US2350745A

US2350745A - Clutch for automobiles

Info

Publication number: US2350745A
Application number: US374882A
Authority: US
Inventors: Fuchs Rudolf
Original assignee: Individual
Current assignee: Individual
Priority date: 1940-02-12
Filing date: 1941-01-17
Publication date: 1944-06-06
Anticipated expiration: 1961-06-06

Description

Patented June 6, 1944 UNITED STATES O ICE CLUTCH FOR AUTOMOEILES' Rudolf Fuchs, Brunn, alt vested in the Alien Property Custodian v I I Application January 17, 1941, Serial No. 374,882

In Bohemia and Moravia February 12, 1940 a j 8 Claims. (fpl. 192-101) Clutches for use in automobiles are known, which clutches are let in when a certain speed of the motor has been reached.

It is further known to let in motor car clutches automatically, by the aid of damping devices, no shocks being caused thereby.

The present invention relates to a combination of such known devices, in 'which combination disengagement of the clutch may be effected at any speed desired and even at stand-still of the automobile driving engine.

In the drawing, two embodiments of the invention are shown byway of example. In each of these types, disengagement of the clutch is electrically effected.

Fig, 1 shows diagrannnatically one arrangement for electrically controlling the operation of the clutch.

Fig. 2 shows a diiferent form of clutch controlling mechanism using a centrifugal governor.

Fig. ZLZ'ls a view of the free-wheel unit used in the form shown in Fig. 2. r 1

Obviously, the means used for controlling the electric current which in the first embodiment (Fig. 1) is a relay, and in the second embodiment (Fig. 2) isa centrifugal governor, may be interchanged in any way desired so that, for example, the first device, instead of by a relay, may be actuated by a centrifugal governor, and vice versa.

In Fig. 1, a bar l acting on the clutch C is articulated to a lever 2 which has its fulcrum at 3. At the free end of the lever 2, is mounted-a pneumatic shock absorber 6 (known per se) such as, for instance, an automatic and noiseless door closer, acting by the aid of an air damper. Lever 2 is provided with a jawed lug-'5 acting as the armature of an electromagnet 4. To such electromagnet, current is supplied from the storage battery B-l of the automobile. Switching on or off of the current is effected by a coil I, to which current is fed from the light generator G of the vehicle. One end. +D of the coil! is con nected to the positive pole of the generator, while the other end is grounded or connected to-the electric mass of the vehicle, which'mass is=permanently connected to-the negativepole of the generator. When the speed-of the engine of the .in the drawing. Member 9 is electrically insulated-from the frame of the vehicle. In this'position, the spring 8 is, by its other extremity, ap-

plied to a contact l0 connected to the positive pole+B of the storage battery B-l. Thus, the current of the battery will pass through spring 8, member 9, through the windin of the electromagnet 4, and, from there, through the cut-off switch l3 to the electrical mass of the vehicle. Thereby, bar I, in a direction opposite to the arrow A, is brought into the position shown, in which the armature 5 has been attracted by the magnet.- This position corresponds to the disengagement of the clutch C. When the output of the light generator G increases due to an'increase of the speed of the engine of the vehicle, the armature'of spring 8 is attracted by the coil I, the contact is interrupted at I0, and the spring 8 abuts stop ll. Thereby, the electromagnet 4 becomes de-energized, the force attractin the armature 5 will cease, and damper 6 retards the movement of bar I in the direction of the arrow A, wherebythe clutch is softly let into engagement. The customary spring means of the clutch urges bar I towards the left of Fig. 1.

In order to enabl the clutch to be released when the speed of the engine has'not yet sufficiently decreased to bring spring 8 into the position shown, a switch I2 is provided, which is connected to a'gas lever L, so that, if the gas supply be completely cutoff, the said switch'is thrown -into circuit. The battery current may now flow scending, even at the greatest speed of the vehicle, the number of revolutions of the engine will be butsmall, and therefore,

only little fuel will be consumed.

The clutch controlmechanism as shown in -Figs. 2 and'2a. difiers from the type as shown in :40

Fig. 1 by that, at the end of a lever l5 having a clutch operating bar l4 connected thereto, a toothed segment I1 is arranged which meshes with a gear I8, which together with a larger gear I9 is mounted on a gear shaft. The said larger gear l9 meshes with a pinion 20 mounted on the shaft ll-00 0f an electromotor 21. When this electromotor has been started, lever I5 is moved to the right and into the position shown in the 2| might be burnt; In case, however, that release 0f' the-C111t0h-Sh0u1d take more time,a

' free wheel disc 26 which in the direction of rotation of the arrow A3 drives a spider 21. This spider is provided with arms 28, on which'are pivoted weights 29 fitted to a fixedly arranged brake drum Hi. When rotating, the weights, due to the centrifugal force, are pressed against the fixed brake drum IB, and friction is'produced, which brakes the rotation, Owing to the free wheeling system 26, such braking only takes place when bar [4 is moved in the direction of the arrow Al, the motor 2| idling in the direction of the arrow A-Z, for engaging the clutch C, while when the clutch is released, the brake is inoperative, and the releasing movement will therefore take place at an undiminished velocity, 7

C n r o the e e t ic current w i h causes he di a in m v ment of the c ut h is. in th lutch o t l m chan sm of i 2, eff cted in n ther mann r han he embod men shown in. Fig. 1, nam ly. n t th ou h a re y, but by me ns of a e r fu l ov rno 23 dr ven by the engine of the vehicle. If the speed Of the vehicle engine is low, a conducting connection is set up a 2 e we n t e controls of the overnor and in Co t he by, this contact is rounded on d ly connected wi h. t e hu soi the a. h er sp f. the en ine o the vehicle. th

conducting connection is interrupted, at 25; nd

the clutch. s t in S i ch 30 se ves the same pu pos as switch I2 oi 'Fia- What I claim is:

1. In an automobile driven by an engine havi an a l r pedal, 8. dri ng mechan sm mp ising a u c for the n in el ct ica m an f d sen a in sai lutch when sai ans s r a ly nergized: means ier e ergizing said disengaging means to keep the clutch n a l di e a means e p nsi e to v h o ra io o the e n o disco e t n a izin m a s to ca se said ut h to n a hen the eneine s e d ri s a ove a predeterm ned po n and means, c a ed b t e ation of i pe al, for d n cting s i energizing means, to cause said clutch to engage, when the pedal is operated. i

2. In an automobile driven by an engine having an accelerator pedal, a driving mechanism comprisi g a lu ch .ie the en ine: eiectri a means fo disenga i a clutch when sai means is electrically energized; for-lone!"- eizin said d s n a i to ke nthe clutc n a y dise a d; means re nonsive o th operation of the engine for disconnectin .id

en r izin means, to cause said lutch to en a when the engine speed rises above a nn deter- .mined point; means actuatedrby th operation of said pedal for disconnectin .Said energizing -:an accelerator pedal, adrivi-ng mechanism comprising a clutch for the engine; an electrical mechanism for disengaging said clutch; a source of electric current; a first switch; a second switch; an electric circuit connecting the electrical mechanism, the source of current and the two switches, the second switch being shunted across the first switch, and both switches being normally closed to cause the mechanism to disengage the clutch; apparatus responsive to the engine speed for opening the first switch when the speed rises above a predetermined point; and means for connecting the second switch with the accelerator pedal for opening the second switch when the pedal is depressed.

4;. In an automobile driven by an engine having an accelerator pedal, a driw'ng mechanism comprising a clutch for the engine; an electrical mechanism for disengaging said clutch, a source of electric current a first switch; a second switch; an electric circuit connecting the electric mechanisrn, the source of current and the two switches, the second switch being shunted across the first switch, and both switches being normally closed to caus t m han sm t d se a th lutc apparatus responsive to the engine speed for opening the first switch when the speed rises above a predetermined Point; means for connecting t e second switch with the accelerator pedal for opening the second switch when the pedal is depressed; and means for retarding the engaging movement of the clutch when it is released from the action of the electrical mechanism.

5. In an automobile driven by an engine havin an accelerator peda s driving mechanism comprising a clutch for the engine; an electroma net for disengaging said clutch; a source of electric current; a first switch; a second switch; an electric circuit connecting the electromagnet, the'source of current and the two switches, the second switch being shunted across the first switch, and both switches being normally closed to cause the electromagnet to disengage the clutch; a generator, the electrical output of which depends upon the engine speed; a second electromagnet connected with said generator and adapted to open'the first switch when the engine speed ris s above a predetermined point; and means for connecting the second switch with the accelerator pedal for opening the second switch when thepedal is depressed.

' ,6, In an automobile driven by an engine having accelera or p dal, a dr vin me sm mprising a clutch for the engine; an electromagnet fordisengaging said clutch; a source of electr QLCurrent; a first switch, a second switch; an

,e lectric circuit connecting the electromagnet, the

souroeof curr n and the two switc s, th s ..ond switch being shunted across the first switch,

and both switches being normally closed to cause the eleetromagnet to disengage the clutch; a gen- ..erator, the electrical output of which depends upon the en ine speed; a second electromagnet connected with said generator and adapted to open the firstswitch when the engine speed rises above a predetermined point; means for connecting the second switch with the accelerator pedal for opening the second switch when the pedal is depressed; and a shock absorber for retarding the .erigaging'rnovement of theclutch when it is released from the action of the first mentioned electromagnet.

(7,. In an automobile .driven by an engine having an accelerator pedal, 2. driving mechanism comprising aclutch for the engine; an electric nuitorrlfor disengaging said clutch; a source of electric current; a first switch; a second switch; an electric circuit connecting the motor, the source of current and the two switches, the second switch being shunted across the first switch,

and both switches being normally closed to cause for disengaging said clutch; a source of electric 1 current; a first switch; a second switch; an electric circuit connecting the motor, the source of current and the two switches, the second switch being shunted across the first switch, and both switches being normally closed to cause the motor to disengage the clutch; a centrifugal governor driven by the engine for opening the first switch when the engine speed rises above a predetermined point; means for connecting the second switch with the accelerator pedal for opening said second switch when the pedal is depressed; and a mechanical friction type brake connected with said clutch for retarding the engaging movement of the clutch when it is released from the action of the motor.

RUDOLF FUCHS. I