DE1455513C - Device for the automatic control of the engagement and disengagement of a power-operated clutch for motor vehicles - Google Patents

Description

The egg! Inching concerns a device for automatic Controlling the engagement and disengagement of an auxiliary-actuated clutch for motor vehicles, with one through a movable partition into a servomotor chamber that can be acted upon by the negative pressure in the intake manifold and a servomotor chamber subdivided by the outside air, the one to disengage the spring force into the engaging position loaded coupling is connected to a linkage, which can be acted upon by negative pressure Servomotor chamber lines lead to the intake manifold and to the outside air, into the valves are turned on, one of which is through the aisle. shift lever and another one that can be actuated electromagnetically is, and in the electrical circuit an operated depending on the anti-engine speed Switch, a change gear switch and a throttle switch are arranged.

From French patent I 276 209 are already known clutch controls of this old give way to the working chamber of the servomotor to disengage the clutch with the outside air and the disengagement via a valve mechanically operated by the gearshift lever or depending on from the engine speed by an oil controlled valve or by an electromagnetic one Valve takes place, but only takes effect when the driving speed is in a high gear drops or the accelerator pedal is not depressed in a low gear at low driving speed is. By means of throttle openings, the last section of the inflow is extended over time the outside air reaches the working chamber of the servomotor, but not by the way of the Actuation of the accelerator pedal by the driver, but essentially only on the size of the throttle openings depends. This with a rigid time delay of the last part of the engagement movement of the Clutch working device thus allows only a limited adaptation to the manually operated Couple.

From US Pat. No. 2,707,541, control devices corresponding to the type mentioned at the outset are also disclosed known for Kiaftfahrzeugkupiungen, in which a directly acting on the clutch, Vacuum-controlled servomotor through a three-way position valve either directly or via another Solenoid valve and a downstream slide valve with a vacuum container evacuated from the suction line connected. In doing so, the valve piston of the slide valve is acted upon by a liquid Actuating device operated by a water pump depending on the driving speed angel is rubbed. By means of a differential pressure setting device connected to the vacuum container with a built-in throttle valve, if there is a sudden change in the negative pressure in the Suction line moved a valve sleeve of the Schicber valve. In this way, however, can also very limited engagement and disengagement adjustment the coupling to the driving conditions.

US Pat. No. 2,344,399 also discloses one Locking device for a compressed air operated Kraftfahr / cugkupplimg with an iib: r a flehkniftreglei controlled by the drive shaft Throttle valve is known in which a solenoid valve is activated both when the cia lever is in the rest position and when the gearshift is actuated causes complete disengagement of the clutch and upon actuation of the throttle by supplying a the clutch engages with increasing engine speed and decreasing air pressure to the servomotor.

The German patent specification. 1,137,323 and the corresponding U.S. Patent 2,893,526, the German Auslegeschriften 1118 022 and I 125 777. as well as the French patent specification 1 313 849 and the French Additional patent 74 272 describe further control devices for power-assisted motor vehicle clutches, in which the engagement and disengagement of the clutch depending on certain conditions the driving operation ei follows, but only a very imperfect adaptation to the way of actuation the clutch is achieved by an experienced driver.

The object of the invention is now to provide control devices for motor vehicle clutches of the initially introduced a defined type, which avoid the previous disadvantages, under all driving conditions smooth clutch engagement and a torque transmission proportional to the engine speed allows, on the one hand a grinding of the coupling parts, an undesired start-up cold internal combustion engine and pulled starter flap and undesired stalling of the internal combustion engine avoided and on the other hand a reliable, smooth change of gears while driving and an automatic use of the braking effect of the internal combustion engine is targeted.

The control device proposed according to the invention to solve this problem is characterized in that that one through a movable partition into one of the negative pressure in the carburetor socket over a Line pressurized vacuum chamber and an atmospheric pressure chamber communicating with the outside air subdivided auxiliary actuating device is provided, and the partition wall of the auxiliary actuating device with one in a valve chamber of the servomotor chamber acted upon by the outside air Valve seat is coupled, which is coupled to a partition of the servomotor, in the valve canister projecting, displaceable valve part cooperates, and to the valve chamber A chamber of a main valve is connected via a line, from which another chamber is connected a line is connected to the servomotor chamber that can be acted upon by negative pressure, with im Main valve on the connection of the servomotor chamber connected to the outside air acted upon Chamber with the outside air controlling suction valve, the connection with the through Vacuum pressurized servomotor chamber connected chamber controlling vacuum valve and a compensating valve controlling the connection between the chambers is arranged and the intake, The vacuum and equalizing valve of the main valve can be actuated together electromagnetically in such a way that the suction and pressure relief valves are closed and the equalizing valve is open, and vice versa, and into a line branching off from the line leading to the actuator chamber, which is acted upon by outside air Line an electromagnetically operable secondary valve is switched on, and furthermore a main valve circuit is provided, with a switch operated by the triangle lever and a da / u

connected in parallel, from the drive machine rotating battery via the only if the number of drive machines is low dependently actuated switching device as well as a speed, engaged low gear and closed secondary valve circuit is arranged, with an absent quick brake take-up switch from the brakes from the position of the gearbox relay closed contact and the electromagnet actuated gear shift switch and a third valve switching current series leading to it in 5 of the main valve depending on the position of the gas circuit.-In addition, one of the battery up to actuated throttle switch. via an emergency switch and the electromagnet of the

According to a preferred embodiment, the main valve can be provided as an emergency circuit. Valve seat with the partition of the auxiliary actuating device Finally, the main valve circuit can be connected by a valve rod bearing a thread and one adjustable from the battery via a directly speed-dependent lock nut. Appropriate, with a centrifugal switching device. The negative pressure chamber of the auxiliary control relay and the electromagnet of the device contain an auxiliary circuit leading the partition wall in the direction of the main valve.
Pressure spring loading atmospheric pressure chamber. In the drawings, an exemplary embodiment, explained in more detail in the following as an adjusting screw for adjusting the spring, is provided by virtue of the pressure spring. the device according to the invention shown. It

According to a further embodiment, one can show

with the subsections of the branching line. I a schematic overview of an 'execution

tied secondary line for the secondary valve, one in the example of the device according to the invention,

Secondary line arranged valve and an additional 20 with the ignition switch is open, the electrical

relevant contacts are opened by the negative pressure in the intake manifold, the gearshift lever is in

controlled quick start device with one over one of the idle position and the clutch itself completely

Line connected to the intake manifold is engaged,

pressure chamber, one coupled to the valve, loading F i g. 2 is a partial view of the servomotor and the

movable partition and one with the outside air 25 auxiliary actuating device, which for the device after the -

connected chamber may be provided. Invention, with the coupling completely "

In a further embodiment of the invention, one is disengaged and in which the thin ge

Compensating device is used, the position of the mem-

from the carburetor socket to the vacuum burner of the servomotor and the clutch release

Chamber of the auxiliary actuating device leading line 30 hebeis immediately before the engagement of the clutch

communicates and one that is proportional to the designation,

operating pressure .of the throttle trigger, according to F i g. 3 has a graphical representation of the outside airtight chamber. In a line showing the negative pressure conditions in the supply, from the carburetor connection to the negative pressure chamber of the gaserstutzeri and in the intake manifold, depending on the auxiliary actuating device, a line leading to the speed of the internal combustion engine can be shown in a freely or automatically adjustable throttle valve with the interrupted vertical line Line be built, which appropriately indicates the engine idle speed via a connection and rod with the partition of an auxiliary servomotor, the interrupted horizontal line that connects, one chamber of which is connected via a line to the intake manifold required for initiating the clutch engagement. Furthermore, 40 borrowed negative pressure, "advantageously one of the atmospheric pressure chamber Fig. 4 a schematic view of a control of the auxiliary actuating device to the direction of the negative pressure direction of the device according to the invention when connecting the chamber with the carburetor port of the vehicle under overload,
conduction leading line as well as a built in this, F i g. 5 schematically, a compensating device for actuating the auxiliary control device, coupled to a lever of the starter class, can be provided as a function of. the starting conditions of the vehicle in which

The main valve circuit expediently has the diaphragms in the positions that they

take from a battery via a main valve relay and one immediately before clutch engagement,

F i g that closes when the gearshift lever is actuated. 6 schematically an automatically changeable

Switch guided main valve relay circuit and 50 throttle valve, which is the negative pressure of the

sets one of the battery via one of the auxiliary actuating device with the vacuum chamber closed,

Switch from main valve relay closed contact F i g. 7 is a schematic view of an arbitrary

and the solenoid of the main valve leading through a hand lever changeable throttle valve,

first valve switching circuit. In addition, F i g. 8 is a schematic view of an arbitrary

advantageously a throttle valve that can be changed from the battery via an idling relay 55 using the throttle lever,

and one controlled by the engine speed. 9 a schematic view of the auxiliary positioning

1st switching device (alternator) guided empty direction of the device, -whose mode of operation of the

Iaufrelais-Stroinkkreis and one influenced by the battery via actuation of a starter flap. _r :

one only at low engine speed F i g. 10 an embodiment of the electrical

from the open circuit closed contact and the 60 circuit of the device according to the invention, the

Electromagnet of the main valve leading to further operation in the event of failure of the alternator

Valve switching Stronic circuit be arranged. enables, and. .

In a further embodiment of the invention, the Fig. Il can be a schematic view of an exhaust

Main valve switching circuit also one of the battery tube pressure switch, which is ingenious in the circuit)

tery via a brake relay, one with rapid braking 65 Fig. 10 is inserted.

closing quick brake pickup switch, intending to understand the device To facilitate the changeover gear switch and the throttle lever switch according to the invention is the tempting thing first Rapid brake circuit and one of the holding of the negative pressure in the carburetor stub / s and

1,465,513

so that occurs in the intake manifold of an internal combustion engine, described.

In an internal combustion engine E , the values of the negative pressure occurring in the intake manifold M and in the carburetor socket C change with the speed at which the accelerator pedal is depressed to control the speed of the internal combustion engine.

With reference to FIGS. 3 shows the characteristic curve 201 the course of the negative pressure in the intake. distributor when the throttle is gradually depressed. When the throttle is depressed in the normal way is, the vacuum characteristic curve, as shown in the characteristic curve 202, has a point of inflection, and if the throttle is activated suddenly, the values for the negative pressure show a sharp drop, as shown in curve 203. Furthermore, the changes from the carburetor socket to the vacuum chamber of the Control valve diverted negative pressure more or less through the pipeline and other predetermined ones '' mechanical dimensions, but in general the negative pressure always increases proportionally with the engine speed, as shown in curve 204 when the throttle lever is slow or in normal Way is stepped through. The increase in the value is initially, as shown in curve 205, very small if the throttle is pressed quickly. Therefore, if the value of the negative pressure in the carburetor socket, in which the auxiliary actuating device works, which in turn begins to close the servomotor actuate to initiate the engagement of the clutch, it is assumed to be at a height which · by the Line 200 is shown, then the clutch will engage from an operating point 206 when the Throttle is gradually depressed, and from an operating point 207 onwards, when the throttle is fast is kicked through. . .

These vacuum characteristics are used in the present Device evaluated according to the invention. A servomotor 1 is equipped with a hydraulic master cylinder 3 for actuating a clutch servomotor and with an auxiliary actuating device 2 to form a component summarized. In the hydraulic master cylinder 3, a piston 4 can be displaced in a cylinder 5 arranged, the cylinder 5 via a pipe 6 with a cylinder 7 of the clutch servomotor connected is. In the cylinder 7, a displaceable piston 8 is provided, which has a Piston rod 9 acts on one end of a clutch release lever 1Ö. Because the clutch through Clutch springs is held in engagement, acts on the piston 4 of the. hydraulic master cylinder 3 always a force in the direction of engagement of the clutch. Therefore, the piston 4 is as in the drawing shown striving to move to the right.

The servomotor 1 is divided into two chambers by a membrane 11, namely into a right one Actuator chamber 12 and a left actuator chamber 13, which have inlets 14 and 15. At the A piston rod 16 is attached to the membrane 11, the left end of which is frictionally connected to the piston 4 of the hydraulic master cylinder 3 is applied and therefore also continuously the engagement force of the clutch springs is subject to the clutch.

The piston rod 16 has a part located in the right servomotor chamber 12 Hole 17, d. H. on the right side of the membrane 11, and forms the right end of this bore a movable valve member 18. The bore 17 communicates with an inlet 20 in communication, which is in a the membrane 11 and the piston rod 16 holding the lock nut 19 is located. The inlet 20 is located within the right servomotor chamber 12. The right servomotor chamber 12 limits together with the auxiliary actuating device 2 an intermediate valve chamber 22, which is in an intermediate space

ίο lying to the right of a rubber seal 21 and the Piston rod 16 is formed surrounding it. The valve chamber 22 also has an inlet 23. In the left servomotor chamber is a compression spring 24 that the membrane .11 against the right servomotor chamber presses so that the membrane 11 is not discontinuous due to vibrations originating from external sources can be moved. .

As described above, the auxiliary actuating device 2 is on the right side of the servomotor via a for the same component belonging threaded neck 25 and a lock nut 26 with the servomotor to one Component connected.

The auxiliary actuating device 2 is divided by the membrane 27 into a negative pressure chamber 28 and an atmospheric chamber 29, which have a negative pressure inlet 30 and an air inlet 31, respectively. A valve rod 32 is fastened to the membrane 27, the left end of which extends through a seal 33 of the atmospheric pressure chamber 29 into the valve chamber 22. At the left end of the valve rod 32 there is arranged a valve seat 34 which is displaceable in the valve chamber 22 and is located opposite the displaceable valve part 18.
The valve seat 34 has such a play 35 that the part which is displaceable in the valve chamber 22 is not hindered. A compression spring 37 is arranged inside the vacuum chamber 28 of the auxiliary actuating device, the pressure force of which can be adjusted by means of an adjusting disk 36 and which presses the membrane 27 against the atmospheric pressure chamber 29 of the auxiliary actuating device.

The servomotor 1 and the auxiliary actuating device 2 can be controlled by a control device which can be actuated by an electrical circuit as a function of the negative pressure in the intake manifold M and the carburetor socket C. is. The circuits of said electrical circuit are connected in series to a ground connection 38, a battery 39 and an ignition switch 40. Numeral 41 denotes a main valve relay which is connected to a switch 43 arranged on a gear shift lever 42. If the ignition switch 40 and the switch 43 connected to the ground connection 44 are closed, a closed circuit is established via the ground connection 38, the battery 39, the ignition switch 40, the main valve relay 41, the switch 43 and the ground connection 44. The switch 43 is designed such that it goes into the closed position when the gearshift lever 42 is operated and opens wildly when the gearshift lever is released again. On the main valve relay 41 there is a contact 45 which is connected to a ground connection 48 via an electromagnet 47 of a main valve 46. When the main valve relay 41 is actuated, the contact 45 closes, and an electrical circuit is closed via the ground connection 38, the battery 39, the ignition switch ^, the contact 45, the electromagnet 47 and the ground connection 48, so ^! that! the

Electromagnet 47 is excited and the Hniiptvcntil 46 actuated.

For a leakage relay 49 there is an electrical circuit - also from the mentioned ground connection 38, the battery 39, the ignition switch 40, the idle relay 49, an alternator 50 for. Charge the battery and a ground connection 51.

As soon as the ignition switch 40 is closed (when the internal combustion engine K has not yet started), the voltage from the battery 39 is applied to the leakage relay 49, as a result of which a contact 52 is closed. The voltage of the battery. 39 is still applied to the solenoid 47 of the main valve 46, whereby the main valve is actuated.

After the internal combustion engine /: has been turned on and has reached the normal idling speed, interrupts the idle relay .49 its operation, and dci contact 52 is opened, so that the power supply at the oil solenoid 47 of the main valve 46 is interrupted. More precisely, the The voltage of the battery 39 is of opposite polarity to that in the above circuit Turn on the alternator 50 voltage, and when the ignition switch 40 is closed, the generator voltage is the alternator 50 zero because the alternator is not rotating. Hence the full tension the battery 39 is applied to the idle relay 49, whereby the contact 52 closes. after the Internal combustion engine has been turned on and the speed increases, the generated voltage also increases of the alternator 50, and'therefore the voltage of the battery that. is applied to the idle relay 49, gradually smaller until the contact 52 is opened. In that the idle relay 49 is set in such a way that it comes into action when the engine speed is just below the Lecrlauf- ' speed is, it is possible that the Lecrlaufrelais 49 also works when the engine speed due to an overload for any reason below normal idle speed decreased. In other words, the Lecrlaufrelais 49 is designed such that it is a prevents undesirable stalling of the internal combustion engine.

The reference number 53 denotes a secondary valve relay, that with a 'ground connection 56 via an alternating'. Gear switch 54 is connected, which is closed when the gearshift lever is in the for The intended position is located at low speeds of the vehicle, d. H. in the lower aisle (including if necessary in second gear) and in reverse, and which is open to the range for high speeds, i. H. in the position in second and third gear (or third and fourth Gear). Furthermore, the connection of the auxiliary valve relay 53 to the ground connection 56 runs via a gas lever switch 55, which is in the low and medium speed ranges of the engine speed closed xind in the high number ranges is open. When the above switches are both closed, the electrical will go Circuit from the ground connection 38 via the battery 39, the ignition switch 40, the valve relay 53, the power switch 54. the gas switch 55 to the ground connection 56. A contact 57 is closed. Contact 57 is with A ground connection 60 is connected via an electromagnet 59 of a secondary valve 58. About the connection of said contact 57 is the voltage of the battery to the electromagnet 59 for actuation of the Frcilaufvcntils created.

The main valve 46 is equipped with an air filter 61 so that the purified atmospheric air in a chamber 62 can enter. Furthermore, chambers 63, 64 and 65 are provided, the last said chamber 65 via an inlet 66 with a

ίο Undercidnick container 67 is veibundcn, which has a Check valve 68 negative pressure from the suction valve / .clinch cine inlet line 69 fed wild.

The chamber 63 is connected to the valve chamber 22 of the Slellmotois 1 via a line 70 and the inlet 23 ' connected, while the chamber 64 with the left. Stellmotorkammei 13 via a line 71 and the Inlet 15 is connected. The passage between the chambers 62 and 63 is through an Ansaiigvenlil 72 closed or open for atmospheric air and the passage / between the chambers 64 and 65 duich a vacuum valve 74. Under normal conditions, the suction valve 72 is for atmospheric air and the negative pressure valve 74 is closed and a compensation valve 73 is opened by a return spring 75. The relative valve positions are clear, when the main valve mechanism 41 is actuated and the solenoid 47 is energized. d. left, the suction valve 72 for atmospheric air and the pressure relief valve 74 are open, while the equilibrium 73 is closed is.

The secondary valve 58 has a valve chamber 76 in which a valve 77 and a return spring 78 are housed. Said valve chamber 76 is on one side with the chamber 63 of the main valve 46 via the valve 77 and a line 79 opening into the line 70, on the other ropes with the right Stellmotoikammer 12 of the servomotor via a line 80 and the inlet 14-connected. The Valve 77 of the auxiliary valve 58 is - normally held open by the return spring 78 - and connects the Line 79, with the valve chamber 76 and the line 80. It is closed when the secondary valve relay 53 is actuated, that is to say the electromagnet 59 is excited, whereby the connection of the lines 79 and 80 is interrupted.

A secondary line 81 is provided between the lines 70 and 80, in which a shut-off valve 82 is arranged, which opens only in the direction from the line 70 to the line 80 and which prevents any counterflow in the reverse direction. The vacuum chamber 28 of the shut-off device is connected to the vacuum outlet of the gasifier connector C via the vacuum inlet 30 and a line 83, so that it receives the vacuum in the gasifier unit / cn C, while the atmospheric pressure chamber 29 of the shut-off device is continuously connected to the atmospheric air via <W \\ air inlet 31 is connected. . What has been described so far is the general structure of the device according to the invention.

When the internal combustion engine is not in operation and the ignition switch 40 is in the open position all electrical contacts open and the main valve 46 and the overrun valve 58 are both in their inactive position, then the membranes are 11 and 27 of the servomotor I and the lljlfsstellvorrichtung 2 in the position shown in I "i g. I, because it is the restoring force of the Kiipplungsfcdcm the coupling

209 631 '27

subject to bind, and the clutch is in place fully engaged.

To start the internal combustion engine, the ignition switch is closed. (The internal combustion engine is not turned on by this measure alone.) Then the entire voltage of the battery 39 is applied to the idling relay 49, the idling relay being energized and the contact 52 closing. As a result, the solenoid 47 of the main valve is again energized, whereby the suction valve 72 for atmospheric air and the pressure relief valve 74 of the main valve 46 are opened and the equalizing valve 73 of the main valve are closed. As a result, the air is sucked out of the left servomotor chamber 13 by the vacuum stored in the vacuum tank 67, via the inlet 15, the line 71, the chambers 64 and 65 and the inlet 66, while atmospheric air into the right servomotor chamber 12 through the Air filter 61, the chambers 62 and 63, the line 79, the valve chamber 76 of the auxiliary valve 58, the line 80 and the inlet 14 is admitted. As a result, the equilibrium between the right and left servomotor chambers 12 and 13 of servomotor 1 is lost. The air pressure in the left servomotor chamber 13 falls below that of the right servomotor chamber 12. This in turn has the consequence that the membrane 11 moves towards the left servomotor chamber 13 against the restoring force of the clutch springs of the clutch and the force of the compression spring 24 in a position like it by the strong line in .Fig. 2 is shown moved. Accordingly, the piston rod 16 attached to the membrane 11 moves the piston 4 in the hydraulic master cylinder 3 to the left with the result that the clutch release lever 10 is pressed by the pressure oil into position D , in which the clutch is completely disengaged. At the same time, the diaphragm 27 of the auxiliary actuating device 2 is also moved to the left by the force of the compression spring 37 until it presses against the wall of the atmospheric pressure chamber 29, as shown in FIG. 2 is represented by the strong line. .

When the internal combustion engine E has reached idling speed, the idling relay 49 is switched off and opens the contact 52, whereby the electromagnet 47 is de-energized, so that the suction valve 72 and the vacuum valve 74 of the main valve 46 are closed while the equalizing valve 73 is opened. Therefore, the atmospheric pressure air flows from the right servomotor chamber 12 into the left servomotor chamber 13 through inlet J4, line 80, sub valve 58, lines 79 and 70, chamber 63 of main valve 46, and then through line 71 and the inlet 15, so that the air pressure in the right servomotor chamber 12 is balanced with that in the left servomotor chamber 13 and the membrane is returned to a position as indicated by the thin dashed line in FIG. 2 is indicated. This also means that the clutch release lever 10 assumes the position //. In the meantime, the vacuum container 67 is charged with vacuum from the intake manifold M , and the pressure in the vacuum container 67 corresponds to that of the intake air in the intake manifold M.

From the description of the operation of the device it can be seen that when the vacuum tank 67 does not have enough vacuum, the one to the left directional displacement of the membrane 11 can not be carried out effectively. To such a To compensate for undesired operation, it is advisable to either reduce the absorption capacity of the To enlarge vacuum container 67 and to design the valves so that they are sufficiently airtight, or another vacuum container, which is not shown, to be provided. If the contact 52 of the

ίο idle relay opens and the membrane .11 moves to the servo motor chamber 12 on the right, so that the clutch release lever 10 is brought from its position H to position P , in which the friction surfaces of the clutch, not shown, engage. In this operating state, the internal combustion engine runs at low speed in idle and does not develop any attractiveness; and therefore the engine speed is not high enough to move the vehicle forward. The speed drops rapidly to a level below the normal idling speed of the internal combustion engine, so that the valves of the main valve 46 are actuated by the idling relay 49 in the same way as if only the ignition switch 40 had been closed. This corrects the position of the diaphragm 11, and the clutch release lever 10 is pressed into position // or D , whereby the clutch is released and the engine does not stall. It is possible that the membrane 11 is displaced more than necessary to the right servomotor chamber 12, whereby the clutch engages before the engine speed has risen sufficiently. However, as will be described later, this is prevented. .

When the gear shift lever 42 is touched to engage a gear, the switch 43 is closed and the main valve relay 41 energized, whereby the contact 45 is closed and the solenoid 47 of the main valve 46 is energized. This in turn opens the suction valve 72 and the vacuum valve 74 of the main valve 46, and the equalizing valve 73 is closed. Atmospheric pressure air flows into the right servomotor chamber 12, while the air from the left servomotor chamber 13 into the Vacuum container 67 is sucked off. As a result, the membrane 11 is again against the one on the left Servomotor chamber 13 moved, d. H. into the one shown in FIG. 2 represented by strong lines Position whereby the clutch is fully disengaged.

After engaging a gear to start off, the gear change switch 54 and also the Throttle switch 55. This energizes the freewheeling relay 53 and closes the contact 57, so that the Solenoid 59 of secondary valve 58 is energized, causing valve 77 and lines 79 and 80 getting closed. To shift the change gear, the gear shift lever 42 is gripped again. As a result, the switch 43 opens the circuit, so that the main valve relay 41 is de-energized and the contact 45 opens, which switches off the electromagnet47 of the main valve. By the force of the return spring 75 become the atmospheric pressure air suction valve 72 and the negative pressure valve 74 closed and the equalizing valve 73 is ... opened. The lines 70 and 71 are thus connected to one another connected. As described above, the line 79 is separated from the line 80, and the shut-off valve 82 in the sub-line 81 between the lines

I 455 513

11 12

tiingen 70 and 80 comes into effect. By that time the slidable valve part 18 is so far ver-inlet 14 coming line 80 is pushed completely until it is on the displaceable valve seat 34 closed * so that the air is at atmospheric pressure.

into the right servomotor chamber 12 via the inlet 20 The rightward displacement of the valve the lock nut 19, the bore 17, the sliding seat 34 follows without any time delay ble valve part 18, the valve chamber 22 and through the sliding valve part 18 together with the Memden Inlet 23 of said chamber into line 70 bran 11 in the direction through which the coupling can flow. fully engages. Of course there are to this

. The air of atmospheric pressure flows to the point of time of the gas lever switch 55 as well as the through the chambers 63 and 64, the line 71 and io change gear switch 54 is closed, and therefore is the inlet 15 into the left servomotor chamber 13, where the freewheeling relay 53 is switched on, and the two due to the air pressure in the control lines 80 and 79 on the right are closed, motor chamber 12 and the left servomotor chamber 13 As described above, the entire process takes place

compensates. In addition, the diaphragm 11 is through the in a very short period of time, so that the time-restoring force the clutch springs of clutch 15 can be reduced to the lowest possible values, against the servomotor chamber 12 on the right. Such a common movement of the valve

moves away until the displaceable valve part 18 on the distributor 18 and the valve seat 34 lets the degree of slidable valve seat 34 rests. This makes the clutch engagement proportional to the degree of Bore 17 is closed and the throttle control on the right increases, d. i.e., the increase in Servomotor chamber 12 completely closed, so that ao the engine speed has a Kuppdie Air within said servomotor chamber 12 lungshubsteuerung result.

is prevented from further leakage. The diaphragm When the throttle is depressed further

11 therefore stops, so that the clutch is opened immediately (while the vehicle is already moving), the bar is held in front of the engagement position, the engine speed increase and the increasing clutch release lever 10 being in position //. The 25 low transmitted torque of the clutch is required to move the clutch return lever 10 from the throttle switch 55, and the freewheel relay 53 opens the position D to the H position, the contact 57. As a result, the electromagnet loses its by changing the effective cross section 59 of the secondary valve 58 magnetic force, and the bore 17 can be controlled. This change in the valve 77 is effected by the return spring 78 opening through the formation of the displaceable 30. In this way, the lines 79 and 80 of the valve seat 34 and valve seat 34 are connected to one another by the setting of the off, "and the air within the stand between the valve part 18 and the valve-right servomotor chamber 12 is freely connected to seat 34. · '___- . of the left servomotor chamber 13 without being affected by the

To start up, the sliding valve part 18 and the sliding part is after the insertion of a gear stepped on the throttle. The negative pressure in the carburetor 35 valve seat 34 to be restricted as before. then stutzen C rises sharply, causing a drop in the restoring force of the clutch springs Air pressure in the vacuum chamber 28 of the auxiliary clutch, the membrane 11 quickly to the right Actuating device 2 is moved via line 83 and the lower, and the clutch is completely closed pressure inlet 30 takes place. Therefore the meme moves without any resistance to the burn 27 to counteract the spring force of the compression spring 37 40 attack because the clutch release lever is brought into position P against the vacuum chamber 28 via a path 10. -, ·, ■ '·',; distance that is proportional to the increase in the above-mentioned

Negative pressure is. At that time, the shift will take the throttle switch 55 to go fast the membrane 27 is not interrupted to the right because the clutch is fully engaged. ~ the atmospheric pressure chamber 29 with an air 45 for shifting gears after starting it is inlet31 is provided. The loading directed to the right is not necessary, the clutch in half meshing motion the membrane 27 has the effect of leaving the same order for a comparatively longer time travel of the slidable valve seat 34 within a range as in the case of the low vehicle speed Valve chamber 22 through the valve rod 32, so speed. The full engagement of the clutch must be in that there is little margin between the contrary within a short time after the sliding valve part 18 and the sliding clutch release lever 10, the clutch completely Valve seat 34 adjusts. When this leeway has disengaged, to be terminated, formed, the connection between the right After reaching the predetermined internal combustion

Servomotor chamber 12 and the servomotor speed on the left, the throttle switch 55 is in motor chamber 13 via the inlet 20, the bore 17, 55 of its open position. When grabbing the gangden sliding valve part 18, the valve chamber 22, shift lever 42 to shift to another gear, the inlet 23, the line 70, the chambers 63 and 64 wildly the switch 43-closed, so that the, Hauptdes Main valve 46 and the line 71 responds to the recovery valve relay 41 and the contact 41 closes, represents because the air pressure in the said two positions- In the same way as in the case of start-up in engine chambers is balanced, or the pressure is in a low gear, the valves of the main engine work right-hand servomotor chamber is a little valve 46, d. i.e., the suction valve 72 and that is below the pressure in the other servomotor chamber. pressure valve 74 open while the equalizing valve 73

Therefore the diaphragm il closes to the right through the. Furthermore, the air becomes atmospheric Restoring force of the clutch springs of the clutch pressure within the left servomotor chamber 13 in and the restoring force of the compression spring 24 moves, and 6s the vacuum container 67 is sucked off and flows the air within the right servomotor chamber 12 continues' into the right servomotor chamber 12 via the flows against the servomotor chamber 13 on the left, air filter 61, chambers 62 and 63, lines 70 and the clutch begins to engage. At the same and 79, the secondary valve 58, the line 80 and the

Inlet 14. As a result, the air pressure in said left-hand servomotor chamber 13 falls, while the pressure in said right-hand motor chamber increases. The membrane 11 moves against the left-hand motor chamber 13, and the piston 4 is also moved to the left by the piston rod 16, whereby pressure oil is pressed from the hydraulic master cylinder 3 into the cylinder 7 and the tilting release lever 10 quickly moves into position D. moved to disengage the clutch. At this time, the diaphragm 27 of the auxiliary actuating device 2 is exactly in the position shown in FIG. 1, while the vacuum chamber 28 is subjected to a vacuum from the carburetor socket. If the gearshift lever 42 is released again after the gear has been engaged, then it opens the switch 43, and the main valve 41 opens the contact 45, so that the suction valve 72 and the vacuum valve 74 are closed while the compensation valve 73 is opened. The change gear holder 54 is in its open position because the change gear is shifted to a higher gear, and its circuit is open. Therefore, the Ncbenvcntilrclais does not work as when the vehicle was started, and the valve 77 of the auxiliary valve 58 ■ remains open. 79, 70 and 71. The opening valve 58 and the chambers 63 and 64 of the main valve 46 are connected, whereby the air Quickly equalize the pressures in the servomotor chamber 12 on the right and the servomotor chamber 13 on the left. As a result, the membrane 11 moves to the right without any resistance being given to the restoring force of the clutch springs. The membrane 27 of the auxiliary actuating device 2 is also displaced against the vacuum chamber 28 by the vacuum from the carburetor socket C , and the displaceable valve seat 34 is displaced into the right-hand side of the valve chamber 22 in the same way. Therefore, the operation is so fast that the disengagement and engagement of the clutch can be completed in a very short period of time. . ■ -.

In order to be able to brake with the internal combustion engine, it is necessary that the clutch is engaged remains while the gearbox is shifted to second gear or third gear and that Vehicle is still driving at a speed above a predetermined speed. This is calibrated by the fact that the negative pressure of the carburetor connection C is applied to the vacuum chamber on the right 28 of the auxiliary positioning device 2 corresponding to the considerable high speed of the internal combustion engine works and as a result the membrane 27 is displaced against the vacuum chamber 28 on the right. Because the main valve relay 41, the idle relay 49 and the Ncbenvcntilrelais 53 are not energized and therefore the suction valve 72 and the sub. pressure valve 74 are closed while the equalizing valve 73 is open; and further because the valve 77 of the Ncbcnventils 58 is also open, the membrane 11 is against the right-hand servomotor chamber 12 shifted under the full restoring force of the clutch springs.

If the engine speed drops below the normal engine speed, responds to the Lccrlaufrelais 49 and disengages the clutch as described above, so that an undesired Engine stalling does not occur. Braking with the internal combustion engine can also can be used when first gear is engaged.

The position of the clutch immediately before engagement can be proportional to in the following way the engine speed can be set.

Since the servomotor 1 and the auxiliary control device 2

are connected to one another to form a structural unit by the screwed-on threaded neck 25 and the counter nut 26, it is possible to rotate one part against the other. The relative distance between the servomotor 1 and the auxiliary control device 2 determines the relative distance between the piston rod 16 fastened with the membrane 11 and the valve rod 32 fastened with the membrane 27. These distances are required to adjust the play between the displaceable valve part 18 and the displaceable valve seat 34 and thus determine the point in time when the valve part is lifted onto the valve seat. If this game is increased, the distance between the positions D and // of the clutch release lever 10, as in FIG. 2, enlarged, and when the game becomes vci ringer], the distance between positions D and 7 / narrows. This means that the stroke which the displaceable valve member 18 requires in order to rest on the displaceable valve seat 34 can be changed by the above-mentioned setting.

The setting of the time in which the clutch moves from the half-engagement position into the engagement position or the Kiipplungsausrückhebcl 10 goes through the position 7 / into the position P can be done by

The compression spring 37 of the auxiliary device point 2 aufnelimcn'dc Adjustment screw 36 are carried out.

When the adjusting screw 36 is screwed in far. is, the pressure of the compression spring 37 increases. The from. Negative pressure exerted on the carburetor socket at a rate that the Mcmbran 27 moves against the vacuum chamber 28, increases, then increases more sharply.

Conversely, when the adjusting screw 36 is screwed back, the pressure and the resistance are reduced therefore falls off. Therefore, when the resistance increases, the membrane 27 only moves to the right, when the engine speed reaches a considerable level. The time in which the membrane 11 of the servomotor 1 follows the movement of the membrane 27, therefore wildly lengthened and also the time in which the clutch is in the half-engagement position.

When the force of the compression spring 37 decreases, the duration of the half-engagement position of the clutch is shortened.

Thus, both the hub of the clutch as

also the time in which the clutch is in the half-

55 ^ grip position remains, can be adjusted with ease. Furthermore, it is easily possible through the negative pressure in the carburetor socket and through the servomotor the vacuum in the intake manifold to actuate the auxiliary actuating device. Also the sliding valve seat 34 can be displaced by means of a piston which is arranged within the valve chamber 22. The speed with which the membrane 27 moves to the right through the negative pressure in the carburetor socket C moves, corresponds exactly to the increase in the rise in negative pressure that leads to the negative pressure chamber the auxiliary actuating device is transmitted. Therefore, from the description made above in Relation to F i g. 3 can be seen that a

1,466,513

quickly stepping on the throttle. Clutch ' intervention must result, which lags behind the increase in the engine speed. In In view of this possibility, the clutch engagement takes place quickly and completely by utilizing the sharp drop in the negative pressure (curve 203 in Fig. 3) in the intake manifold, the Operation of the throttle occurs.

In the Ausfülmingsform according to FIG. 4 secondary lines 85 and 86 are provided. The secondary valve 58 is connected to the valve 46 via the line 79 and to the servomotor 1 via the line 80. The secondary line 85 opens into a valve chamber 87 and the secondary line 86 into a valve chamber 88, the valve chambers 87 and 88 through Valve 89 can be connected or disconnected. These parts belong to a quick start device 99. The valve 89 is connected via a valve rod 90 to a membrane 93 which separates a vacuum chamber 91 from a chamber 92 to which air is subjected to atmospheric pressure. An air inlet 94 is provided in the last-mentioned chamber 92 in such a way that it does not impede the movement of the membrane 93. Normally, the diaphragm 93 is pressed against the chamber 92 with air at atmospheric pressure by means of a spring 96 and keeps the valve 89 open. The force of the spring 96 can be adjusted by an adjusting screw 95. The vacuum chamber 91 is connected to the intake manifold M via a line 97. Numeral 98 denotes a rubber gasket which completely seals the valve chamber 87. . ■ ·· -. ■■

The negative pressure in the intake manifold, M is at the moment when the internal combustion engine is started, considerably high, as in FIG. 3 shown. Therefore, the negative pressure in the negative pressure chamber 91 rises accordingly, with the result that the membrane 93 is pressed against the negative pressure chamber 91 and the force of the spring 96, whereby the valve 89 closes and the line 79 to the secondary line 85 from that leading to the line 80 Secondary line 86 is separated, the lines 79 and 80 in turn being connected to one another in the secondary valve 58. . .. · '

When the throttle lever is stepped very quickly in order to make a quick start, the negative pressure in the intake manifold M drops very steeply, as shown in the characteristic curve 203 in FIG. 3 is shown, which results in a corresponding drop in the negative pressure in the negative pressure chamber 91. Depending on the decrease in the negative pressure in the negative pressure chamber 91, the membrane 93 is pressed under the pressure of the spring 96 against the chamber 92 acted upon by air at atmospheric pressure. The movement time of the membrane 93 versus that of air. Atmospheric pressure acted upon chamber 92 can be adjusted by adjusting the spring force of the spring 96 to the negative pressure of the auxiliary actuating device 2 (line 200) corresponding height at which the auxiliary actuating device begins to engage the clutch. The setting can be made in such a way that when the throttle lever is actuated quickly, the valve 89, the auxiliary lines 85 and 86, as soon as the negative pressure in the intake manifold falls to the point indicated by the arbcil point 209 of FIG. 3 falls, opens or, if the throttle lever is operated normally, the valve 89 opens the secondary lines when the working point 208 is reached. "

It is also possible to adjust the setting in such a way that the throttle lever is gradually depressed the side doors usually do not open. . ■

If the ignition switch 40 is actuated to start the internal combustion engine and to insert a 2nd gear, the gear shift lever 42 is actuated and released again, then the valve 77 of the secondary valve closes 58 to separate the lines 79 and 80. and

ίο is only the equalizing valve 73 of the main valve 46 open. The servomotor chamber 12 on the right and the servomotor chamber 13 of the servomotor on the left 1 are thus connected to one another only via the valve chamber 22. Hence, through the Membrane 27 of the auxiliary actuating device 2 causes the clutch to be in a position immediately in front of the Intervention.

Under these conditions, a sudden actuation of the gas lever with a subsequent increase in the speed of the combustion engine does not necessarily result in a corresponding strong increase in the negative pressure in the negative pressure chamber 28 of the auxiliary actuating device 2 to a level that is sufficient for clutch engagement (see characteristic curve 205 in F -ig. 3). In order to ensure clutch engagement even under these conditions, the quick-start device 99 is provided, whereby, if the negative pressure in the intake manifold M falls steeply, the membrane 93 is moved against the chamber 92 acted upon by air at atmospheric pressure and the valve 89 opens and thus the secondary line 85 of the line 79 connects to the secondary line 86 of the line 80. The servomotor chamber on the right and the servomotor chamber 13 of the servomotor 1 on the left are connected to one another by setting the displaceable valve part 18 and the displaceable valve seat 34 in the valve chamber 22, despite the fact that the valve 77 in the secondary valve 58 is closed. The connection is made via the lines 71, 79 and 80 as well as the auxiliary lines 85 and 86. As a result, the air pressures in the right-hand sliding motor chamber 12 and the left-hand servomotor chamber 13 are equalized immediately, and the piston rod 16 of the diaphragm 11 and the valve rod 32 of the diaphragm 27 are subjected to the restoring force of the clutch springs of the clutch, so that the diaphragms 11 and 27 move to the right regardless of the negative pressure in the negative pressure chamber 28 of the auxiliary actuating device 2 for engaging the clutch.

In normal, very gradual ani'aluen moves the membrane 93 of the fast! starteiurrichtung99 not against the chamber 92 acted upon by air at atmospheric pressure to open the valve 89 / u ..

as shown in FIG. 3 can be seen before the negative pressure in the negative pressure chamber 28 of the auxiliary actuating device 2 has increased so that the clutch is brought into engagement. The working method of the secondary, valve 58 is so dimensioned that it is just like a shunt acts after the bypass valve 58 has worked in an intended manner. Hence that is Secondary valve 58 not prevented as such / 11 work. /. <

As can be seen from Fig. 1, the clutch is in Operating point 206 engaged when the vehicle starts up when the throttle is gradually activated is kicked through. The clutch comes against it.

at work point 207 when the throttle lever

209 631/27

1 4ÖÖ Ö Ιό

17 18

is operated quickly, i.e. with a considerable amount of time - automatically or arbitrarily via a connection

delay compared to the first case. rod 116 is adjustable so that the size of the game

In order to avoid this, the process shown in FIG. 5 between the valve seat 111 and the valve part 112

Compensation device are provided. This is changeable. Reference numeral 115 denotes

The gieichseinrichtung consists of an airtight chamber 5 a rubber seal.

mer 103, the capacity of which is proportional to the clearance between the valve part 112 and the Force exerted on the throttle control 109 at valve seat 111 determines the available flow rate increases. The chamber 103 is via a line 100 with the cross section of the line 83. This allows the slope the negative pressure chamber 28 of the auxiliary device 2: the increase in the negative pressure in the negative pressure bond. . '. . ίο chamber 28 of the auxiliary actuating device 2 down

The airtight chamber 103 is to be squeezed by one in one compared with the rising, des

Housing 101 arranged membrane 104 limited. Negative pressure in the carburetor socket in order to

The mentioned membrane 104 is with the throttle control 109 lung intervention time with the increase in the internal combustion

coupled via connecting rods 106 and 108. machine speed to a usable value for

The housing 101 also limits a start-up with the atmosphere. Conversely, the orifice-sphere communicating chamber 102, which is valved when it is wide open, can have the same effect of the atmosphere via passage 105. The membrane 104 is provided against the ¹ airtight chamber with a larger cross-section, and the sub-103 is pressed by a return spring 107. pressure in the carburetor socket C can quickly lead to under-

A quick step through the throttle trigger 109 into the pressure chamber 28 will cause any in FIG. 5 position shown in dashed lines has the loading delay in clutch engagement for a rapid movement of the diaphragm 104 to the right result, where- starting the vehicle to compensate,
Due to the volume of the airtight chamber 103, such a variable throttle valve can be de-enlarged and the air pressure in it drops steeply. neither work automatically nor arbitrarily. For this reason, the air pressure falls within 25. . '.
the vacuum chamber 28 of the auxiliary actuating device 2 F i g. 6 shows an adjustment device for the self-part .ab, because the negative pressure from the carburetor actively working throttle valve. The negative pressure in the nozzle C is insufficiently supplied, and the intake manifold M of the internal combustion engine has the diaphragm 27 moves very quickly to the right, characteristic as shown in the characteristic curves 201, 202 whereby the clutch is extremely fast, such as 30 and 203 the F i g. 3 is shown, namely described in Above, comes into engagement, depending on the engine speed.

In this case the steep drop in pressure is when the throttle is gradually depressed

the negative pressure chamber 28 of the auxiliary actuating device 2 negative pressure also gradually, while the value quickly

intended to compensate for the comparatively increased when the throttle is operated quickly,

wrestle negative pressure in the carburetor socket C, the 35 The Unterdruck.ini intake manifold is connected to the

is supplied via line 83. This effect setting device for the automatically changeable

but does not do any harm because the clutch is already being used in the throttle valve.

There is intervention and the vehicle is already driving. If the setting device for the variable throttle

the throttle is gradually depressed, the valve rises consists of a housing 119 mounted

V. volume of the airtight chamber 103 also all-40 arranged membrane 120, which an airtight chamber

gradually, and therefore there is no danger of the 121 limit, and from one with the atmosphere

Increase in volume of said chamber 103 chamber 122 standing through any passage 125.

what undesirable effects on the right The diaphragm 120 is facing towards the with the

Directional movement of the membrane 27 of the chamber 122 communicating with the auxiliary part atmosphere

device 2 results. 45 loaded by a compression spring 123, the spring force of which

When the throttle is pressed quickly, an adjustment screw 124 comes in which is adjustable. One the clutch is engaged and the vehicle starts with the membrane 120 firmly connected to the connection the above conditions, and consequent rod 126 is connected to the connecting rod 116 of the the negative pressure rises in the negative pressure variable throttle valve connected, namely through chamber 28 of the auxiliary adjusting device 2 and leads 50 a connecting rod 117, the length at 118 to control the membrane 27. is adjustable. The airtight chamber 121 is over

Due to the vacuum supply from the carburetor a line 127 that of the intake manifold M

nozzle C to the vacuum chamber 28 is subjected to the negative pressure coming from the auxiliary part. ^: . . '■■■

device 2 can control the operation of the auxiliary part- If the throttle is now gradually operated,

device can be improved by changing the shape, the 55 remains of the negative pressure of the intake manifold on

Length or inner diameter of conduit 83 is high for a considerable long time,

be adjusted. However, it is expedient, as shown in the characteristic curves 201 and 202 in FIG. 3

Therefore, the membrane 120 in the above: stalt, the length or the inner diameter of which is shown

To change line 83 in such a way that it simultaneously acts as described against the airtight chamber 121

meet various conditions, e.g. B. the Schnell- 60 pushed, while the negative pressure in the intake manifold

and slow start conditions. divisor M is high because the negative pressure in the -air-.

Fun changeable throttle valve 110 (Fig. 6) is tight chamber is also high, whereby the adjacent

through a valve seat 111 in chambers 113 and 114 exposed throttle valve 110 via the connecting rods

divided into which a line branch 83 ", from the 126, 117 and 116 closes. When the negative pressure value

Vcrgasersttitzen coming from, and a Leitiingszweig 65 to the working point 208 in F i g. 3 has dropped out,

83 /;, from the vacuum chamber 28 of the auxiliary actuator, the diaphragm is counteracted by the compression spring 123

Direction 2 coming, merge. The valve seat 111 communicates with the atmosphere

is arranged opposite a valve part 112, which moves the chamber, and thereby the throttle valve opens

valve 110 very wide. In other words, the membrane stops applying negative pressure, which builds up from the carburetor socket to the vacuum chamber 28 of the auxiliary actuating device 2, and delays the operation of the diaphragm 27 of the auxiliary actuating device 2 such that premature engagement of the clutch is prevented.

Rapid actuation of the throttle lever has a correspondingly sharp drop in the negative pressure in the intake manifold, as indicated by the characteristic curve 203 in FIG. 3 is indicated. As a result, the negative pressure in the airtight chamber 121 also drops sharply until the diaphragm 120 is displaced against the chamber 122 connected to the atmosphere by the compression spring 123, which corresponds to the operating point 209 in FIG. 3 corresponds, as a result of which the opening of the variable throttle valve 110 expands and the build-up of the negative pressure from the carburetor socket C to the negative pressure chamber 28 of the auxiliary actuating device 2 proceeds quickly. As a result, the operation of the diaphragm 27 of the auxiliary actuating device 2 is accelerated, and the clutch engagement is also accelerated, with the internal combustion engine from revving up or the clutch being prevented from slipping.

The same effect can be achieved when the housing 119 as a cylinder and the diaphragm 120 is designed as a piston.

An arbitrary setting for the variable throttle valve is shown in FIGS. 7 and 8 shown.

With reference to FIGS. 7 is the valve part 112 via the connecting rods 116 and 117 connected to a hand lever 128 which is mounted pivotably about a pin 129.

If the. Hand lever 128 is in the position shown by solid lines, is the opening of the variable throttle valve is very small. While the opening widens when the hand lever is in the position indicated by dashed lines is brought. ·

Therefore, actuation of the hand lever 128 has the same effect as the automatic one described To achieve setting of the throttle valve.

F i g. 8 shows a variable throttle valve coupled to the throttle lever 130 which is rotated around a Pin 131 is pivotably mounted. The valve part 112 is connected to the throttle lever 130 via the connecting rods 116 and 117. ~

When the throttle is gradually depressed, the valve member 112 also opens gradually. When If the throttle lever is depressed quickly, the opening of the valve part 112 is correspondingly quick. Therefore can have the same effect as the automatic setting of the adjustable throttle valve can be achieved. .

The membrane 27 of the auxiliary adjusting device 2 works as a function of the negative pressure in the carburetor socket C. The negative pressure in the carburetor socket C is greater when the starter flap is used to crank the "Internal combustion engine is operated in the cold season than the negative pressure that occurs during normal cranking the internal combustion engine is obtained. Therefore, the membrane 27 can move against the direction of Move clutch engagement (as can be seen in the figure to the right), which leads to an erroneous start-up of the The vehicle.

To avoid this, a line 133 is provided which communicates with the atmosphere standing chamber 29 of the auxiliary adjusting device 2 with the line 83 leading to the carburetor socket C. Connects via a valve 132, which in turn connects to a lever 137 of the starter flap 136 via a Valve stem 134 and a connecting rod 135 is connected. The lever 137 is similar to that not shown Start flap button connected via a cable 138. When the choke button is pulled, the opening of the choke set so that the Fuel concentration results in an ignitable mixture. The valve 132 in line 133 is through the Connecting rod 135 closed when the choke 136 is fully open. The line 133 is Connected via the open valve 132 to the line 83 when the starter flap 136 is closed.

When the starter flap button is pulled, a highly concentrated, combustible mixture enters the To bring the internal combustion engine, the valve 132 is opened .. Therefore actuated the negative pressure in the carburetor socket C, which acts on the negative pressure chamber 28 of the auxiliary actuating device 2, at the same time Via the line 133, the atmospheric pressure chamber 29 of the communicating with the atmosphere ■ Auxiliary control device 2. Then the air pressure falls in the one connected to the atmosphere Atmospheric pressure chamber 29 slightly below atmospheric pressure because the air inlet 31 of the atmospheric pressure chamber 29 is small in diameter. As a result, the functioning of the membrane 27, which has the tendency to move against the vacuum chamber 28, delays and the contact of said membrane 27 with the inner wall of the auxiliary actuating device on the side of the atmospheric pressure chamber maintain. This means that the membrane 27 is in a against the atmospheric pressure chamber 29 of the auxiliary actuating device is held shifted position and therefore also the rightward movement of the membrane 11 of the Servomotor 1 restricts, so that the clutch is held in a position immediately before the engagement.

If the cooling fan and the. alternator driving belt (this type of incident occurs occasionally when the vehicle is moved forward at high speed), the alternator 50 stops working. The tension of the Battery 39 then energizes idle relay 49, and contact 52 closes, whereby vacuum valve 74 and the suction valve 72 of the main valve 46 communicating with the atmosphere are opened and the balance valve 73 of the main valve is closed and the clutch is released.

With a view to increasing the security in such cases, a device is provided that it allows the vehicle to continue driving without seeking any help immediately. ... · ..

In Fig. 10 such a device is shown, which has an emergency switch 139, the in a The circuit is connected to the contact 45 of the main valve relay 41 and the contact 52 of the idle relay 49 connects to the electromagnet 47 of the main valve.

This emergency switch 139 has contacts N for opening or closing the circuit mentioned and contacts P for engaging and contacts d for disengaging the clutch, independently of the automatic operation of the device.

Normally, the emergency switch 139 closes the electrical circuit with its contacts in the N position in the event that the alternator is normal as a function of the engine speed

operates, the device for automatically controlling the clutch in the manner described he follows. ·

If the alternator 50 fails and an automatic control of the clutch is no longer possible, the emergency switch 139 is brought to position P , whereby the aforementioned circuit is opened and the clutch is switched off by the control action of the electromagnet 47 of the main valve, which is excited by the aforementioned circuit so that the clutch is fully engaged.

In contrast, the position el is provided in order to close a circuit with the battery 39 and the electromagnet 47 of the main valve. When the emergency switch 139 is placed in position d , the main valve 46 opens the suction valve 72, which is in communication with the atmosphere, and the vacuum valve 74 and closes the equalizing valve 73, whereby the clutch is completely disengaged. Therefore, in the case where the alternator 50 stops generating electricity, it is possible to close by operating the emergency switch 139. drive. The vehicle must therefore be driven in such a way that the internal combustion engine does not overheat.

Tn the electrical circuit described above, the idle relay 49 is connected in such a way that it prevents undesired stoppage of the internal combustion engine. But the design of the idling relay 49 must be adapted to the charging system of the alternator, which is dependent on the type of vehicle. The contact 52 of the idling relay 49 can vibrate when the idling speed fluctuates greatly. If a fault occurs in the alternator 50 or in the drive, the idle relay 49 can lose its function, as described above depending on the emergency switch. Furthermore, the internal combustion engine can stall as a result of the emergency switch. For these reasons, it is expedient that the speed of the internal combustion engine or the driving speed of the vehicle act directly on the device described above, which in the event of a drop. choking the internal combustion engine, the clutch is automatically disengaged. For this purpose, a pickup relay 140 measuring the speed is switched on in series in the shortened circuit with the battery 39 and the electromagnet 47 of the main valve 46. It consists of a centrifugal switch, which is subjected to a centrifugal force that corresponds to the speed of the internal combustion engine or the driving speed of the vehicle. A switch that works differently can also be used for this purpose.

A centrifugal switch is easy to adapt because it is relatively simple in construction and not complicated makes electrical circuit necessary. As in Fig. 10, a switch of this type is made up of ■ a lever with weight and with contacts arranged opposite the known lever. He is z. B. designed such that it opens the contacts at a .Bennkraftmaschinendrehzahl over 800 rpm lind closes below 400 rpm, or it opens the contacts at a drive shaft speed of over 60 rpm and closes below 45 rpm.

When the contacts of the pickup relay 140 are closed, the battery 39 and the solenoid 47 of the main valve 46 are connected together, and the energization of the solenoid 47 completely disengages the clutch. If the contacts of the receiving relay 140 are open, the electrical circuit effects the control described above, specifically in accordance with the actuation by the driver.
A device is also used to determine whether the clutch should be disengaged or whether the internal combustion engine should be used for braking while the clutch remains engaged. This takes place depending on the brake actuation for stopping or decelerating the vehicle. Hence

ίο a rapid brake application relay is provided to to prevent undesired stalling of the internal combustion engine when the vehicle is stopped quickly.

In Fig. 10, a brake relay 142 is shown, the

parallel. is switched to brake lights 141 . The brake relay is in series with the battery 39, a quick brake take-up switch 143, the gearbox switch 54 and the accelerator switch 55 and is designed such that it controls a contact 144 so that the contacts 144 sound a direct connection to the electromagnet 47 of the main valve. Numeral 145 denotes a lamp switch.

The Schnellbiemsaufnahmeschalter 143 is designed such that it closes the circuit only when the brake pedal is depressed quickly, e.g. B. when the oil pressure rises steeply in a hydraulic brake. Otherwise the contacts are open.

When the throttle lever is operated in the lower speed range and the gearshift lever is placed in first (or second) gear or in reverse gear, the moment of inertia of the internal combustion engine and the flywheel is large compared to the traveling speed of the vehicle. The moment of inertia acts on the drive wheels in the sense of decelerating the vehicle and, because the braking effect increases with the deceleration, it leads to the engine stalling. The Schnellbremsaiifnahineschalter 143 closes the circuit in such a case, and the brake relay 142 is energized, whereby the contact 144 is closed, so that the voltage of the battery 39 energizes the solenoid 47 of the main valve. As a result, the suction valve 72 communicating with the atmosphere and the negative pressure valve 74 of the main valve 46 are opened and the equalizing valve 73 is closed. Therefore, the clutch is disengaged as soon as the emergency braking is initiated while the vehicle is traveling at a low speed. If, however, the braking is initiated when the vehicle is traveling at high speed, the brake relay 142 is not switched on because the gear change switch 54 opens the circuit and initiates braking with the internal combustion engine.

In the same way, an exhaust pipe pressure switch 146 is provided in the shortened circuit for the battery 39 and the electromagnet 47 of the main valve.

As shown schematically in FIG. 11, the exhaust pipe pressure switch is connected to the exhaust pipe 148 connecting the exhaust manifold Λ 'of the internal combustion engine and the muffler 147 . This has a branch line 149 , which in turn is connected to a chamber 151 in which there is a MctaHmcmbran 150 which, when the exhaust pressure is low, is pressed in one direction by the spring 152 located on the other side of said chamber thereby reducing the volume of the chamber 151 . When the exhaust

pressure increases, the metal diaphragm 150 jumps against the force of the spring 152 in the opposite direction. The metal diaphragm 150 is connected to a connecting rod 153 and operates a switch 154 according to the position of the metal diaphragm. Reference numeral 155 denotes a surge tank, which is arranged in the branch line 149. A spring 156 loads the switch 154 in his one working position. An adjusting screw for the spring 156 is designated with 157 and 158 a contact on the entry page.

If the internal combustion engine is running at low speed, then the pressure is within the exhaust line accordingly low, and the. Metal diaphragm 150 is urged against chamber 151 by spring 152. Therefore, switch 154 closes contact 158 and solenoid 47 of the main valve becomes energized by the battery 39, whereby the clutch is completely disengaged.

The speed of the internal combustion engine increases, and with it the pressure within the exhaust line at a predetermined value, the metal diaphragm 150 springs against the combined forces of the Springs 152 and 156 from the chamber 151 against the other side, whereby the shortened circuit of the battery 39 and the solenoid of the main valve 47 is opened by the switch 154, and the clutch remains engaged depending on the driver's actuation.

This is the same effect as produced by the idle relay 49 is obtained, but without any play to close the switch. At an appropriate time For the cracking of the metal diaphragm 150 to ensure it is only necessary to either the pressure of the spring 152 or that of the spring 156 working on the switch 154.

Claims (13)

Patent claims: 1. Device for the automatic control of the engagement and disengagement of an auxiliary power-operated Coupling for motor vehicles, with one through a movable partition in one of the negative pressure The servomotor chamber that can be acted upon in the suction distributor and one acted upon by the outside air Servomotor chamber subdivided servomotor, which is used to disengage the spring force in the Engaging loaded clutch is connected to a linkage, from which by Vacuum pressurized servomotor chamber, lines to the intake manifold and to the outside air lead, in which valves are turned on, of which - One can be actuated electromagnetically by the gearshift lever and another, and in the electrical Circuit a switch operated as a function of the engine speed Gearbox switch and a throttle lever switch are arranged, characterized in that that a movable partition (membrane 27) in one of the negative pressure in the ¹ gas connector (C) through a line (83) acted upon underpressure chamber (28) and an atmospheric pressure chamber (29) communicating with the outside air (29) is provided and the partition (27) of the auxiliary adjusting device (2) with an in a valve chamber (22) which is acted upon by the outside air. A displaceable valve seat (34) is coupled to the vertical motor chamber (12) and cooperates with a displaceable valve part (18) which is coupled to the partition (11) of the servomotor (1) and protrudes into the valve chamber (22), and to the valve chamber (22) ) a chamber (63) of a main valve (46) is connected via a line (70), of which a further chamber (64) is connected via a line (71) to the servomotor chamber (13) which can be acted upon by negative pressure, with the main valve ( 46) a suction valve (72) controlling the connection of the chamber (63) connected to the servomotor chamber (12) to which outside air is applied to the outside air, a vacuum valve (64) controlling the connection of the chamber (64) connected to the servomotor chamber (13) connected to the servomotor chamber (13) which can be acted upon by negative pressure. 74) and the connection between the chambers (63 and 64) controlling equalizing valve (73) are arranged and the suction, vacuum and equalizing valve (72, 73 and 74) of the main valve (46) geme are generally electromagnetically actuated in such a way that the suction and vacuum valves (72 and 74) are closed and the compensating valve (73) is open, and vice versa, and branching off into a line (70) leading to the servomotor chamber (12) acted upon by outside air Line (79, 80) an electromagnetically operated secondary valve (58) is switched on, and a main valve circuit (38 to 52) is also provided, with a switch (43, 45) operated by the gearshift lever (42) and one for it connected in parallel, depending on the drive machine speed actuated switching device (49 to 52) and a secondary valve circuit (53 to 57) is arranged, with a dependent on the position of the gearbox operated gear switch (54) and a connected in series, depending on the Position of the throttle lever operated throttle lever switch (55). 2. Apparatus according to claim 1, characterized in that the valve seat (34) with the partition (27) of the auxiliary actuating device (2) by a valve rod (32) carrying a thread and a Lock nut is adjustable connected. 3. Device according to claims 1 and 2, - characterized by one in the vacuum chamber (28) of the auxiliary actuating device (2) arranged, the partition wall (27) in the direction of the atmospheric pressure chamber (29) loading compression spring (37) and an adjusting screw (36) for adjusting the spring force of the compression spring (37). 4. Device according to claims 1 to 3, characterized by a secondary line (85, 86) connected to the subsections of the branching line (79, 80) for the secondary valve (58), a valve arranged in the secondary line (85, 86) (89) and an associated quick-start device (99) controlled by the negative pressure in the intake manifold (M) with a vacuum chamber (91) connected to the intake manifold (M) via a line (97), a movable chamber coupled to the valve (89) Partition (93). and a chamber (92) connected to the outside air. 5. Device according to claims 1 to 4, characterized by a line (100) with the one from the carburetor socket (C) to the vacuum chamber (28) of the auxiliary actuating device (2) leading line (83) communicating compensation direction with an increasing proportional to the actuation pressure of the throttle lever (109), to the outside airtight chamber (103). 6. Device according to claims 1 to 5, characterized by one in the carburetor socket (C) the line (83) leading to the vacuum chamber (28) of the auxiliary actuating device (2), arbitrarily or automatically adjustable throttle valve (110). 7. Device according to claims 1 to 6, characterized in that the throttle valve (110) is coupled to the partition (120) of an auxiliary servomotor via a connecting rod (116), one chamber (121) of which is connected to the intake manifold (M) via a line (127). ' 8. Device according to claims 1 to 7, characterized by one of the atmospheric pressure chamber (29) of the auxiliary adjusting device (2) for the vacuum chamber (28) with the carburetor socket (C) connecting line (83) leading line (133) and a built in this, with valve (132) coupled to a lever (137) of the starter flap (136). 9. Device according to claims 1 to 8, characterized in that the main valve as circuit one from a battery (39) via a main valve relay (41) and one when actuated of the gear shift lever (42) closing switch (43) guided main valve relay circuit and a from the battery (39) via a closed switch (43) from the main valve relay (41) - closed Contact (45) and the electromagnet (47) of the main valve (46) leading first 'valve switching circuit having. 10. Device according to claims 1 to 9, characterized in that the main valve circuit additionally one of the battery (39) via a neutral relay (49) and a run of de ^r engine speed controlled Schaltvor "direction (alternator 50) neutral relay circuit and one of the battery (39) via a contact (52) closed by the idling relay (49) only at low engine speed and the electromagnet (47) of the main valve (46) leading, second valve switching circuit. 11. The device ^v according to claims 1 to 10, characterized in that the main valve circuit also has one of the battery (39) via a brake relay (142), an emergency brake take-up switch (143) which closes during rapid braking, the gear change switch (54) and the Accelerator lever switch (55) and an emergency brake circuit controlled by the battery (39) via the contact (144) closed by the brake relay (142) and the electromagnet (47) of the main valve only when the engine speed is low, the gear is engaged and the emergency brake switch (143) is closed (46) leading, third valve switching circuit. 12. Device according to claims 1 to 11, characterized in that the main valve circuit additionally one from the battery (39) via an emergency switch (139) and the electromagnet (47) of the main valve (46) has led emergency circuit. ' 13. Device according to claims 1 to 12, characterized in that the main valve circuit additionally one from the battery (39) via a directly speed-dependent one, with one Centrifugal switching device provided pickup relay (140) and the electromagnet (47) of the Main valve (46) has guided auxiliary circuit. For this purpose 3 sheets of drawings