WO2007128058A1 - Profiled cam for lever assistance - Google Patents
Profiled cam for lever assistance Download PDFInfo
- Publication number
- WO2007128058A1 WO2007128058A1 PCT/AU2007/000592 AU2007000592W WO2007128058A1 WO 2007128058 A1 WO2007128058 A1 WO 2007128058A1 AU 2007000592 W AU2007000592 W AU 2007000592W WO 2007128058 A1 WO2007128058 A1 WO 2007128058A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- clutch
- operator
- vehicles
- actuate
- over
- Prior art date
Links
Classifications
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T7/00—Brake-action initiating means
- B60T7/02—Brake-action initiating means for personal initiation
- B60T7/04—Brake-action initiating means for personal initiation foot actuated
- B60T7/06—Disposition of pedal
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62K—CYCLES; CYCLE FRAMES; CYCLE STEERING DEVICES; RIDER-OPERATED TERMINAL CONTROLS SPECIALLY ADAPTED FOR CYCLES; CYCLE AXLE SUSPENSIONS; CYCLE SIDE-CARS, FORECARS, OR THE LIKE
- B62K23/00—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips
- B62K23/02—Rider-operated controls specially adapted for cycles, i.e. means for initiating control operations, e.g. levers, grips hand actuated
- B62K23/06—Levers
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62L—BRAKES SPECIALLY ADAPTED FOR CYCLES
- B62L3/00—Brake-actuating mechanisms; Arrangements thereof
- B62L3/02—Brake-actuating mechanisms; Arrangements thereof for control by a hand lever
- B62L3/023—Brake-actuating mechanisms; Arrangements thereof for control by a hand lever acting on fluid pressure systems
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
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- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
- G05G1/00—Controlling members, e.g. knobs or handles; Assemblies or arrangements thereof; Indicating position of controlling members
- G05G1/04—Controlling members for hand actuation by pivoting movement, e.g. levers
-
- G—PHYSICS
- G05—CONTROLLING; REGULATING
- G05G—CONTROL DEVICES OR SYSTEMS INSOFAR AS CHARACTERISED BY MECHANICAL FEATURES ONLY
- G05G7/00—Manually-actuated control mechanisms provided with one single controlling member co-operating with one single controlled member; Details thereof
- G05G7/02—Manually-actuated control mechanisms provided with one single controlling member co-operating with one single controlled member; Details thereof characterised by special provisions for conveying or converting motion, or for acting at a distance
- G05G7/04—Manually-actuated control mechanisms provided with one single controlling member co-operating with one single controlled member; Details thereof characterised by special provisions for conveying or converting motion, or for acting at a distance altering the ratio of motion or force between controlling member and controlled member as a function of the position of the controlling member
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
- F16D25/00—Fluid-actuated clutches
- F16D25/08—Fluid-actuated clutches with fluid-actuated member not rotating with a clutching member
- F16D2025/081—Hydraulic devices that initiate movement of pistons in slave cylinders for actuating clutches, i.e. master cylinders
Definitions
- the invention relates to a device that assists the operator to actuate the clutch of a motorized vehicle.
- clutch assistance devices There have been many forms of clutch assistance devices but none have been able to offer the degree of assistance, simplicity or the degree of fine control offered by this invention. Some have simply increased the mechanical advantage of the operator's lever over the clutch function therefore compromising the disengagement of the clutch. Some use a lever system to control the energy stored in a spring in order to partially balance the force required to actuate the clutch. This inherently limits the ability to balance the forces particularly if one desires to apply a non linear relationship between the operators lever and clutch actuation in order to achieve a smooth engagement point combined with sufficient disengagement. Previous clutch assistance devices have been limited in their ability to reduce the force required to actuate the clutch at the point of engagement which is one of the most important segments of the operators lever travel.
- one of the basic aims is to balance the force required to move a lever that actuates the clutch with another force generally supplied by means of a spring.
- the force exerted on the lever by the clutch must be greater than the force exerted by the spring assist mechanism. Any friction in the clutch assist mechanism will result in the result in an increase in the net force required to actuate the operators lever in order to ensure it's return to the at rest position.
- Many previous clutch assistance devices by means of the complex mechanisms that they employ introduce too much friction and thus are self limiting as to the degree of assistance they can offer.
- This invention is designed to both reduce the effort involved to actuate a vehicles ctutch and also improve the control an operator has over the actuation of that clutch.
- This invention is also designed to be easily retrofitted to a large variety of different models of vehicles.
- the anticlockwise rotation of the clutch rocker arm (8) causes the clutch piston actuating pin (10) which is pivotally connected to the clutch rocker arm (8), to move the clutch cylinder piston (I I) from left to right, the initial result of which is to close the compensation port (23) so as to allow further movement of the clutch cylinder piston (11) in this direction (left to right), to generate hydraulic pressure which is used to actuate the clutch.
- a hydraulic master cylinder to actuate the clutch is important because it compensates for the shift in disengagement point that can occur in a clutch due to heat and or wear. This automatic compensation occurs when the clutch master cylinder piston (11) is returned to the position that it is shown in figure one, i.e. to the left. In this position a small port (the compensation port (23)), is opened, flu ⁇ dly connecting the clutch master cylinder to a fluid reservoir.
- the mechanical advantage that the operator has over the actuation of the clutch can be varied (by means of cam profile change) throughout the travel of the operator's lever (2). This enables, by means of changing the cam profile, the clutch actuation to be accurately tailored to suit the operator's needs or to overcome the shortcomings of a particular model of vehicles clutch.
- the profiled cam for clutch actuation (5) is attached to the operator's fever by a central boss (21), and a mounting screw (20), the profiled cam for balancing could be a separate cam mounted in a similar fashion or both cam profiles could be formed on one part. 75 •
- the profiled cam for clutch operation (5) has a portion of it's profile marked (A), in this portion the mechanical advantage the operators lever (2) has over the clutch actuation is relatively low thus assisting the return spring in the clutch hydraulic cylinder (12) to return the operator's lever (2) to it's at rest position i.e. away from the handlebar (1) in it's most outward position.
- This is important because it enables the use of a lighter spring for the return of the clutch master cylinder piston (1 1) whilst still ensuring the full opening of the compensation port (23).
- the profile of the cam for clutch operation could be tailored to suit the operator's needs or to compensate for non ideal clutch operation.
- the portion of the profiled cam for clutch operation marked (C) shows for example only of how the cam profile may be altered in this case to increase the mechanical advantage that the operator's lever (2) has over the clutch operation in order to reduce the force required to hold the lever in once the clutch has been disengaged.
- Another advantage of using a profiled cam and cam follower bearing is that it allows you, by using a different cam profile to change the 'at rest position' of the operator's lever (2) to a point closer to the handlebars (1 ), for operator's with smaller hands.
- Note the position of the operator lever in the "at rest” position is determined by a semi circular portion of the profiled cam for clutch operation (5) marked (Y).
- This new cam profile because profiled cam and roller operation enables a variable nonlinear relationship between the operator's lever's travel and the clutch actuation, can be used to allow full clutch disengagement despite having less travel of the operator's lever.
- This means that one such clutch actuation device can be tailored to suit the operators needs, both in terms lever span and actuation characteristics by means of a relatively simple change of cam profile. This change of cam profile can be facilitated by changing one component of the unit, the cam plate.
- the second profiled cam the, profiled cam for balancing (6) as previously mentioned, is connected to the operator's lever (2) and is rotated simultaneously with the profiled cam for clutch actuation (5), Note these profiled cams (5) and (6) could be formed on the same element or cam plate, or they could be two separate cam plates.
- the cam fallowing bearing which is in contact with the surface of the profiled cam causes the rocker arm ( 15) to be rotated around the rocker arm pivot point.
- the rotation of the rocker arm (15) causes the compression of the balancing spring (17) to be altered.
- the balancing spring (17) could be a tension spring pulling the rocker arm from the other side.
- the initial portion of the profiled cam for balancing (B) is almost circular around pivot point (4) and therefore affecting very little change to the energy stored in the balancing spring (18). This is to ensure that the force generated by the clutch master cylinder piston return spring transferred via die clutch piston actuating pin (10), the clutch rocker arm, (8), the cam follower bearing and the profiled cam for clutch operation (5) is sufficient to return the operators lever to its at rest position. It is possible to arrange this initial portion of the profiled cam for balancing so that a release of energy from the balancing spring (17) assists the operators lever return to its at rest position. This would mean that as the operator's lever (2) is pulled towards the handlebars (1) the balancing spring (17) would be compressed slightly.
- balancing spring's (17) stored energy is controlled by a profiled cam and roller it is possible to far more accurately control the degree of assistance throughout the operator's lever (2) than by using levers or eccentrics.
Landscapes
- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- General Engineering & Computer Science (AREA)
- General Physics & Mathematics (AREA)
- Automation & Control Theory (AREA)
- Transportation (AREA)
- Fluid Mechanics (AREA)
- Mechanical Operated Clutches (AREA)
Abstract
A device to both reduce the effort involved to actuate a vehicles clutch and also improve the control an operator has over said clutch, that can be easily tailored to suit different clutch characteristics and or operators requirements. The device features a lever actuated by the operator that simultaneously rotates two profiled cam surfaces around a single pivot, one of which actuates the clutch via a cam follower bearing, a pivoted actuating arm and a hydraulic master cylinder while the other varies the tension or compression of a spring also via a cam follower bearing and a pivoted actuation arm. The cam profile that is used to operate the clutch master cylinder can vary the mechanical advantage to the clutch master cylinder throughout the operators levers travel whith the profiled caw that varies the energy stored in the spring can be used to vary the assistance this system offers the operator whilst actuating the clutch. The cams are designed so as to be easily replaced with ones of a different profile thus making the unit easily adaptable to different models and or operational requirements.
Description
PROFILED CAM FOR LEVER ASSISTANCE
FIELD OF THE INVENTION
5 The invention relates to a device that assists the operator to actuate the clutch of a motorized vehicle.
BACKGROUND OF THE INVENTION
10
The force required to actuate a clutch on a motorized vehicle is often of such a magnitude that it is tiring for the operator to use. Also some clutches on these vehicles do not engage smoothly or sometimes they do not disengage fully, this last fault is often as a result of the manufacturer attempting to cure the first two problems described. Cable operated clutches also tend to suffer from a shift in the point that the clutch is engaged during the operators levers travel when the clutch and or operating mechanism heats up.
IS
There have been many forms of clutch assistance devices but none have been able to offer the degree of assistance, simplicity or the degree of fine control offered by this invention. Some have simply increased the mechanical advantage of the operator's lever over the clutch function therefore compromising the disengagement of the clutch. Some use a lever system to control the energy stored in a spring in order to partially balance the force required to actuate the clutch. This inherently limits the ability to balance the forces particularly if one desires to apply a non linear relationship between the operators lever and clutch actuation in order to achieve a smooth engagement point combined with sufficient disengagement. Previous clutch assistance devices have been limited in their ability to reduce the force required to actuate the clutch at the point of engagement which is one of the most important segments of the operators lever travel.
20
Power assisted clutches, either by means of vacuum assistance, air, or powered hydraulics do offer possible solutions to the afore mentioned problems but the cost, weight and complexity of such systems limits their applications.
25
On certain vehicles for example competition motorcycles, the operators require different characteristics in clutch operation. Some operators require a clutch that engages extremely quickly whilst some require a clutch that engages very gradually. There has been no device available that enables the operator to easily and effectively tune the clutch actuation to their particular requirements.
30
In use, due to their mechanical or cable operation previous clutch assistance devices experience problems if the clutch engagement point changes due to the clutch and or the mechanism that directly actuate it getting hot or due to wear. This means that the force generated by the spring assist mechanism i&πow no longer synchronized with the force generated by the operation of the clutch. In practice this means that unless some form of self adjusting mechanism is used for the clutch operation the level of assistance offered by the spring assistance mechanism is limited to later in the operators levers travel.
35
With most clutch assistance devices including this invention, one of the basic aims is to balance the force required to move a lever that actuates the clutch with another force generally supplied by means of a spring. In order to ensure the lever returns to it's at rest position i.e. clutch fully engaged, at any point in the operators levers travel the force exerted on the lever by the clutch must be greater than the force exerted by the spring assist mechanism. Any friction in the clutch assist mechanism will result in the result in an increase in the net force required to actuate the operators lever in order to ensure it's return to the at rest position. Many previous clutch assistance devices by means of the complex mechanisms that they employ introduce too much friction and thus are self limiting as to the degree of assistance they can offer.
40
For certain applications such as motorcycles and other vehicles mat utilize hand operated controls an operator with a small hand may have difficulty in effectively actuating the operator's lever. This is often overcome by having an adjustment means to simply move the operator's lever closer to the handlebars. The problem with this solution is that it reduces the operator's lever's travel and therefore the degree of clutch disengagement.
DESCRIPTION
45
This invention is designed to both reduce the effort involved to actuate a vehicles ctutch and also improve the control an operator has over the actuation of that clutch. This invention is also designed to be easily retrofitted to a large variety of different models of vehicles.
50
Reference to figure one will now be made to assist the understanding of the invention. As the operators lever is moved in the direction indicated (A), this rotates lhe profiled cams (5) and (6) simultaneously around the main pivot (4) in an anticlockwise direction. As the profiled cam for clutch operation (5) is rotated in a anticlockwise direction the cam following bearing which is in contact with the surface of the profiled cam causes the clutch rocker arm (8) to be rotated around the rocker arm pivot point (9) in an anti clockwise direction. The anticlockwise rotation of the clutch rocker arm (8) causes the clutch piston actuating pin (10) which is pivotally connected to the clutch rocker arm (8), to move the clutch cylinder piston (I I) from left to right, the initial result of which is to close the compensation port (23) so as to allow further movement of the clutch cylinder piston (11) in this direction (left to right), to generate hydraulic pressure which is used to actuate the clutch.
55
Note the main pivot (4), the clutch rocker arm pivot (9) and the clutch master cylinder
(12) are all attached to the main body (3).
60
Also note that the use of a hydraulic master cylinder to actuate the clutch is important because it compensates for the shift in disengagement point that can occur in a clutch due to heat and or wear. This automatic compensation occurs when the clutch master cylinder piston (11) is returned to the position that it is shown in figure one, i.e. to the left. In this position a small port (the compensation port (23)), is opened, fluϊdly connecting the clutch master cylinder to a fluid reservoir.
65
Because of the use of a profiled cam and cam follower bearing, the mechanical advantage that the operator has over the actuation of the clutch can be varied (by means of cam profile change) throughout the travel of the operator's lever (2). This enables, by means of changing the cam profile, the clutch actuation to be accurately tailored to suit the operator's needs or to overcome the shortcomings of a particular model of vehicles clutch.
70
The profiled cam for clutch actuation (5) is attached to the operator's fever by a central boss (21), and a mounting screw (20), the profiled cam for balancing could be a separate cam mounted in a similar fashion or both cam profiles could be formed on one part.
75 •
The profiled cam for clutch operation (5) has a portion of it's profile marked (A), in this portion the mechanical advantage the operators lever (2) has over the clutch actuation is relatively low thus assisting the return spring in the clutch hydraulic cylinder (12) to return the operator's lever (2) to it's at rest position i.e. away from the handlebar (1) in it's most outward position. This is important because it enables the use of a lighter spring for the return of the clutch master cylinder piston (1 1) whilst still ensuring the full opening of the compensation port (23).
80
Once the compensation port (23) is closed by the clutch master cylinder piston (11) the profile of the cam for clutch operation could be tailored to suit the operator's needs or to compensate for non ideal clutch operation.
85
The portion of the profiled cam for clutch operation marked (C) shows for example only of how the cam profile may be altered in this case to increase the mechanical advantage that the operator's lever (2) has over the clutch operation in order to reduce the force required to hold the lever in once the clutch has been disengaged.
90.
Another advantage of using a profiled cam and cam follower bearing is that it allows you, by using a different cam profile to change the 'at rest position' of the operator's lever (2) to a point closer to the handlebars (1 ), for operator's with smaller hands. Note the position of the operator lever in the "at rest" position is determined by a semi circular portion of the profiled cam for clutch operation (5) marked (Y). This new cam profile, because profiled cam and roller operation enables a variable nonlinear relationship between the operator's lever's travel and the clutch actuation, can be used to allow full clutch disengagement despite having less travel of the operator's lever. This means that one such clutch actuation device can be tailored to suit the operators needs, both in terms lever span and actuation characteristics by means of a relatively simple change of cam profile. This change of cam profile can be facilitated by changing one component of the unit, the cam plate.
95
The second profiled cam the, profiled cam for balancing (6) as previously mentioned, is connected to the operator's lever (2) and is rotated simultaneously with the profiled cam for clutch actuation (5), Note these profiled cams (5) and (6) could be formed on the same element or cam plate, or they could be two separate cam plates. As the profiled cam for balancing (6) rotates in an anti clockwise direction the cam fallowing bearing which is in contact with the surface of the profiled cam causes the rocker arm ( 15) to be rotated around the rocker arm pivot point. The rotation of the rocker arm (15) causes the
compression of the balancing spring (17) to be altered. Note the balancing spring (17) could be a tension spring pulling the rocker arm from the other side.
100
The initial portion of the profiled cam for balancing (B) is almost circular around pivot point (4) and therefore affecting very little change to the energy stored in the balancing spring (18). This is to ensure that the force generated by the clutch master cylinder piston return spring transferred via die clutch piston actuating pin (10), the clutch rocker arm, (8), the cam follower bearing and the profiled cam for clutch operation (5) is sufficient to return the operators lever to its at rest position. It is possible to arrange this initial portion of the profiled cam for balancing so that a release of energy from the balancing spring (17) assists the operators lever return to its at rest position. This would mean that as the operator's lever (2) is pulled towards the handlebars (1) the balancing spring (17) would be compressed slightly. This slight compression of the balancing spring (17) is only for a short duration until the compensation port in the clutch master cylinder is closed. At this point in the operator levers (2) travel towards the handlebars (1) the clutch is started to be actuated thus requiring greater force to move the operator' s lever ( I) in this direction. Also from this point on in the levers travel towards the handlebars the profile of the profiled cam for balancing (6) can be such that energy is released from the balancing spring (17) in order balance the force required actuate the clutch.
105
The net rotation force exerted on the operators lever caused by the actuation of the clutch must at all times be greater than the net reverse rotational force exerted on the operators lever by the balancing spring and the difference between the magnitude of these forces must also be great enough to overcome the friction in the system in order to ensure the return of the lever to its at rest position. For this reason the use of low friction bushes or bearings for all the pivots important in order to reduce the overall force required to actuate the clutch.
IJO
Because the balancing spring's (17) stored energy is controlled by a profiled cam and roller it is possible to far more accurately control the degree of assistance throughout the operator's lever (2) than by using levers or eccentrics.
Claims
Claims
1 / A device to both reduce the effort involved to actuate a vehicles clutch and also improve the control an operator has over said clutch comprising: two profiled cam surfaces, surface (A) and surface (B), pivotally rotated around a point by a lever actuated by the operator a roller that is in contact with one of the said jprofϊled cam surfaces, surface (A), that via a pivoting member moves a piston in a hydraulic cylinder that in turn actuates a clutch function. a roller that is in contact with the other safd profiled cam surface, surface (B) that via a pivoting member alters the tension or compression forces in a spring.
2/ A device to both reduce the effort involved to actuate a vehicles clutch and also improve the control an operator has over said clutch according to claim 1 , wherein the profile of the cam surface (A) can be tailored to give the operator the optimum leverage ratio at any given point throughout the operators levers travel.
3/ A device to both reduce the effort involved to actuate a vehicles clutch and also improve the control an operator has over said clutch according to claim 1, wherein the profile of cam surface (B) is tailored to vary the tension or compression of a spring throughout the operators levers travel in order at least partially balance the force generated by the operation of the clutch via cam surface (A).
4/ A device to both reduce the effort involved to actuate a vehicles dutch and also improve the control an operator has over said clutch according to claim I,
"wherein the profile of cam surface (A) and the profile of cam surface (B) is such that the net result enhances the operators ability to control the actuation of a particular vehicles clutch.
5/ A device to both reduce the efFort involved to actuate a vehicles clutch and also improve the control an operator has over said clutch according to claim 1, wherein the clutch function is actuated by hydraulic means and said hydraulic means features a master cylinder with a compensation port so that when the operators (ever is returned to its at rest position the compensation port is opened and any changes in clutch actuation in relation to the operators lever due to heat and or expansion of the clutch assembly and or operating means are compensated for, thus maintaining the synchronization of the force required to operate the clutch with the opposing force generated by the profile of cam surface (B) acting via the contacting roller, actuating arm and spring.
6/ A device to both reduce the effort involved to actuate a vehicles clutch and also improve the control an operator has over said clutch according to claim 1 , wherein the design of said device facilitates the ability to easily change the cams (A) and or (B) so that one such device can be made to suit a variety of models of vehicles.
7/ A device to both reduce the effort involved to actuate a vehicles clutch and also improve the control an. operator has over said clutch according to claim 1 , wherein the tension or stored energy in the said spring is adjustable.
S/ A device to both reduce the efFort involved to actuate a vehicles clutch and also improve the control an operator has over said clutch according to claim I, wherein the profile of cam surface (B) is such that at that at the very start of the operators levers travel there is no or little change in the stored energy of said spring in order that the piston return spring in the hydraulic master cylinder exerts sufficient force to return the operators lever to it's at rest position.
9/ A device to both reduce the effort involved to actuate a vehicles clutch and also improve the control an operator has over said clutch according to claim 8 that also includes a section of the profiled cam (A) that is also at the very start of the operators travel wherein the mechanical advantage of the operators lever over the clutch function is reduced at this point to also assist the clutch master cylinder return spring to return the operators lever to it's at rest position.
10/ A device to both reduce the effort involved to actuate a vehicles clutch and also improve the control an operator has over said clutch.according to claim I , wherein once the clutch has been fully disengaged, the force generated by the profile of cam surface (A) is only slightly greater than the opposing force generated by the profile of cam surface (B) in order that to hold the clutch lever in this state requires less force than required to initially disengage the clutch.
11/ A device to both reduce the effort involved to actuate a vehicles clutch and also improve the control an operator has over said clutch according to any proceeding claim wherein the device is a handle bar mounted control easily retrofitted to different model motorcycles or all terrain vehicles.
12/ A device to both reduce the effort involved to actuate a vehicles clutch and also improve the control an operator has over said clutch according to any proceeding claim that also includes an adjustment means situated between the clutch master cylinder piston and Hs actuating member to enable the position of the piston in the clutch master cylinder relative to the compensation port to be altered.
13/ A device to both reduce the effort involved to actuate a vehicles clutch and also improve the control an operator has over said clutch according to claim I, wherein the roller or bearing used to contact the profiled cam surface is replaced by a low friction member that slides on the cam's surface.
J 4/ A device to both reduce the effort involved to actuate a vehicles clutch and also improve the control an operator has over said clutch according to any proceeding claim whereby the mechanical advantage or leverage ratio of both the clutch operation and the clutch assist mechanism can be altered at any point within the operator's lever travel by changing the profile of the relevant cam.
15/ A device to both reduce the effort involved to actuate a vehicles clutch and also improve the control an operator has over said clutch according to claim 1 wherein Ae total travel of the operators lever can be reduced and yet the functionality of the lever can remain the same and this can be achieved by the changing of profiled cams.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| AU2006902380A AU2006902380A0 (en) | 2006-05-08 | Profiled cam for lever assistance | |
| AU2006902380 | 2006-05-08 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| WO2007128058A1 true WO2007128058A1 (en) | 2007-11-15 |
Family
ID=38667331
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| PCT/AU2007/000592 WO2007128058A1 (en) | 2006-05-08 | 2007-05-07 | Profiled cam for lever assistance |
Country Status (1)
| Country | Link |
|---|---|
| WO (1) | WO2007128058A1 (en) |
Cited By (12)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2012131441A1 (en) | 2011-04-01 | 2012-10-04 | Freni Brembo S.P.A. | Pump for vehicles controlled by handlebar for brake or clutch |
| WO2013085473A2 (en) * | 2011-12-05 | 2013-06-13 | Hidromek Hidrolik Ve Mekanik Makina Imalat Sanayi Ve Ticaret Anonim Sirketi | Brake pedal system which supplies variable mechanical advantage |
| EP2543585A3 (en) * | 2011-07-07 | 2014-05-21 | Sram, Llc. | Variable rate linkage for a brake system for a handlebar-steered vehicle |
| CN104943804A (en) * | 2014-03-24 | 2015-09-30 | 什拉姆有限责任公司 | Variable rate assembly for a brake system for bicycle |
| CN105083452A (en) * | 2014-05-09 | 2015-11-25 | 株式会社岛野 | Hydraulic operating device |
| CN105889356A (en) * | 2014-12-29 | 2016-08-24 | 欧阳抗美 | Self-aligning bearing lever for automobile clutch separation oil cylinder |
| CN107344590A (en) * | 2016-05-04 | 2017-11-14 | 张瑞龙 | Hydraulic type time difference brake gear and its assembly |
| US10060099B2 (en) | 2016-06-10 | 2018-08-28 | Caterpillar, Inc. | Wear indicator for a wear member of a tool |
| DE102017218055A1 (en) * | 2017-10-10 | 2019-04-11 | Shimano Inc. | Bicycle actuator |
| WO2021167447A1 (en) | 2020-02-17 | 2021-08-26 | Pro Develop B.V. | Lever assist system for a motorcycle |
| CN115384678A (en) * | 2021-05-25 | 2022-11-25 | 株式会社岛野 | Operating device for a human powered vehicle |
| EP4261426A1 (en) * | 2022-04-13 | 2023-10-18 | Ran Hezkiahu | Clutch assist device |
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| US4372178A (en) * | 1980-02-28 | 1983-02-08 | Kabushiki Kaisha Komatsu Seisakusho | Operating force transmitting apparatus |
| JPH08258777A (en) * | 1995-03-23 | 1996-10-08 | Kawasaki Heavy Ind Ltd | Assist device for operation lever |
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2007
- 2007-05-07 WO PCT/AU2007/000592 patent/WO2007128058A1/en active Application Filing
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