DE623096C - Auxiliary device for a motor vehicle clutch - Google Patents

Description

The invention relates to an auxiliary power device for disengaging and engaging a Coupling of motor vehicles, which is a particularly simple and safe, self-

'5 Actively adapting to the operating conditions, completely shock-free start-up and acceleration enables.

Auxiliary power devices are known which the driver only gives by accelerating switched and influenced by the speed of the drive motor, as well as those that are also influenced by the speed the driven shaft can be influenced. A .ein liquid or gaseous pressure medium, e.g. B. compressed air or negative pressure, or the electrical Electricity used. In the known devices, a control member is usually provided, the start of action and -end depends on the speed of the prime mover, e.g. B. by connection with a auxiliary equipment dependent on the speed of the drive machine. This control element is used when the speed drops to the lowest possible value the equipment, which the Küpplungsglieder moving auxiliary power device is supplied, controlled so that the clutch is disengaged. With increasing speed is activated by this control element when the mentioned low speed is exceeded switched to the pressure used to engage the clutch or the effect of this pressure that had been prevented until then Approved. The aforementioned control member can, for example, by the delivery pressure of a pump driven by the prime mover or a centrifugal governor or directly be moved by the negative pressure in the intake pipe of the prime mover.

A control element has also been provided, the effect of which is dependent on the Speed difference of the shaft of the drive machine and the 'driven shaft depends, in that the control member in question with one of the speed of the prime mover and that of the driven Shaft dependent auxiliary device is connected. With these under the name Gleiehlaufvorrichtungen known devices, the engagement of the clutch is so long prevented than the two links to be coupled with different speeds run, and the engagement by indirectly acting control at the moment of synchronism or when almost synchronism the coupling links released. A control element is provided for this purpose, which is dependent on a synchronizing device, which for example consists of two centrifugal pendulums consists, one of which is driven by the drive motor, the other by the carriage drive and both individually or act by differential effect on the mentioned control element.

When using the known devices, the start-up and acceleration takes place of the vehicle in many cases

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shock-free, but in other cases, shocks, noise, clutch wear and an unusually high stress in the transmission elements still occur, since the engagement of the clutch does not always occur, e.g. B. not on slopes of different inclination and very rapid or _; very slow acceleration by the driver, which is adapted to the operating conditions occurring. Through the invention, an auxiliary power device is designed in such a way that, under all start-up conditions, a bump-free start-up of the vehicle is always guaranteed depending on and adaptation to the current starting resistances and depending on the desired acceleration, just by accelerating or operating a clutch lever or the like The start-up is thereby simplified at the same time to a previously unknown degree.

In the power assist device according to the invention, the engagement of the clutch automatically causes in such a way when increasing the engine speed that initially in in a manner known per se, the coupling members are immediately applied to one another and then the contact pressure is increased depending on the engine speed. An additional, the copper - 30 pelkraft depending on the speed of the drive machine regulating auxiliary device and a switching device that is also dependent on the speed of the prime mover provided, 'by which the coupling members moving auxiliary power device either by means of a control valve which is dependent on the speed of the prime mover the one used for disengagement or by means of the additional auxiliary device of the Coupling force regulating pressure of the equipment depending on the speed of the Drive machine is supplied.

The "increase in the engagement force as a function of the engine speed can, in can be set in any way. For example, the engagement force can be roughly linear let the speed increase by taking into account the effective pressure of the operating medium gives a linear course as a function of the speed, for example by the fact that the Fluid pressure of the pump driven by the motor through appropriate control an outlet opening within that to be considered for engaging the clutch Speed range is adjusted linearly. In the structural training, this is achieved in that the control member of the Coupling force as a function of. auxiliary device regulating the speed of the prime mover is advantageously designed as a piston valve that the same under the retroactive effect of the equipment controlled by it, e.g. B. a pressure medium, and is under the action of resilient members, one of which is from the Speed of the drive machine is dependent. The control element of the switching device is, in order to achieve a particularly quick and safe working of the same, expedient designed as a piston valve, one end of which is connected to the operating fluid container by the upstream control member can be connected in such a way that its adjustment by a pressure of the operating medium is caused, the beginning and end of the effect so from the speed difference of the drive machine and the driven Wave depends. Furthermore, between the switching device and the coupling members moving auxiliary power device the valve, which with the known synchronization device connected, must be switched on. This ensures that the full contact pressure of the equipment with advantage in a known manner regardless of the currently prevailing speed ίη at the moment is brought into effect, in which synchronization of the coupling members is achieved. After the full contact pressure of the clutch has been released, this remains at further Increase or decrease the speed of the engine unchanged until in the course the idling speed of the engine is not reached during operation

The device according to the invention is expediently designed so that it is also used for arbitrary disengagement and engagement of the clutch can serve for the purpose of freewheeling. To this The purpose of this is the control element that is dependent on the synchronization device Provided devices which allow the clutch to be disengaged and engaged at will. Such additional facilities are known.

The use of the device according to the invention offers particular advantages in such Gear shifting devices which no longer require clutch operation when changing, e.g. B. in those whose aisles through interchangeable couplings without middle no Rest position of the shift sleeve -be switched. With such arrangements can Use of a device according to the invention of the operating lever for the clutch can be omitted, since the clutch control is then also used for the ultimate purpose, namely starting, even under the in the most difficult conditions is no longer necessary.

Another advantage of the device according to the invention is that the start-up is much easier on inclines,

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since there is no longer a need to operate a clutch lever. The driver operates with the one foot the brake pedal, the other the throttle. As the engine speed increases and the clutch increases is pressed harder, the foot brake can be released. So the driver can by operating these two levers the car from a standstill even in the largest Bring gradients to start, while it was previously necessary because of the simultaneous Operation of the clutch lever and the throttle lever with both feet and also the handbrake extremely difficult, it was often almost impossible to get a car to start on an incline, without the vehicle running back. Such a running back is in mountainous terrain extremely dangerous, which is why there are already preventive facilities provided for such reversing. Such special facilities are in the device according to the invention also no longer necessary.

The invention is applicable to any type of motor vehicle, so z. B. for passenger cars, Motorized buses, trucks and rail vehicles. at the latter, the device according to the invention is also important because the guide its place is often at such a distance from the machine system that it engages do not judge by the noise of the engine and graduate accordingly can.

In the drawing, an embodiment is shown, in a schematic Way mainly in the cut. It is used as a pressure medium for disengaging and engaging the Coupling negative pressure assumed. It can be a modified version according to the invention also with operation by a pressurized gas, z. B. compressed air, are produced, ι means a container from which the negative pressure is supplied to the device and which can be connected to the carburetor pipe of the engine. The line is from him 2 with branches 3 and 4 to the control valves. 7 is one about the bendable Shaft 8 and the worm drive 9 from the crankshaft 10 driven liquid pump. 11 is a second liquid pump, which via the flexible shaft 12 and the Worm drive 13 from the shaft 14 of the driven coupling member 15 (carriage drive shaft) is driven from. That Flywheel 16 of the engine also forms the other half of the coupling. The coupling is kept engaged by the spring 17 while driving.

In the housing 5 of the liquid pumps 18 is the suction chamber from which the from Cart-driven pump 11 sucks in liquid. 19 is the one between the two pumps lying fluid space. 6 is a spring-loaded suction valve, which is located at the greatest permissible negative pressure in the space 19 opens. 20 is the room in which the pump 7 driven by the motor promotes. 58 is a pressure relief valve, which the exceeding a certain maximum pressure in the space 20 prevented. In this space there is a control element in the form of a Slide 21, which is under the pressure of a spring 22, and a piston 23, whose needle-shaped continuation 24 at its lower end the outflow from the opening 25 regulates. Above the piston 23 there is a spring 26 and a control slide 27 on which a spring 28 presses, the pressure of which can be adjusted by the screw 38. 35 is a vent. From the space 20, the liquid can also through the opening 29, the free cross-section of which can be adjusted by means of the screw 30, flow out.

The liquid in the space 19 between the two pumps can reach the Acting slide 31, which is under the pressure of the spring 32, the stop 33 and 34 limit the two end positions of this slide.

The switching device in the form of the slide 4a is under the action of the spring 42 and is connected to the housing of the slide 31 via the lines 61 and 43 and to the housing of the slide 21 via the line pieces 44 and 45, which are combined to form the line 41 and via the line 46 and its branches 47 and 48 with the housing of the slide 27 in connection. At the lower end of the housing of the slide 40 is a ventilation opening 39. From the housings of the slide 40 and 31, the lines 49 and 50 lead to the line 51, which opens into the cylinder 52 of the auxiliary power device for the clutch, in which the piston 53 is below the action of the spring 54 is and acts via the rod 55 and the handlebar 56 and the double lever 57 on the displaceable member 15 of the coupling.

The device works as follows:

When the car is stationary, the engine runs at the lowest idle speed. Of the The fluid pressure in the space 20 is due to the corresponding setting of the regulating screw 39 so low that the piston 23 and the slide 21 are in their lower position. The negative pressure can therefore from the container 1 through the lines 2 and 4 via the Slide 21 and lines 41 and 45 back

- get under the "right side of the slide 40, whereby this is pulled against the action of the spring 42 in its right end position will. As a result, the line 44 branched off from the line 41 becomes the line 49 connected. In this way, the full speed is reached at idle speed acting negative pressure through the line 49 connecting the coupling cylinder 52 verr connecting line piece 51 behind the piston 53 of the release device, and the clutch is complete with the greatest force disengaged.

Before going into the further processes during start-up, let us first consider the mode of operation the auxiliary device 27 is described. At the one corresponding to the idle speed Fluid pressure is the piston 23 in its lowest position and the spring 26 completely or almost without tension. The slide 27 has a control edge above and below. The upper control edge regulates the passage to the line 3, which leads via the line 2 to the vacuum container 1; the lower control edge regulates the entry of outside air into the line 48. By the effect of the two control edges, there is a negative pressure in the space 36 above the slide 27 and in the connected lines a, which depends on the tension of the spring 28. By changing the tension of the spring 28 by means of the regulating screw 38, the height of the effective Negative pressure in line 46 can be changed. When the engine speed increases, that is increasing fluid pressure in the space 20, the piston 23 is moved upwards and the spring 26 is more tense. The piston 27 makes under the stronger pressure the spring 26 a little way up. Through this movement is through entry of air at the lower control edge of the slide 27 in the lines 48, 47, 46 and also in the space 36 above the slide 27 the previously existing negative pressure is reduced somewhat according to the change in speed. In the space 36 'there has been an increase in pressure, which causes the slide 27 moves back down a little and the line 48 closes again. the three forces acting on the slide 27: spring 26 and the effect of the reduced The negative pressure, spring 28, are now in equilibrium again. The control paths of the slide 27 are of course only very small sizes (tenths of a millimeter up or down).

With a further increase in the speed and thus increase in the fluid pressure in the space 20, the game just described is repeated, so that a variable negative pressure, depending on the strength of the engine speed, is automatically set in the space 36 and the connected lines. S ₅

When moving off, the driver only increases the speed of the engine. Even after a slight increase in engine speed above idling speed, for example by '20 to 30 rpm, the slide 21 has reached its upper end position, in which completed the line 4 coming from the vacuum tank and the line 41 is connected to the vent opening 62. This allows air to pass through the Line 45 behind the right end of the slide 40, so that this is under the action the spring 42 reaches its left end position and the passage from the line 44 via the lines 49 and 51 to the clutch cylinder 52. Simultaneously is in this position of the slide 40, the passage from the line 46 to the Line 43 established. ■

The liquid pump 7 driven by the motor, since the liquid pump 11 driven by the carriage is at a standstill, generates a negative pressure in the space 19. As a result, the slide 31 is in its left end position. The passage from line 43 to line 50 and thus via line 51 to the clutch cylinder is established. The underpressure regulated in its strength by the slide 27 is thus when the idling speed of the engine is slightly exceeded with its set maximum value on the way via the lines 47, 46, slide 40, line 43, slide 31, lines 50, 51 on the piston 53 of the release device act, namely with the mentioned slight increase (20 to 30 rpm) above the idle speed, the previously effective full intake underpressure of the engine is immediately replaced by this largest value of the reduced negative pressure, since the slide 40 suddenly opens the passage to the Lines 46 and 43 and thus the effect of the reduced negative pressure releases. As a result, the piston 53 of the Aus ¹ and engagement device and thus the displaceable coupling member 15 will abruptly cover the lifting movement between the fully disengaged position and that position in which the coupling members just touch each other slightly without actual entrainment force.

Depending on the engine speed set by the driver with the throttle, the The speed of the pump 7 and thus the liquid pressure in the space 20 increase. Through this the piston 23 will go up accordingly and compressing the

Spring 26 act on slide 27. The effective negative pressure is thus through the Slide 27 in each case with a corresponding restoring effect on slide 27 changes depending on the speed of the motor and acts on the described Paths in the changed height on the piston 53 of the release device. The coupling links are thus with increasing engine speed pressed together more, according to the reduction of the effective negative pressure, d. H. the engine speed set by the driver.

As soon as the speed is so high that the resulting partial pressure to the Transmission -des for overcoming the starting resistances as well as the desired ones Acceleration required torque is sufficient, the coupling member 15 is through

so friction is dragged along when the clutch slips, and the car begins to move in To set movement.

As soon as both coupling members have then reached the same speed, ie the two liquid pumps 7 and 11 run at the same speed, the negative pressure previously present in the space 19 between the two pumps disappears in the liquid. As a result, the slide 31 is moved under the pressure of the spring 32 into its right end position, the connection to the line 43 etc. with the space 36 above the slide 27 is closed and the connection via the line 61 and the bore 60 in the slide 40 the line 50 and thus the cylinder of the disengagement and engagement device with the outside air. After a contact pressure of the clutch corresponding to the effective negative pressure existing at the respective engine speed had been set before the synchronization, the clutch is now pressed with the full force of the spring 17 without counteracting negative pressure force, ie the clutch finally engages.

If the engine speed is increased or decreased during further operation, this has to do with the clutch has no effect, since the slide 31 remains in its right end position, that is the clutch cylinder is continuously vented.

Only when the speed of the vehicle has dropped to the speed corresponding to the lowest idle speed of the engine will the slide 21 reach its lower end position under the pressure of the spring 22 due to the effect of the fluid pressure in the chamber 20, which has fallen to its lowest value and move into Disengage the clutch using the engine's full suction pressure as described above. If the car is stopped, it can be started again in the manner described above. If the car continues to move without stopping, the clutch will remain disengaged until the engine speed is increased again. At ⁶ S minor increase on the idling rotation speed of the motor, the slide 21 returns to its upper and thereby the slide 40 back into seinie left end position, and the negative pressure in the clutch cylinder is sawn changed 7 ° 'manner described above in the.

The clutch is always engaged when the clutch elements are synchronized and when different speeds depending on the starting conditions, without affecting the throttle position to be directly dependent.

Apart from this, in the interest of a good overview, it is kept purely schematic and simple Arrangement can of course within the meaning of the invention and without the essence of the invention to affect, other appropriate arrangements can be chosen. Among other things can e.g. B. to save as much pressure medium as possible instead of shutting off and reopening the line 46, which carries the pressure medium regulated in its pressure level by the slide 27, analogously the supply line 3 to this slide, which leads to the full pressure of the pressure medium, shut off and be released again and more.

The slide paths and cross-sections shown in the figure are given purely schematically. They are chosen in the execution so that high sensitivity, precise and rapid effect of the control processes is achieved. To achieve a quick rule effect, z. As well as rule bodies with relatively very small cross-section auxiliary organs act and these materials ^l °° bodies turn relatively large control cross-sections open quickly.

Claims (5)

Patent claims: i. Auxiliary device for a force i ° 5 vehicle coupling with a control element, the beginning and end of which depends on the speed of the drive machine by means of an auxiliary device, e.g. B. a pump, is made dependent, characterized in that that an additional auxiliary device regulating the coupling force as a function of the speed of the drive machine (27) and a switching device (40), which is also dependent on the speed of the drive machine, is provided, through which the coupling members moving auxiliary power device (53) by means of the speed of the drive machine dependent control member (21) used for disengagement or by means of the additional auxiliary device (27) the pressure of the operating fluid regulating the coupling force as a function of the speed of the drive machine is supplied. 2. auxiliary power device according to claim i, characterized in that the regulating the coupling force depending on the speed of the drive machine Auxiliary device (27) is designed as a piston slide, which under the reaction of the operating means controlled by him and under the action of resilient members (26, 28), whose one (26) is dependent on the speed of the prime mover. 3. auxiliary power device according to claim ι and 2, characterized in that that the switching device dependent on the speed of the prime mover (40) is designed as a spring action (42) piston valve whose one end through the upstream control member (21) with the operating medium container can be connected in such a way that its adjustment by the pressure dependent on the speed of the drive machine of the equipment is effected. 4. Auxiliary power device according to claim i, characterized in that between the switching device (40) and the auxiliary power device (53) moving the coupling members, the control member (31) is switched on, the beginning and end of which is driven by the speed difference of the shaft of the drive machine ttnd net driven shaft by means of two auxiliary devices, e.g. B. two pumps; is dependent (synchronization device 7 and; 11). 5. Auxiliary facility according to claim 4, characterized in that the synchronizing device (7 and 11) dependent control member (31) is provided with additional facilities, which allow the clutch to be engaged and disengaged at will. 1 sheet of drawings