KR820000985B1 - Fluid actuated operator and clutch linkage - Google Patents

Abstract

The linkage includes an operator link (17) connected between the operator and a throwout bearing actuator arm (19). The operator (14) includes an operator rod (16) pivotally connected to the operator link and extending through an axial bore of a sleeve internal of the operator housing. The sleeve in connected for movement with the clutch pedal. The sleeve and operator rod form a valve for connecting a source of fluid under pressure to a pressure responsive device in the operator to generate a force to move the rod and disengage the clutch as the clutch pedal is depressed.

Description

Fluid Actuator and Clutch Linkage

1 is a schematic representation of a vehicle clutch system comprising a pneumatic actuator and a clutch linkage according to the invention.

FIG. 2 is an enlarged longitudinal sectional view at the clutch engagement position of the operator and clutch linkage of FIG. 1. FIG.

3 is an enlarged longitudinal cross-sectional view of the operator in the clutch engagement position when the clutch pedal is initially pressed.

4 is an enlarged longitudinal cross-sectional view of the operator of FIG. 1 in the unclutched position.

5 is a partially enlarged cross-sectional view of another embodiment of the present invention.

The present invention relates to a vehicle clutch system having a fluidized operator and a clutch linkage.

Clutches used in automobiles or light trucks are controlled by a clutch pedal connected to a clutch throw out bearing via a linkage. However, if it is necessary to transfer relatively high loads, such as heavy trucks or construction equipment, the force required to move the clutch pedal is high enough to justify the power assist. In addition, in some cases it is desirable to remove the rigid linkage used between the clutch pedal and the clutch on the vehicle steering wheel.

For example, in the case of “cab over” trucks, flexible or separable linkages should be used for their intended use. Therefore, a fluid-actuated operator may be used that uses a flexible cable between the cab and the clutch while operating the clutch while reducing the effort of the pedal in response to the driver's control through the clutch pedal.

The fluid used in this application is preferably pressurized air and will be referred to as pressurized air, although any gas or liquid may be used hereinafter.

Typically, the clutch operator is connected to the pivot link to transfer the force to the throw out bearing. Most of the clutches increase from full engagement to full fling and have an easily controlled bearing load curve. Some clutches, known as warp pedal force clutches, have a smaller bearing load in the full fling than at any point between full engagement and full fling. The pneumatic operator according to the prior art does not work satisfactorily with these clutches.

The pneumatic operator according to the prior art is operated from a vacuum source such as an intake manifold of a vehicle engine or from an air source under pressure when a relatively large operator force is required. The operator needs a valve to disconnect and connect from the source when required to operate the clutch.

Typical conventional operator control valves have a plunger installed in the rib to move in response to the operation of the accelerator pedal. The sleeve is provided with ports of first and second annular rows, and the plunger has a triangular body to provide depression.

When the accelerator pedal is released, the plunger is moved so that the depression is adjusted with two groups of ports to connect the intake manifold to the pressure differential motor, which releases the clutch. When the accelerator pedal is depressed, the spring moves the plunger relative to the rib to close the second row of ports that disconnect the intake manifold that causes the clutch to engage.

Another conventional control valve device includes a first outer rib, a second inner rib activated in the first rib, and an actuating member actuated in the second rib. The working mamba is connected to the clutch pedal by a bendable connection. When the clutch pedal is in the engaged position, the first rib disconnects the clutch operator from the intake manifold. When the clutch pedal is depressed, the actuating membrane moves to block the opening between the first and second ribs to prevent communication between the atmosphere and the operator. Further pressing of the clutch pedal collapses the spring that holds the first sleeve in place, adjusting the pair of ports to connect the actuator to the intake manifold. This causes a pressure differential between the ends of the two ribs so that the load on the clutch pedal is directly proportional to the pressure in the actuator. If the clutch pedal is held in a partially depressed state, the rib will be forced in the opposite direction to maintain the degree of clutch loosening made by closing the connection between the intake manifold and the actuator.

The present invention relates to pneumatic actuators and in certain embodiments provides a clutch linkage that is particularly useful for warp pedal force clutches. In one embodiment, the clutch linkage device includes an actuating link coupled between an actuating rod and a throw out bearing actuating arm. The pressure spring of the clutch begins to increase at the full engagement position and reaches its maximum at the initial engagement position, and shows a bearing load curve that decreases as it goes from the initial engagement position to the complete engagement position. The actuating link is arranged to change the effective length, creating a mechanical advantage that is reduced to the operator as the clutch moves from the fully engaged position to the fully released position. This causes the clutch to follow the bearing load curve smoothly, preventing the initial engagement or pulling of the clutch and hunting by the operator.

In another embodiment, a flexible bellow is used for the operator. The bellows operate in a chamber with a tapered bore. As the bellows move axially in the chamber in response to the applied air pressure, its effective area varies with the geometry of the chamber. The design of the chamber depends on the operating force / displacement characteristics.

The operator includes a valve that connects a source of air under pressure to a pressure reactor in the operator and vents the pressure reactor to reduce the applied air pressure. The operator has a housing and a cooperative rib that surrounds one end of the drive, both of which form a valve because of a fluid passageway. The air source under pressure is connected to the fluid passage of the operator such that when the valve is opened the pressurized air is oriented in a first cavity in the housing by a piston connected to the actuation rod. The area between the piston and the housing can be sealed by a diaphragm or annular sealing material.

Pressurized air pushes the pistons to move the rod, so that the clutch is from full engagement to full pulling. When the valve is closed, the first cavity is exhausted through the valve to the second cavity on the opposite side of the piston, reducing the operator force and allowing the clutch to return to the fully engaged position. The second cavity is exhausted to the atmosphere.

The actuating sleeve is connected to the vehicle clutch pedal by a flexible cable to move between the valve closing and opening positions. When the clutch pedal is depressed, the rib is moved relative to the actuation rod to compress the biasing spring. The biasing springs are provided to overcome any friction that may prevent the ribs from returning to their full exhaust position when the cable is doubled. The ribs and actuating rods are provided with stops to provide manual actuation of the clutch in the event of an air failure and to be moved directly to the clutch release position by means of a rod cable.

The operator functions as a power assist servo that allows the rod to follow the movement of the clutch pedal and the sleeve. The ribs and actuating rods are provided with at least one radially extending fluid passage at three points each. When the clutch pedal is depressed, the ribs will move relative to the actuation rod to place each of the first and second fluid passageways to connect the air source under pressure to the first cavity. When the clutch pedal is released, it will move relative to the actuation rod to place each of the second and third fluid passageways to connect and exhaust the first cavity to the second cavity. When the clutch pedal is stopped, the rod will find its corresponding "stable" position, whether it is fully engaged, fully released or in between.

It is an object of the present invention to provide a simple and reliable pneumatic actuator for a clutch that can be used for many purposes.

It is also an object of the present invention to provide a pneumatic actuator and a clutch linkage device which improves the operation of the gradient pedal clutch so that smooth clutch operation is achieved.

It is a further object of the present invention to provide a pneumatic actuator and clutch linkage device for inclined pedal force clutches, in which the force applied to the operator during the shift from the fully unlocked position to the fully engaged position follows an increasing curve.

Still another object of the present invention is to provide a pneumatic actuator and a clutch linkage device capable of manual operation when a pressurized air source fails.

Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

In FIG. 1, the clutch pedal 11 is pivotally installed to move in the free position and the compressed position yarn. The clutch pedal return spring 12 is connected to the clutch pedal 11 so that the clutch pedal is pressed once and then released to return to the free position (position shown).

Flexible cable 13 is connected between pedal 11 and pneumatic operator 14. The operator 14 is pivotally connected to a schedule 15 on the vehicle so as to be stationary relative to the vehicle powertrain and includes an actuation rod 16 pivotally connected to one end of the actuating link or lever 17. The lower end of the operating link 17 is connected to a cross shaft 18 pivoted to a fixed point on the vehicle, such as a transmission case.

One end of the throw out bearing actuating arm 19 is connected to the cross shaft 18 so that the actuating link 17 and acting arm 19 rotate simultaneously with the cross shaft. The lower end of the working arm 19 is attached to the throw out bearing 21 of the clutch 22. The clutch 22 is attached to the flywheel 23 of the vehicle engine. The air source 24 under pressure is connected to the air inlet of the operating rod 16 by a flexible hose 25.

When the clutch pedal 11 is depressed, the movement is transmitted by the flexible cable 13 to the pneumatic operator 14 to open the valve inside the operator. The valve is applied from the pressurized air source 24 to the pneumatic reactor and also into the operator. The pneumatic reactor applies a force to extend the operating rod from the operator 14 toward the operating link 17 as indicated by the arrow in FIG. 4 to rotate the operating link clockwise with the cross shaft 18. When actuation link 17 rotates, operator 14 will rotate around its pivot connection point 15 to accommodate actuation link motion. The actuating arm 19 rotates with the actuating link 17 to move the throw out bearing 21 outwardly on the flywheel 23 to release the clutch 22 of the clutch 22 and the driven disk 27 from the driven relationship with the flywheel. The pressure plate 26 is connected to the flywheel 23 in a driving relationship. Under the influence of the operator 14, the pressure plate 26 compresses the clutch pressure spring 28 to the full release position of the clutch 22.

As the clutch pedal 11 is released and returned to its free position, the valve in the operator 14 closes the first passage, through which the air enters the pneumatic reactor in response to the movement of the flexible cave 13. The pneumatic reactor is disconnected from the pressurized air source 24, and the second passage is opened into the valve to relieve air pressure to reduce the force applied to the actuation rod 16. The clutch pressure spring moves the pressurized 26 and the driven disk 27 into engagement with the flywheel 23. The clutch pressure spring also moves the throw out bearing 21 towards the flywheel 23, causing the actuating arm 19, actuating link 17 and cross shaft 18 to rotate counterclockwise. Rotation of actuation link 17 pushes actuation 16 back into operator 14 until clutch 22 fully engages until rod 16 follows clutch pedal 11 until both passages in the valve are closed. Put it in.

Operator 14 and link 17 can be used for any type of clutch. However, the actuator 14 and the link 17 according to the present invention exhibited superior operating characteristics than any conventional pneumatic actuators when used in a gradient pedal force clutch.

In conventional clutches, the pressure spring had to be able to exert a relatively large biasing force to obtain sufficient pressure between the driven and driven members in the engaged position. Since the pressure spring is installed to provide the biasing force only in a direction parallel to the direction of movement of the throw out bearing, the load curve of the throw out bearing increased as the clutch was operated from the fully engaged position to the fully released position. When a pneumatic operator is used, optimum operating characteristics were obtained when the actuating link 17 of FIG. 1 when the clutch was in the fully unlocked position when its longitudinal axis was approximately perpendicular to the longitudinal axis of the actuation rod and the actuation rod was extended from the operator.

This relationship generates the maximum moment around pivot point 18 and the maximum force for compressing the clutch pressure spring.

As the clutch moves to the fully engaged position, the operating arm 17 rotates counterclockwise to reduce its effective length. When the actuator 14 is actuated, the actuating link will rotate clockwise to increase its effective length and the force applied to the throw out bearing to overcome its increasing load curve.

As shown in FIG. 1, the clutch pressure spring 28 is installed so that the installation devices move axially toward each other with a constant radial length from each other. The axial change in the distance of the installation device is reduced when the effective spring force component providing a forcing force in the direction of movement of the throw out bearing 21 is lower than the normal expected ratio between the initial full engagement position and the post-use full engagement position. This results in a transition in the angular relationship of each spring so that it decreases below the normal expected ratio between the full engagement position and the full release position. This arrangement provides a clutch with a constant clutch operating pressure over all conditions of use.

The load curve increases maximum beyond the force at which the clutch is released from the worn position and decreases toward the fully released position. Thus, the force required to hold the clutch in the fully unlocked position is less than the maximum force required to move between the full engagement and full release.

When the valve of the pneumatic operator closes to disconnect the pressurized air source, the operator exhausts and reduces the air pressure acting on the pneumatic reactor to reduce the force applied to the throw out bearing. If the operator applying force falls below the reaction force by the compression clutch spring, the clutch will move from the fully released position to the fully engaged position.

In conventional clutch and clutch linkages, both the throw out bearing load and the operator force are reduced as the clutch moves to full engagement so that the clutch smoothly follows the bearing load curve for proper operation. However, when conventional clutch linkages and pneumatic actuators are used for warp-pedal force clutches, the force / displacement curves of the clutches, operator and linkages are not compensating for each other and optimal operation is not achieved.

The operator will not function properly between the inlet and exhaust positions of the valve and will continue to move the tilt pedal force clutch in the desired direction of travel so that this incorrect movement is handled and the valve will continue to actuate this run. .

The pneumatic operator 14 and actuating link 17 of FIG. 1 provide a device for optimally operating the gradient pedal force clutch. The actuating rod 16 and actuating link 17 are arranged at an angle of about 45 ° with an imaginary line through the center of the cross shaft 18 perpendicular to the longitudinal axis of the actuating rod 16 when the longitudinal axis of the actuating link is in the fully engaged position of the clutch 22. If pneumatic operator 14 is actuated by pressing pedal 11 and moving flexible cable 13, arm 16 will extend from the operator. The actuation rod 16 will rotate the actuating link clockwise to force the clutch 22 to fall out of engagement. After operating link 17 has rotated approximately 25 °, clutch pressure plate 26 and driven disc 27 will be in the fully unlocked position.

During this rotation, it is apparent that the effective length of arm 17 is reduced to reduce the moment around the pivot point of the cross shaft 18 and to reduce the force applied to the clutch pressure spring that matches the warp pedal force clutch bearing load.

To engage clutch 22, clutch pedal 11 is modulated up and down towards its free end to close the valve in operator 14. This valve disconnects pressurized air source 24, initiates aeration and reduces operator loading. If the operator applying force falls below the bearing load exerted by the compressed clutch pressure spring, the clutch will begin to move from the fully released position to the fully engaged position. If the clutch pressure spring is forced to rotate the actuating link 17 counterclockwise, the effective torque of the actuating link is increased along the bearing load segment, although the effective length of the actuating link is increased and the actuating magnetic force is reduced. And proper operation is achieved. Rod 16 follows the movement of the pedal because the valve in the operator is position sensitive to apply or vent air pressure as required for rod 16 movement adjustment.

As shown in FIG. 1, the effective length of actuation link 17 decreases as the angle increases and increases as the angle decreases. This effective length is proportional to the cosine of the angle.

The moment at the pivot point of the intersecting shaft 18 is equal to the component force exerted by the effective length multiplied by the operator 14 in a direction perpendicular to the longitudinal axis of the actuating link. This moment is exerted a throw out bearing by arm 19.

Referring to FIG. 2, the operator 14 comprises a front housing 41 and a rear housing 42 connected together by a suitable coupling device such as a number of bolts 43. The rear housing 42 is pivotally connected to the vehicle frame by a U-shaped pin 44 inserted through a hole in the housing 42 and a corresponding hole in the mounting bracket 45 fixed to point 15. However, the housing 42 can be pivotally connected to a suitable support point on the vehicle, such as a transmission, by means of a suitable connection device. The end of the front housing 41 opposite the rear housing 42 has a face plate 46 attached by a number of connections, such as bolt 47.

Face plate 46 has a centrally arranged hole through which the rod 16 extends. The outer end of the rod 16 is screwed into the axial hole formed at one end of the adapter rod 48.

The locknut 49 is screwed into the operating rod 16 and against the adapter rod 48 to prevent relative rotation between the two rods. At the opposite end of the adapter rod 48 there is a U-shaped pin 51 housing hole connecting the adapter rod to the operating link 17.

The inner end of the actuation rod 16 is actively received by a pair of sleeve bushings 52,53. The sleeve bushing 52 is pressed into the hole in the front housing 41 and is held by the face plate 46 along the annular seal 41. The sleeve bushing 53 is pressed into the hole in the rear housing 42. Seal 54 is intended to prevent dust and dirt from entering the housing and takes the form of a flexible boot connected between the face plate 46 and the outer end of the actuating rod 16.

The inner end of the actuation rod 16 also extends through a centrally arranged hole in the gas impermeable diaphragm 55, which is held to be sealed along its circumference between the opposing surfaces of the front and rear housings 42. The central portion of the diaphragm 55 is held between a pair of cup-shaped retainers, each diameter slightly smaller than the bore diameters of the housings 41 and 42 constant in the diaphragm.

A collar 56 with a pair of flanges is held against the neck on the actuation rod 16 by a branched ring 57. The branched ring 57 is received in an annular groove in the operating rod 16. The first cup retainer 58 is disposed on the front housing side of the diaphragm 55 and the second cup retainer 59 is disposed on the rear housing side of the diaphragm 55.

The retainers 58, 59 and the diaphragm 55 are assembled on a sleeve having a flange at one end, and the flange at the other end is formed to form a collar 56. The distance between the flanges and the thickness of the retainers 58, 59 and the diaphragm 55 remain in contact with the retainers and the diaphragm so as to seal the periphery of the diaphragm so that the diaphragm does not oscillate radially from the operating rod 16. to be. The area between the rod 16 and the bore of the collar 56 is sealed by an "O" ring 61 held in an annular groove in the rod. However, rod 16 can rotate without damaging collar 56 without damaging the septum. Cup-shaped retainers 58, 59 form a piston with pressurized air to move actuation rod 16.

A collar 62 is held between the first shoulder of the actuation rod and one end of the compression spring 63. The other end of the compression spring 63 acts on the longitudinal section of the sleeve 64. The rib 64 is formed with a ball 65 and an annular groove for receiving, which are attached to the middle of the flexible cable 13. The flexible cable 13 extends through the bore of the flanged bushing 66 located in the radially displaced hole at the end of the front housing 41. The bushing 66 also extends through the aperture of the faceplate 46 and screwed with the nut 67 so that the bushing is attached to the faceplate, through which the aperture is sealed. The ball 65 is held in the annular groove by the cup-shaped retainer 68 biased to the shoulder of the sleeve 64 by the compression spring 69. The spring 69 acts on a branched ring 71 received in an annular groove formed in the sleeve 64.

In the drawings, a connecting device between the flexible cable and the sleeve including a ball attached to one end of the cable and held in the annular groove by the cup-shaped holder is shown, but another device may be used.

Operator 14 of FIG. 2 is shown in the clutch fully engaged position. When the clutch pedal 11 of FIG. 1 is pressed, the flexible cable 13 will move the rib through the faceplate 46 via the flanged bushing 66 while the actuation rod 16 will remain stationary. The spring 63 will be compressed between the sleeve 64 and the collar 62 as shown in FIG. Whatever the position of the rod 16 and the rib 64 relative to the face plate 47, the clutch pedal will act against the force of the restoring spring 12.

The relative movement towards the face plate 46 of the rib 64 relative to the actuation rod 16 is limited by the second shoulder on the actuation rod, which is distanced from the first shoulder by a distance slightly greater than the fully compressed length of the spring 63. If the pneumatic source fails, the ribs and rods will move integrally to manually activate the clutch.

The actuation rods 16 and the sleeve 64 form a valve which controls the application of pressurized air to the operator 14 and the venting thereof. The actuation rod 16 includes an axial fluid passageway having an outer end blocked by a plug 72. The air inlet boss 73 formed in the operating rod 16 has a fluid inlet passage connected to the axial fluid passage. The fitting 74 at the end of the flexible hose 25 is screwed into the inlet boss 73 to supply pressurized air to the livestock fluid passage. The axial fluid passage is also blocked by a ball 75 which is located between the inlet boss 73 and the slew bearing 53 and the end of the actuation engaging rod. The ball 75 splits the axial fluid passage so as to disperse the fluid through the valve element as described below.

One or more first radially extending fluid passages formed adjacent to the ball 75 on the inlet boss side connect the axial fluid passages with the first annular grooves in the operating rod 16. At least one second radially extending fluid passage formed on the diaphragm side adjacent to the ball 7 connects the axial fluid passage with a wider second annular groove formed in the working rod 16.

At least one third radially extending fluid passage formed substantially equidistantly from the ball 75 and the diaphragm 55 connects the axial fluid passage with the third annular groove formed in the working rod. At least one fourth radially extending fluid passage installed on the diaphragm side opposite the other radial fluid passages connects the axial fluid passage to the first cavity formed by the diaphragm 55 and the rear housing 42. Four enclosures 76 are formed in the working rod 16 alternately adjacent the first, second and third radially extending passages. Each seal 76 includes an "O" ring held in an annular groove, a seal ring made of a material such as polytetrafluoroethylene, to prevent leakage between the actuation rod 16 and the rib 64.

The sleeve 64 also includes fluid passages cooperating with a corresponding fluid passage in the operating rod 16 to connect the pressurized air source to the first cavity or to exhaust the first cavity. One or more first radially extending fluid passages formed adjacent to the retainer 68 connect the bore of the rib 64 with one or more axial fluid passageways in the rib that are parallel to and radially spaced therefrom. The at least one second radially extending fluid passage formed between the first passage and the branch ring 71 connects the bore of the sleeve 64 with the axial fluid passages.

The third radially extending fluid passage formed on the diaphragm side of the branch ring 71 connects the bore to the second cavity formed by the diaphragm 55, the piston and the front housing 41. The front housing 41 includes an aeration plug 77 for venting a second cavity to the atmosphere.

As shown in FIG. 2, the radially extending fluid passages of the rib 64 and the actuation rod 16 are each in fluid communication in the clutch full engagement position. The first cavity is in fluid communication with the second cavity through the axial fluid passage of the operating rod 16, the fourth radially extending fluid passage and the third radially extending fluid passages of the operating rod and the rib. Since the two cavities are under the same pneumatic pressure, there is no force on the actuation rod 16 so the clutch will be in the fully engaged position.

As shown in FIG. 3, when the clutch pedal is initially pressed, the flexible cable moves the sleeve 64 towards the face plate 64 and the actuation rod 16 is held in place. The forward movement of the sleeve 46 relative to the actuation rod 16 will first remove the third radial extension fluid passage from the adjusted one, then adjust the first radial extension fluid passage and the second radial extension passage will remain in agreement. The pneumatic source is the second cavity through the axial fluid passage of the working arm 16, the first radially extending fluid passage, the axial fluid passage of the rib 64, the second radially extending fluid passage, the axial fluid passage of the working rod and the fourth radially extending fluid passage. Is connected to.

Pressurized air will exert a force on the piston, which consists of the diaphragm 55 and the retainers 58,59, which will force the actuation rod 16 through the faceplate 46 to the non-clutch engagement position. With continued pressure applied and the clutch pedal continues to be pressed, the rib 64 will move to the clutch full release position shown in FIG. 4 integrally with the actuation rod 16.

If the clutch pedal remains partially depressed, the actuation rod 16 will continue to move relative to the sleeve to move the first radially extending fluid passage away from the coincident position and disconnect the air pressure source from the first cavity. The clutch compression spring force and the operator force will now be equal and the clutch will remain in the partial non-locking position.

When the clutch pedal is lifted, the cable 13 will push the sleeve 64 towards the diaphragm 55 to close the pneumatic passage and connect the exhaust passage. The first cavity will now exhaust through this exhaust passage to reduce the force and air pressure applied by the operator 14. The clutch pressure spring will force the actuation rod back into the operator 14.

The actuation rod 16 will return to the clutch engagement position shown in FIG. 2, following the movement of the clutch pedal and the sleeve, ready for operation of the clutch pedal.

If the operator 14 fails, for example due to a break in the cable 13 or a decrease in air pressure, the clutch pressure spring will force the rod into the housing until all of the rod 16 is in contact with the rib 64. The actuation rod 16 and the sleeve 64 will then be forced to the full retracted position of the operator 14 so that the vehicle clutch engages even in the event of a failure. If the failure is not due to the rupture of the cable 13, the operator 14 can be operated manually. The pressure applied to the clutch pedal 11 is transmitted through the cable 13, pulling the rib against the second shoulder of the actuating rod 16 and then pulling the actuating rod and the rib toward the face plate 46 to operate the clutch linkage so that the clutch is not engaged. The clutch pressure springs and clutch pedal return springs return the actuator 14 to its fully retracted position as pressure is released from the pedals.

In summary, the pneumatic actuator 14 includes an actuation rod 16 and a sleeve 64, which constitute a valve that alternately connects the air pressure source and the exhaust passage to a pressure reactor inside the operator. This sleeve is connected to the clutch pedal of the vehicle which, when pressed, moves the sleeve relative to the operating arm. Compression springs disposed between the ribs and the shoulders formed on the actuating arms provide a device for returning the ribs to the exhaust position when the clutch pedal is in the raised position.

The pressure reactor includes a diaphragm or sealing ring between the housing and the actuation rod to divide the actuation housing into two cavities. Each of the ribs and the working arm has three groups of radially extending fluid passages. When the clutch pedal is depressed, the sleeve will move relative to the working arm to align the first and second fluid passages respectively, connecting the air pressure source to the first cavity to generate a force to move the working arm to operate the clutch. . When the pedal is released, the rib moves relative to the actuating arm to arrange the second and third fluid passages, respectively, to connect the first cavity to the second cavity for exhaust.

In any direction of operation the rod will follow the movement of the pedal and the sleeve. The pedal is held between full engagement and full release, and the actuation rod will move until the force from the pneumatic force equals the clutch load, with the advantage that the rib and rod are in the position between pneumatic application and exhaust. The valve will remain in this position until the pedal is moved again.

In another embodiment shown in FIG. 5, the unshown portion of the operator is similar to that shown in FIGS. 2 and 4. The gas impermeable diaphragm 55 'is held between the opposing surfaces of the front housing 41' and the rear housing 42 'and sealed along its circumferential surface. The front and rear housings are connected together by a suitable connection such as bolt 43 '. Although not shown, the central portion of the diaphragm 55 'is attached to a collar similar to collar 46, with cup-shaped retainers 58 and 59 being reduced or removed.

The bores of the housings 41 ', 42' are tapered from the opposite surfaces towards the outer surface. When air pressure is applied through a valve consisting of rod 16 and sleeve 64, the diaphragm is moved from the tapered surface of the rear housing 42, increasing the surface exposed to air pressure and increasing the force generated through the actuation rod. As the clutch approaches its fully unlocked position, the diaphragm contacts the tapered surface of the front housing 41, reducing the effective surface area and reducing the force generated through the rod. Thus, the embodiment shown in FIG. 5 shows the generating force peaks between the two endpoints and shows a force / displacement curve. It will be appreciated that the different structures of the bore of the housings 41 'and 42' will yield a force / displacement characteristic curve that compensates for the operating characteristics of various types of clutch and linkage combinations.

Thus in another embodiment the fluidized actuator according to the invention comprises a housing, a valve arrangement and a fluid pressure reactor. The valve device has a first device inside the housing and having a first device adapted to be connected to the pedal link device and a first portion extending through the housing wall to be connected to the actuating link device. The valve device is connected to a fluid pressure source.

The hydraulic reactor is located inside the housing and is attached to the second portion of the valve second device and the housing to form a first cavity in fluid communication with the valve device. When the pedal is actuated in the first direction, the valve first device moves through the valve device to connect the fluid pressure source to the first cavity. The fluid pressure reactor presents an effective surface area for a pressurized fluid that varies with the position of the valve second device relative to the housing. The fluid pressure reactor may be a flexible cable that exhibits a non-linear force / displacement curve in cooperation with the outer surface area of the housing boa. The valve first device may be a sleeve and the valve second device may be an actuation rod.

Claims (1)

A conventional vehicle clutch actuator having a clutch connected to a clutch operating link device, a clutch pedal connected to a clutch pedal link device, a pressurized fluid source, and a fluid-actuated actuator, comprising: a housing and a clutch pedal link device inside the housing. Having a rib, which is spaced apart in the axial direction, having a first fluid passage in fluid communication with the axial bore of the sleeve, one end being connected to the clutch actuating linkage. The other end has an actuating rod extending through the wall of the housing and the axial bore of the rib, and the actuating rod is connected to one end of the pressurized fluid source and is in fluid communication with the outside of the actuating rod at the other end inside the housing; Is in fluid housing and one end is in fluid communication with the outside of the actuating rod And a second fluid passageway axially spaced from the other end of the first fluid passage of the enclosed rod, and having a fluid pressure reaction device for axially moving the operating rod in response to the pressurized fluid. It is located inside the housing and is attached to the operating rod and the housing to form a first cavity in fluid communication with the other end of the second fluid passage of the operating rod, each end of the first fluid passage of the rib when operating the pedal in the first direction 2. The fluid-actuated operator, arranged in fluid communication with the outside of the actuating rod in line with the fluid passage, to move the press rib to connect the pressurized fluid source to the first cavity.

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