 112 and 113 superimposed on the set voltage and thereby the potential of the point D towards positive Shifts values. If the speed is increased significantly and a sufficiently high voltage is created across resistor II8, the

-'Sl-- 90 9805/0164 'bad original

Robert Bosch GmbH R. No. 7428 Lr / egg

Stuttgart. 4.5.6O

14105788

. Transistor! TO blocked, bringing transistor I7I in Stroral poor condition. In the event that the contact arm 14o is in its closed position «because the driving speed is below 15 km / h, the transistor 130 is thereby blocked and the transistors 71 »87 and 90 connected to them Continuous current switched.

While in the embodiments described since the trigger pulses picked up by the ignition are used for this purpose

With increasing speed, the individual current pulses J generated by the multivibrator also need to be increased _{. In the exemplary embodiment according to FIG} increase if the next pulse follows quickly at high speed, or decrease it if the speed is low. The control unit according to FIG. 9 contains various circuit points which, in terms of their structure and mode of operation, correspond to those according to FIGS. 1 to 8 and are therefore provided with the same reference numerals. The power transistor 90, connected to the transistor 87, is not shown in FIG. 9 from traffic areas. As in the examples described above, the input transistor 70 of the multivibrator is blocked for each of the triggering impulses 43 sent via the oil converter 74. It is again conductive again as soon as the voltage generated in the secondary winding 81 of the transformer has dropped so far that the voltage drop U * which then arises at the resistor 75 does not cause the voltage guntersshed ϋχ to the connection point A and M of the positive line 51 The impulses generated become larger, the closer the potential of the connection point A is to the potential of the positive line 51. However, this potential is determined by the transistor 102 iti of the afttihitehesklcii catfish as a function of the £ &> ehz * hl

■ - 22

BAD ORiGSNAL ■ .-

IOS / 0164

Stuttgart & ί 4.5.60

This is to the collector of the transistor 87, which is during the individual current pulses is highly conductive, a capacitor 200 of 1 / UP is connected. To the other salvage of the condensate _ Sators 20Ö leads from the base of transistor 102 Resistor 202 of 2000 ohms and a currentdurcfeiässiger in this direction Rectifier 203. From the vex * confluence point Q of these two Switching elements branches off a resistor 205 of 30,000 ohms and a to this capacitor 2θ6 connected in parallel from 1 / UP. These are at their other common connection point P to the Leading electrode of a rectifier 207 connected to it with its lead electrode together with the lead-off electrode of the rectifier 203 is connected to the capacitor 200. From the point P lead two resistors connected in series, a 50 ohm resistor 208 and an NTC resistor 209 of 1,500 OSsa as well as a resistor 210 connected in parallel to this föinusleitung 55 * while an adjustable one, about 40 ohms Resistor 211 leads to “positive lead 51”.

As in the exemplary embodiment according to FIG. 6, a Koraenöafcör and a Fondensator 152 each of 100 / UP ußd are each associated

iometer 145 biir; 146 as well as an equalizing device 15I is provided and determines, when shifting the gears of the motor vehicle, a further clutch operation by the fact that the duration of the current impulses fed to the clutch J gata & S in Pig. 7 is changed. As has already been explained above, the charging curve of the capacitor 150 serves to increase the impulses from the time t to the time t ^ to v ^ rkMrtim. is utilized to during the charging process on capacitor 152 / v m at time t ^ from the Xnpulsdauer again to extend "until the time t ~ at sufficiently high speeds, the pulses in a Daueretrom transitioning. .

A resistor 212 of 10,000 0ha leads from the capacitor 152 to the sturdy base ejiirö transistor 213 and a resistor 214 of 50,000 to the positive lead 51 »To the transistor electrode of the transistor *

i.

BATH ORIGINAL

Robert Bosch GiubH R.-Mr. 7428 Lr / egg

Stuttgart h.5.6Q

UÖ5788

Is a resistor 215 connected to the negative line 55 of 5000 ohms and the lead electrode of a rectifier 216 connected, the lead electrode via a resistor leads to the base of the translator. 102. The other capacitor 150 is via an adjustable resistor 217 of about 50,000 ohms connected to the positive line 51. In the connecting line, from Point § to the capacitor 150, to the rectifier 152 and to the resistor 217 there is an oil rectifier 218 which is current-permeable in this direction and prevents it from shifting when switching by closing the contact arm 136 side effects on the to Setting the voltage serving the pulse duration sviif see the conduction points P and Q result. ·

The explanation of the mode of operation is based on the assumption that the internal combustion engine runs at a constant speed at which the switchover to continuous current has not yet taken place and at which the HuI vibrator therefore generates a current pulse with each ignition. It is assumed that at the time t, the current flowing through the transistor 87, which is indicated by the line 230, ends with a back flank because the transistor 87 is blocked at this moment. Until this one. Since then the transistor 87 was fully conductive; The capacitor 200 could therefore be calibrated because, on the one hand, it was connected via the very low-ohmic resistor 210 and the rectifier 207, but on the other hand, the low-ohmic emitter resistor 88 and the current-conducting emitter-base path of the transistor 87 to the common positive line 5I, discharged to a residual voltage that is unimportant for the mode of operation. At time t ^ brings the passing into its restricted transistor 87 circuit which is connected to its collector recovery of the capacitor 200 to the potential of the minus 55. Since the capacitor, however, can niohfc charging through the rectifier & 07, its charging current via the resistor 205 must 'bxw,> the capacitor 206 and the rectifier 203 go to the «

909805/0164 bad orig * nÄl

If

Stufctgart

finds practically no resistance. The connection point, Q therefore immediately assumes a very low potential and brings the transistor into a fully current-conducting state, while the capacitor 206 is immediately highly charged. From the point in time t ^ onwards the capacitor can discharge itself continuously through the resistor 205, so that the potential q of the point Q has the course indicated in FIG. 10 by the line 2 ^ 1. With ansfceigen & esi potential at the point Q of the geSietMie via the resistor 103 of the transistor current decreases slowly, so that the voltage U, and can rise m resistor 76 slowly in the direction indicated by the line 232 fashion. If now the transistor 70 is blocked by the next subsequent trigger pulse 43 and thereby makes the transistor 71 sfcroMleitertd, a stroke begins to flow over the primary winding 83 because of the xridukfcivl * "did of the winding exponentially. That from the current magnetic field induced in the Sekundärwidäung of the transformer a voltage which has a current flowing through the resistor current consequence This produces across the resistor 75, indicated by the line 235 voltage U _R which keeps the transistor 70 closed until they in the. indicated by the curve 235 manner 1st dropped to a value smaller than the then existing value of the slowly rising voltage U _1. in Fig. 10, the curves 232 and 235 intersect in "2EW _v designated t time. at this time, the transistor becomes conductive again and blocks transistor 71 and thus also the following transistors 87 and 90. The current pulse is therefore ended again at time t. Its duration T ₁ extends from the point in time fc _g to the point in time t ~, while the pulse repetition time is given _{as Z 1.} Among other things, side point t, the game described is then repeated again, with the next trigger pulse 4j? blocks the transistor 70 for generating the subsequent flow pulse, not shown in the drawing.

90980 5/01 6Γ bath

Robert Bosch.GmbH 15 "H.-ifc?. 7428 Lr / Ei

• Stuttgart ^w 4.5.6O

Bel the considerations since. It has been assumed that the trigger pulses 43 follow one another relatively quickly. If, on the other hand, the internal combustion engine is running more slowly, the trigger pulses also follow one another more slowly. At a very low speed, the next trigger pulse is therefore not generated until time t 1, for example. _{Then the voltage U R} running along the line 35 appears to be strongly shifted to the right in the drawing, as is indicated by the broken curve 235 . Since Jedooh the voltage U _{1 as} a result of the

Discharge of the capacitor 206 is meanwhile considerably below the voltage level U "already at time t6, which also indicates the intersection of curves 232 and 236. Throw the voltage U ₁ . The current pulse generated in this way is therefore always short and then has the course indicated by broken lines. It starts at the time tg. Its associated pulse sequence _page, which is determined by the time interval between two successive ignition processes, is " in J? Ig _e . 10 dus »o! H Sg angeä@t&e.t· - From this diagram one can therefore deduce that it is, SaS at low speed to a .longest Zapid $ foieMei &'9 ^. tin »very small impulse duration T ₂ belongs · At high i ^ haalilen / ^ ijgeg ^ fs 1st di® Imp ^ lnfoigez9% t Z ^ tfeseatlleh smaller _# dl · li ^ ledJukg * ^ ₁ ä * $ ß8P & srmhlleh larger _f so that eich dl «g $ iftSn £ ects. etarSß® ¥ mpl && gpFimg at the pulse duration with increasing rotary satellite. ^ Ii'ah kaim hmt ice achieve "here that one needs between I verlaufdrftfesahl ima ÄF ^ Anffihrdrehz & hl only one sohoftlen ZwiBc ^ JMBe ^ ioh vt> j? £ üeeheri where vzmmg the clutch, no Kooie & Fri to ÜtiertrAgen while that Drehzahlbertich / innerhkib dtssca the clutch reaches its full torque «can be kept relatively wide so that you get a soft clutch engagement»

■ - ■ "- ■. ■ ■ · - ^x BATH

909'90SVOiVa

Stuttgart

In the embodiment according to FIG. 9, the approach behavior of the clutch is further improved by an additional relay. The relay has a relay winding 240 which is connected with one of its ends to the contact arm .140. As in the other exemplary embodiments, this is then brought into its open position as a function of the driving speed when the F; Your speed rises above 15 km / h. The other end of the relay winding 240 is connected to the flux line 241, which leads from the contact arm 136, which moves into its closed position when the switch button 115 is touched, to the two potentiometers 145 and 146, are the contacts 242 and 243 of the relay switched on. They are connected by a common contact bridge 245 as long as the switch 140 is open. However, this switching state only occurs when the driving speed is above 15 Wh. Catfish the% n Figure "7 indicated soft eineats cause of the" in "letting go of the lever inserting" ines new gear is required.

.... ■ _...-. BAD ORIGINAL j

909805/0164

Claims (1)

B 57 738 II / 63O Lr / Lrn R _o »Nr _e 7 * 28 Robert Bosch GmbH, Stuttgart 27 · 5ο6θ Expectations Electromagnetic coupling device, in particular for internal combustion engines of motor vehicles, which when crossing a Minimum speed is able to transmit a torque that increases with the machine speed and, in start-up operation, the 'to torque over-' Transmission required energy in the form of electrical pulses, characterized in that the StromstcSsse from one electrical pulse generator supplied by the crankshaft the internal combustion engine or one of this driven aMeren shaft is actuated and thereby generates pulses whose Duration can be changed as a function of the speed. Coupling device according to claim 1, characterized in that the pulse duration is increased with increasing speed « A clutch means according to claim i, 'characterized in that the control unit includes a multivibrator with an input · »transistor (70) and an output transistor (71) and that uer input transistor of a variable with the speed of the internal combustion engine bias voltage is, during the Ausgangstransistör with its Eraitter The collector path is connected in series with the primary winding (85) of a transformer, the secondary winding of which is connected in series with a rectifier to a resistor (75) which leads from the bias voltage to the base of the input transistor. Coupling device, in particular according to claim 1, characterized in that a temperature-dependent correction element. it is provided that when the drive motor is cold and at the increased idle speed required here, the drum speed of the The clutch moves towards higher speeds and / or the range between drum speed and zero slip speed is increased smaller = _t 909805/0164 ', · ■ Un.eriagon (Art7§1Abs.2Nr.1Sate3desÄn (ierungsge ₈ .vt4, ft, \ ^ y β / φ ORIGINAL 5. Coupling device according to claim 2 to 4, characterized in that an electrical, temperature-dependent resistor (113) is connected to the internal combustion engine in a thermally conductive manner is turned on in the control unit to influence the pulse duration lato 6. coupling device according to claim 5 * characterized in that that the resistance is in a voltage divider to which the base of an amplification trane! store (101) over a period of time « member (114, 116) is connected to the faster successive signals to form a with increasing speed the speed can be supplied with increasing voltage. Coupling device according to claims 5 and 6 * characterized in that a second, also with the drive * motor thermally connected 'temperature-dependent resistor (110) is provided, the one with increasing engine temperature . , decreasing gain causes ^ - Θ. Coupling device according to claim 1 to 7 with a multivibrator containing an input transistor (70) and an output transistor (71), in which the duration of the generated pulses can be changed with a variable voltage, characterized in that the variable voltage is applied to a Resistance (76) is generated «which lies in the Baelskreia of the input translator (70) and with a second resistor (10J) is connected in series to the operating voltage, the second resistor (103) at the same time being the working resistor of the amplifier is. 9. Coupling device according to claim 8, characterized in that the the output voltage supplied by the amplifier both as a function of the speed of the internal combustion engine and in . Can be changed as a function of the respective operating temperature of the internal combustion engine. 909805/0164 10ο coupling device according to claim 1 to 9, characterized in that that the control voltage used to change the pulse duration is derived from the ignition device, 11 «Coupling device according to claim 1 to 9, characterized in that that the pulses generated by the multivibrator are used to create a control voltage that changes the duration of these pulses » 12. A coupling device according to claim 11, characterized thereby that a _s a capacitor (206) and a resistor (205) comprehensive timing element is provided for forming the control voltage is preferably, 13o coupling device according to claim 12, characterized in that that the capacitor (206) forming the timing element together with a resistor is connected in series by two Diodes (205, 20?) Is bridged, the pulses supplied by the multivibrator (70, 71) to the timing element via another Acting capacitor (200), which is connected to the connection point of the two diodes. 14. Coupling device according to claim 13 " characterized in that" the resistor (205) is connected to a preferably temperature-dependent voltage divider (208, 209, 210, 211) above the operating voltage and to the potential of a connection point ( A) acts, 15. Coupling device according to claim l4, characterized in that that the resistor (-205) to the base of an amplification transistor (102) is connected, the emitter-collector path of which to a part (76 »78) of one lying above the operating voltage Voltage divider (76, 78, 103) connected in parallel, which biases the multivibrator input transistor (70) certainly, . 909805/0164 -Y- I6o clutch device according to claim 1 to 15, characterized in that a positively actuated switch (I4o, l4l) is provided that when a specified limit is exceeded Minimum value of the driving speed puts the multivibrator out of action and thereby interferes with the excitation winding of the Coupling in series connected power transistor (90) continuously conducts current " 17.0 coupling device according to claim 2.6, characterized that to the switch (l40, l4l) the base of a transistor (150) is connected, the emitter unit of which is connected to the collector of the Multivibrator input transistor (70) and its collector with the base of the multivibrator output transistor (71) is connected, at the same time its collector via a working resistor (131) is connected to one pole of the operating power source ο 18ο clutch device according to claim 1 to 17, characterized in that a inevitably actuated when changing gear Switch (136, 137) is provided, by means of which the excitation current of the clutch is switched off as long as the driver has the The clutch lever (16) detects the multivibrator when it is released, regardless of the engine speed and / or the driving speed to the formation of long current pulses generating at least half the coupling effect, 19 »A coupling device according to claim 18, characterized in" that comes to the switch (136, 137) a pressure acting on the Irnpulszeit capacitor (15o, 152) is connected immediately after releasing the lever to effect _o BAD ORIGINAL Jk 909805/0164. 20. Coupling device according to claim 19 «characterized« that the capacitor (150 * 152) is connected to a voltage divider (146, 145) which, when the gearbox is touched Shift lever (16) maintain a minimum voltage on the capacitor 21o coupling device in particular according to claim 1 to 18, characterized in that to achieve a jerk-free Clutch engagement when releasing the shift lever after Switching a device is brought into effect, which the clutch torque for a specified period of time on one Part of the maximum clutch torque is reduced » 22ο coupling device according to claim 1 to 21 with a switch (l4o / l4l), which is above a minimum value Driving speed the clutch from pulse operation to continuous current operation switches, characterized in that the switch (136, 137) seated on the shift lever after releasing of the shift lever to pulse operation first / only after one preferably 0.1 to 1 second delay on continuous current operation is switched. 23 »Coupling device according to claim 22, characterized in that that during the on. the release of the switch lever subsequent impulse operation the impulse duration of a large value is lowered to a small value. · 24. Coupling device according to claim 1 to 25, characterized by an inevitably actuated when a specified minimum speed is exceeded. Switching device (Fig. 6% through ". which is switched from pulse operation to continuous current operation « 25 ·. Coupling device according to claim 24, characterized in that that the device is a bistable tilting device (170, 171) (Schmitt trigger) that responds to small voltage changes contains. 909805 / 01-64 26. Coupling device according to claim 23, characterized in that the input of the multivibrator is preceded by a transistor (102) which _{effects both the automatic change • of the pulse width after switching γ} and the speed-dependent control of the pulse width. 27 ° coupling device according to claims l6 to lS and 22 to 25 » with a depending on the driving speed or turning » number of actuated switches (14o, 141) and a switch (136, 137) actuated when the gear shift lever (16) is detected » characterized by a capacitor (155) which, together with a resistor (156), forms a timing element that only delays the transition to continuous current if the gear shift lever has been detected beforehand .. 28. Coupling device according to claim 27 »characterized in that that the capacitor (155) was not activated when changing the gear Switch (136, 137) via a rectifier (135) permeable to flow in the reader and with the speed-dependent switch (140, 14i) via one in this direction impermeable rectifier (133) is connected. 909805/0164