CA1068626A - Fluid actuated operator and clutch linkage - Google Patents
Fluid actuated operator and clutch linkageInfo
- Publication number
- CA1068626A CA1068626A CA321,672A CA321672A CA1068626A CA 1068626 A CA1068626 A CA 1068626A CA 321672 A CA321672 A CA 321672A CA 1068626 A CA1068626 A CA 1068626A
- Authority
- CA
- Canada
- Prior art keywords
- operator
- clutch
- rod
- sleeve
- pedal
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
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- Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
Abstract
TITLE
FLUID ACTUATED OPERATOR AND CLUTCH LINKAGE
ABSTRACT OF THE DISCLOSURE
A fluid actuated operator and linkage for a clutch. The linkage includes an operator link connected between the operator and a throwout bearing actuator arm. The operator includes an operator rod pivotally connected to the operator link and extending through an axial bore of a sleeve internal of the operator housing. The sleeve is 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 means in the operator to generate a force to move the rod and disengage the clutch as the clutch pedal is depressed. As the clutch pedal is raised, the valve vents the fluid pressure responsive means to reduce the applied force which allows the clutch pressure springs to return the clutch to engagement. Embodiments are disclosed which have nonlinear characteristics which correspond to the force/displacement operating curves of certain types of clutches.
FLUID ACTUATED OPERATOR AND CLUTCH LINKAGE
ABSTRACT OF THE DISCLOSURE
A fluid actuated operator and linkage for a clutch. The linkage includes an operator link connected between the operator and a throwout bearing actuator arm. The operator includes an operator rod pivotally connected to the operator link and extending through an axial bore of a sleeve internal of the operator housing. The sleeve is 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 means in the operator to generate a force to move the rod and disengage the clutch as the clutch pedal is depressed. As the clutch pedal is raised, the valve vents the fluid pressure responsive means to reduce the applied force which allows the clutch pressure springs to return the clutch to engagement. Embodiments are disclosed which have nonlinear characteristics which correspond to the force/displacement operating curves of certain types of clutches.
Description
6 8 ~fh 6 BACKG~OUND OF THE INVENTION
1. FIELD OF THE INVENTION
This invention relates to a vehicle clutch control system including a fluid actuated operator and clutch linkage.
1. FIELD OF THE INVENTION
This invention relates to a vehicle clutch control system including a fluid actuated operator and clutch linkage.
2. DESCRIPTION OF THE PRIOR ART
Typically, the clutch in an automobile or a light truck is control:Led by a clutch pedal connected through a linkage to the clutch throwout bearing. However, when the clutch must transmit relatively high loads such as in heavy duty trucks and construction equipment, 10 the force required to move the clutch pedal is sufficiently high to warrant power assist devices. In addition, for some applications it is desirable to eliminate the rigid linkages typically utilized be-tween the clutch pedal in the vehicle cab and the clutch. For example, in the "cab over" truck the linkage must be flexible or 15 detachable for servicing purposes. Therefore, a fluid actuated operator can be utilized to actuate the clutch with reduced pedal effortin response to control of the driver through the clutch pedal and allow the use of a flexible cable or the like between the cab and the clutch. The fluid utilized in such applications is preferrably 20 pressurized air and is so referred to hereinafter although it will be understood that any gas or liquid can also be used.
Normally, clutch operators are connected to a pivoted link to transmit force to the throwout bearing. Most clutches have a bearing load curve that increases from full engagement to full 25 ~isengagement and are readily controlled. Some clut~hes, generally known as declining pedal effortclutches, have a lower bearing load at full disengagement than at some point between full engagement and full disengagement. The prior art air actuated clutch operators are not satisfactory in operating such clutches.
` 30 The prior art actuated operators can be of the type which are operated from a source of vacuum, such as the intake manifold of the vehicle engine, or the type which are operated from a source of ;
air under pressure ` ~ ,:
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_ 106~6 where a relatively high operator force is required. The opera-tor requires a valve for connecting to and disconnecting from the source when it is desired to actuate the clutch.
A typical prior art operator control valve includes a sleeve valve having a plunger member slidably mounted within a sleeve for movement in response to the operation of the accel-erator pedal. The sleeve is provided with a first and second annular series of ports and the plunger has a triangular-shaped body to provide a recess. As the accelerator pedal is released, the plunger is moved so that the recess registers with the two sets of ports to connect the intake manifold to a pressure differential motor which disengages the clutch. As the acceler-ator pedal is depressed, a spring moves the plunger relative to the sleeve to close the second series of ports which disconnects the intake manifold allowing the clutch to engage. Such a con-trol valve unit is disclosed in U. S. Patent No. 2,152,088, ;
issued March 28, 1939 to E. R. Price et al.
Another prior art control valve unit includes a sleeve ';valve having a first outer sleeve, a second inner sleeve slidably mounted within the first sleeve and an operating member slidably mounted within the second sleeve. The operating member is con-nected to the clutch pedal by a yieldable connection. When the clutch pedal is in the engaged position, the first sleeve dis-connects a clutch actuator from the intake manifold. As the clutch pedal is depressed, the operating member and the second sleeve move to close an opening between the first and second sleeves thereby closing off communication between the atmosphere and the actuator. Further depression of the clutch pedal col-lapses a spring holding the first sleeve in position to register a pair of ports to connect the actuator to the intake manifold.
This causes a pressure differential between the ends of the two -sleeves resulting in a load upon the clutch pedal directly pro-portional to the degree of vacuum in the actuator. If the clutch `: :
Typically, the clutch in an automobile or a light truck is control:Led by a clutch pedal connected through a linkage to the clutch throwout bearing. However, when the clutch must transmit relatively high loads such as in heavy duty trucks and construction equipment, 10 the force required to move the clutch pedal is sufficiently high to warrant power assist devices. In addition, for some applications it is desirable to eliminate the rigid linkages typically utilized be-tween the clutch pedal in the vehicle cab and the clutch. For example, in the "cab over" truck the linkage must be flexible or 15 detachable for servicing purposes. Therefore, a fluid actuated operator can be utilized to actuate the clutch with reduced pedal effortin response to control of the driver through the clutch pedal and allow the use of a flexible cable or the like between the cab and the clutch. The fluid utilized in such applications is preferrably 20 pressurized air and is so referred to hereinafter although it will be understood that any gas or liquid can also be used.
Normally, clutch operators are connected to a pivoted link to transmit force to the throwout bearing. Most clutches have a bearing load curve that increases from full engagement to full 25 ~isengagement and are readily controlled. Some clut~hes, generally known as declining pedal effortclutches, have a lower bearing load at full disengagement than at some point between full engagement and full disengagement. The prior art air actuated clutch operators are not satisfactory in operating such clutches.
` 30 The prior art actuated operators can be of the type which are operated from a source of vacuum, such as the intake manifold of the vehicle engine, or the type which are operated from a source of ;
air under pressure ` ~ ,:
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_ 106~6 where a relatively high operator force is required. The opera-tor requires a valve for connecting to and disconnecting from the source when it is desired to actuate the clutch.
A typical prior art operator control valve includes a sleeve valve having a plunger member slidably mounted within a sleeve for movement in response to the operation of the accel-erator pedal. The sleeve is provided with a first and second annular series of ports and the plunger has a triangular-shaped body to provide a recess. As the accelerator pedal is released, the plunger is moved so that the recess registers with the two sets of ports to connect the intake manifold to a pressure differential motor which disengages the clutch. As the acceler-ator pedal is depressed, a spring moves the plunger relative to the sleeve to close the second series of ports which disconnects the intake manifold allowing the clutch to engage. Such a con-trol valve unit is disclosed in U. S. Patent No. 2,152,088, ;
issued March 28, 1939 to E. R. Price et al.
Another prior art control valve unit includes a sleeve ';valve having a first outer sleeve, a second inner sleeve slidably mounted within the first sleeve and an operating member slidably mounted within the second sleeve. The operating member is con-nected to the clutch pedal by a yieldable connection. When the clutch pedal is in the engaged position, the first sleeve dis-connects a clutch actuator from the intake manifold. As the clutch pedal is depressed, the operating member and the second sleeve move to close an opening between the first and second sleeves thereby closing off communication between the atmosphere and the actuator. Further depression of the clutch pedal col-lapses a spring holding the first sleeve in position to register a pair of ports to connect the actuator to the intake manifold.
This causes a pressure differential between the ends of the two -sleeves resulting in a load upon the clutch pedal directly pro-portional to the degree of vacuum in the actuator. If the clutch `: :
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pedal i5 held in a partially depressed position, the sleeves will be forced in the opposite direction to close the connection between the intake manifold and the actuator to maintain the degree of clutch disengagement achieved. Such a control valve unit is disclosed in U. S. Patent No. 2,027,827, issued January 1~, 1936 to V. W. Kliesrath.
SUMMARY OF TH~ INVENTION
The present invention reIates to an air actuated operator and in certain preferred embodiments provides clutch linkages which are particularly useful in operating declining pedal effort clutches. In accordanc~ with one embodiment, the clutch linkage includes an operator link which is connected be-tween the force applying operator rod and a throwout bearing ac-tuator arm. The pressure springs of the clutch generate a bea-ring load curve which increases from the fully engaged position to a maximum at an initial engagement position and decreases from the initial engagement position to a fully disengaged position.
The operator link is positioned to vary in effective length and thereby produce a decreasing mechanical advantage for the opera-tor as the clutch travels from the ully engaged position to thefully disengaged position. This will cause the clutch to smooth-ly follow the bearing load force curve to prevent premature en-gagement or disengagement of the clutch and hunting by the opera-tor.
In another preferred embodiment, a flexi~le bellows is used in the operator. The bellows operates within a chamber - having a tapered or contoured bore. As the bellows moves axially within the chamber in response to the applied air pressure, its effective area varies according to the geometry of the chamber. ~
30 Suitable chamber designs are provided to achieve the desired ;
operating force/displacement characteristics.
The operator includes a valve for connecting a source of air under pressure to a pressure responsive means in the
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pedal i5 held in a partially depressed position, the sleeves will be forced in the opposite direction to close the connection between the intake manifold and the actuator to maintain the degree of clutch disengagement achieved. Such a control valve unit is disclosed in U. S. Patent No. 2,027,827, issued January 1~, 1936 to V. W. Kliesrath.
SUMMARY OF TH~ INVENTION
The present invention reIates to an air actuated operator and in certain preferred embodiments provides clutch linkages which are particularly useful in operating declining pedal effort clutches. In accordanc~ with one embodiment, the clutch linkage includes an operator link which is connected be-tween the force applying operator rod and a throwout bearing ac-tuator arm. The pressure springs of the clutch generate a bea-ring load curve which increases from the fully engaged position to a maximum at an initial engagement position and decreases from the initial engagement position to a fully disengaged position.
The operator link is positioned to vary in effective length and thereby produce a decreasing mechanical advantage for the opera-tor as the clutch travels from the ully engaged position to thefully disengaged position. This will cause the clutch to smooth-ly follow the bearing load force curve to prevent premature en-gagement or disengagement of the clutch and hunting by the opera-tor.
In another preferred embodiment, a flexi~le bellows is used in the operator. The bellows operates within a chamber - having a tapered or contoured bore. As the bellows moves axially within the chamber in response to the applied air pressure, its effective area varies according to the geometry of the chamber. ~
30 Suitable chamber designs are provided to achieve the desired ;
operating force/displacement characteristics.
The operator includes a valve for connecting a source of air under pressure to a pressure responsive means in the
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~6~6~6 operator and for venting the pressure responsive means to reduce the air pressure applied thereto. The operator has a housing for enclosing one end of the operator rod and a cooperating sleeve both of which have fluid passages formed therein to define the valve. The source of air under pressure is connected to a fluid passage in the operator rod such that when the valve is opened, the pressurized air is directed into a first cavity in the hou-sing defined by a piston connected to the operator rod. The area between the piston and the housing may be sealed by any suitable means such as a diaphragm or ring seals. The pressuri-zed air generates a force against the piston which tends to move ;
the operator rod which in turn operates the clutch from full engagement to ~ull disengagement. As the valve is closed, the first cavity is vented through the valve to a second cavity on ~`
the opposite side of the piston to reduce the operator applied force and allow the clutch to return to the fully engaged posi-tion. The second cavity is vented to the atmosphere. `
The operator sleeve is connected to the vehicle clutch pedal by a flexible cable for movement between the open and clo-sed positions of the valve. As the clutch pedal is depressed,there is movement of the sleeve relative to the operator rod to ,`
compress a biasing spring. The biasing spring is provided to overcome any friction which would prevent the sleeve from retur-ning to the full exhaust position when the cable is relaxed.
; The sleeve and the operator rod preferrably are provided with a stop means to allow the rod to be directly moved to the clutch disengaging position by the cable and sleeve to provide for manu-al actuation of the clutch should the source-of air fail.
The operator functions as a power assisted servo-mechanism with the operator rod following the movement of the clutch pedal and sleeve. The sleeve and the operator rod each have at least one radially extending fluid passage at each of three points. As the clutch pedal is depressed, the sleeve will
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~6~6~6 operator and for venting the pressure responsive means to reduce the air pressure applied thereto. The operator has a housing for enclosing one end of the operator rod and a cooperating sleeve both of which have fluid passages formed therein to define the valve. The source of air under pressure is connected to a fluid passage in the operator rod such that when the valve is opened, the pressurized air is directed into a first cavity in the hou-sing defined by a piston connected to the operator rod. The area between the piston and the housing may be sealed by any suitable means such as a diaphragm or ring seals. The pressuri-zed air generates a force against the piston which tends to move ;
the operator rod which in turn operates the clutch from full engagement to ~ull disengagement. As the valve is closed, the first cavity is vented through the valve to a second cavity on ~`
the opposite side of the piston to reduce the operator applied force and allow the clutch to return to the fully engaged posi-tion. The second cavity is vented to the atmosphere. `
The operator sleeve is connected to the vehicle clutch pedal by a flexible cable for movement between the open and clo-sed positions of the valve. As the clutch pedal is depressed,there is movement of the sleeve relative to the operator rod to ,`
compress a biasing spring. The biasing spring is provided to overcome any friction which would prevent the sleeve from retur-ning to the full exhaust position when the cable is relaxed.
; The sleeve and the operator rod preferrably are provided with a stop means to allow the rod to be directly moved to the clutch disengaging position by the cable and sleeve to provide for manu-al actuation of the clutch should the source-of air fail.
The operator functions as a power assisted servo-mechanism with the operator rod following the movement of the clutch pedal and sleeve. The sleeve and the operator rod each have at least one radially extending fluid passage at each of three points. As the clutch pedal is depressed, the sleeve will
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, : :,`: . , , ,. . ` , , , : ' , f~6 be moved relative to the operator rod to place the first and second fluid passages respectiveIy in registry to connect the source of air under pressure to the first cavity. As the clutch pedal is released, the sleeve will be moved relative to the operator rod to place the second and third fluid passages res-pectively in registry to connect the first cavity to the second cavity for venting. When the clutch pedal is stationary, whether fully engaged, disengaged or therebetween, the operator rod seeks a corresponding "steady state" position.
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It is an object of the present invention to provide a simple, reliable air actuated operator for clutches which is adaptable to a variety of applications.
It is another object of the present invention to provide 5 an air actuated operator and clutch linkage for improving the operation ;
of a declining pedal effoIt clutch whereby generally smooth operation ~-of the clutch is achieved.
It is a further object of the present invention to provide an air actuated operator and clutch linkage for operating a declining -10 pedal effort clutch wherein the force applied to the operator during movement from the fully disengaged position to the fully engaged position follows an increasing force curve. `
It is another object of the present invention to provide an air actuated operator and clutch linkage which may be manually 15 operated if the source of pressurized air fails.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 is a schematic view of vehicle clutch system includ-ing an air actuated operator and clutch linkage according to the present invention;
Fig. 2, which is found on the second sheet of drawings, is an enlarged longitudinal sectional view of the operator and clutch linkage of Fig. 1 in the clutch engaged position;
Fig. 3 is an enlarged longitudinal partial section view of - : ;
the operator of Fig. 1 in the clutch engaged position with initial 25 depression of the clutch pedal;
Fig. 4 is an enlarged longitudinal partial section view .;. , .
of the operator of Fig. 1 in the clutch disengaged position; and Fig. 5 is an enlarged fragmentary section view of an alternate embodiment of the present invention.
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- 1~68626 DESCRIPTION OF THE PREFERRED E~IBODI~NT
There is shown in Fig. 1 a schematic view of a vehicle clutch system including an air actuated operator and a clutch linkage according to the present invention. Typically, a clutch pedal 11 is pivotally mounted for movement between a free posi-tion (shown) and a depressed position. A clutch pedal return spring 12 is connected to the clutch pedal 11 to return it to the free position after it has been depressed and released. A
flexible cable 13 is connected between the clutch pedal 11 and an air actuated operator 14. The operator 14 is pivotally con-nected to a point 15 on the vehicle which is stationary with res-pect to the vehicle transmission and includes an operator rod 16 pivotally connected to one end of an operator link or lever 17. `~
The other end of the operator link 17 is connected to a cross-shaft 18 pivotally attached to a fixed point on the vehicle such as a transmission case (not shown).
A throwout bearing actuator arm 19 has one end connec-ted to the cross-shaft 18 such that the operator link 17 and the actuator arm 19 simultaneously rotate with the cross-shaft. The ~ 20 other end of the actuator arm 19 is attached to a throwout bea--~ ring 21 of the clutch 22. ~he clutch 22 is attached to a fly-wheel 23 of the vehicle engine (not shown). A source of air ~` under pressure 24 is connected to an air inlet of the operator -~
; rod 16 by a flexible hose 25. ;
As the clutch pedal 11 is depressed, that movement is transmitted to the air actuated operator 14 by the flexible cable 13 to open a valve, shown in Figs. 2 through 4, internal of the operator. The valve applies air from the source of air under pressure 24 to an air pressure responsive means also inter-30 nal of the operator. The air pressure responsive means then -~
` generates a force to extend the operator rod 16 from the opera-tor 14 toward the operator link 17, as shown by the arrow in Fig. 4, to rotate the operator link in a clockwise direction ; -7-. ~ , .. , ' , ' , :........ . ; ' . : :
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with the cross-shaft 18. As the operator link 17 rotates, the operator 14 will rotate about its pivotal connection at the point 15 to accommodate the operator link movement. The actuator arm 19 rotates with the operator link 17 to move the throwout bearing 21 in a direction away from the flywheel 23 to allow a pressure plate 26 and a driven disk 27 of the clutch 22 to disengage from a driven relationship with the flywheel. The pressure plate 26 is connected in driving relationship with the flywheel 23. Under the influence of the operator 14, the pressure plate 26 compres-ses the clutch pressure springs, represented by the spring 28, tothe fully disengaged position of the clutch 22.
As the clutch pedal 11 is released to return to the free position, the valve in the operator 14 closes a first path through which air is admitted to the air pressure responsive means in response to the movement of the flexible cable 13. The air pressure responsive means is disconnected from the source of air under pressure 24 and a second path is opened in the valve to bleed off the air pressure and reduce the force applied to the operator rod 16. The clutch pressure springs move the pressure plate 26 and the driven disk 27 toward engagement with the fly-wheel 23. The clutch pressure springs also move the throwout bearing 21 toward the flywheel 23 to rotate the actuator arm 19, the operator link 17 and the cross-shaft 18 in a counter-clockwise direction. The rotation of the opera~or link 17 forces ~:~ the operator rod 16 back into the operator 14 toward the position at which the clutch 22 is fully engaged until a position is rea-ched at which both of the pathes in the valve are closed; i.e., the rod 16 follows the clutch pedal 11.
The operator 14 and the operator link 17 may be utili-zed to operate any type of vehicle clutch. However, the operator14 and thé operator link 17 according to the present invèntion have been found to produce clutch operating characteris~lcs su-perior to the previously known air actuated operators and clutch ~ -8-'. . , . . .
linkages when utilized to operate a declining pedal effort clutch. 5uch a clutch is disclosed in U. S. Patent No~
3,394,788, issued on July 30, 1968 to William H. Sink, which .' ., ','~; ',', . ' ,:
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is assigned to the assignee of the present application.
In a conventional clutch, the pressure springs must becapable of exerting a biasing force of a relatively high magnitude to obtain sufficient pressure between the driving and the driven members in the engaged position. Since the pressure springs are kypically mounted to provide the biasing force only in a direction parallel to the direction of movement of khe throwout bearing, they will generate an increasing throwout bearing load curve as the clutch is operated from the fully engaged to the fully disengaged positions. If an air actuated operator is utilized to operate the clutch, the optimum operating characteristics are obtained - when the operator link 17 of Fig. 1 is positioned with its long-itudinal axis generally normal to the longitudinal axis of the operator rod 16 when the clutch is in the fully disengaged position and the operator rod is extended from the operator. This relationship will generate the maximum moment about the pivot point 18 and the maximum force for compressing the clutch pressure springs. As the clutch moves toward the fully engaged position, the operator arm 17 is rotated in a counter-clockwise direction to reduce its effective length. When the operator 14 is actuated, ; ,.
the operator link will be rotated in a clockwise direction 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 springs of the clutch `` disclosed in the previously referenced U.S. Patent No. 3,394,788, represented by the spring 28, are mounted so that their mounting `~ means move axially toward each other at a constant radial distance from each other. The axial change in the distance for the mount-ing means results in a shift in the angular relationship of each `- 30 spring such that the effective spring force component providing ~, the urging force in the direction of movement of the throwout bearing 21 reduces at a lower than normally expected rate between - the fully engaged position when new and the fully engaged position after wear and decreases at a lower than normally expected rate _9_ ... . .
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b~ ~`-~en the fully engaged position and the fully disengaged position.
This arrangement provides a clutch having a substantially constant clutch operating pressure over the full range of wear conditions. .The load curve increases from the wear position to a maximum beyond the 5 force at which the clutch disengages and decreases toward the fully disengaged position. Therefore, -the force required to hold the clutch in the fully disengaged position is less than the maximum force re-qu:ired during movement between full engagement and full disengagement.
When the valve of the air actuated operator closes to disconnect 10 the source of air under pressure, the operator will be vented to re- :
duce the air pressure acting on the air pressure responsive means and thereby reduce the force applied to the throwout bearing. As the operator applied force falls below the reaction force exerted by the compressed clutch pressure springs, the clutch will begin to 15 move from the fully.disengaged position to the fully engaged position.
In a conventional clu-tch and clutch linkage, the throwout bearing load and the operator force both decrease as the clutch moves toward full engagement such that the clutch smoothly follows the bearing load curve for proper operation. However, when a conventional clutch ; 20 linkage and air actuated operator are utilized with a declining pedal effort clutch, the force/displacement curves of the clutch and the operator and linkage do not complement one another so that optimum operation of the clutch is no-t achieved. The operator typically has some lost motion between the air on and the exhaust on 25 positions of the valve so that the declining pedal effort clutch may actually continue to move in the desired direc-tion of travel until the lost motion is taken up and the valve is actuated to stop that travel.
The air actuated operator 14 and the operator link 17 of Fig.
30 1 provide a means for operating the declining pedal effort clutch 22 whereby optimum operation of the clutch is achieved. The operator rod 16 and the operator link 17 are positioned so that the longi-tudinal axis of the operator link forms an approximately forty-five degree angle with an imaginary line drawn through the center of the 35 cross-shaft 1~ normal to the longitudinal axis of the opera-tor rod 16 when the '.-' :
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- ~613~6 c,l ~h 22 is in the fully engaged position. As the air actuated ' operator 14 is operated by the depression of -the clutch pedal 11 and the movement of the flexible cable 13, the operator arm 16 will be extended from the operator. The operator rod 16 will 5 apply a force to rotate the operator link in a clockwise direction ,' thereby releasing the clutch 22 for engagement. After the operator ,' llnlc :L7 has been rotated through an angle of approximately twenty-" f:ive degrees, the clu-tch pressure plate 26 and the driven disk 27 will be in the fully disengaged posi-tion. It will be evident that 10 during this rotation the effective length of the operator arm 17 ' has decreased to reduce the moment about the pivot point, the cross- , shaft 18, and decrease the force applied to the clutch pressure ,' ' springs which is consistent with the declining pedal effort clutch ~ ' -bearing load. ,' To engage the clutch 22, the clutch pedal 11 is modulated '`~' upward toward its free position to close the valve in the opera-tor 14. The valve disconnects the source of air under pressure 24 and ' begin,s venting to reduce the operator applied force. When the ,~ operator applied force falls below the bearing load exerted by the ',; compressed clutch pressure springs, the clutch will begin to ' ~, " 20 move from the fully disengaged position toward the fully engaged position. As the clutch pressure springs force th'e operator link , 17 to rotate in a counterclockwise direction, the effective length - of the operator link increases and therefore, although the operator force decreases, the applied torque resisting the clutch pressure ,'~'' 25 spring force increases to follow the bearing load curve for proper , ,`~ operation. The operator rod 16 follows the movement of the clutch pedal since the valve in the operator is position sensitive to apply air pressure or vent as required to adjust the movement of the rod.
As shown in Fig. 1, the effective length of the operator link ; ` 30 17 decreases with an increasing angle and increases with a decreasing ~' angle. This effective length is proportional to -the cosine of the .
-~, angle. The moment about the pivot point, the cross-shaft 18, is ' equal to the effective leng-th times the component of the force applied `; by the operator 14 in a direction normal to the longitudinal axis of ~, , 35 the operator link. This moment is applied by the actua-tor arm 19 as ` a force to the throwout bearing 21.
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Referring to Fig. 2, there is shown the air actuated operator 14 of Fig. 1 in an enlarged longitudinal partial section view~ The operator 14 includes a front housing 41 and a rear housing 42 con-nected together by a p]urality of suitable fastening means represent-5 ecl by a bolt 43. The rear housing 42 is shown as being pivotally connected to the vehicle frame by a clevis pin 44 inserted through a hole in the housing and corresponding holes in a mounting bracket ~;~
45 fixedly attached to the point 15. However, the housing 42 can be pivotally connected to any convenient support point on the vehicle, 10 such as the transmission, by any suitable fastening means. The endof the front housing 41 opposite the rear housing 42 has a face plate 46 attached thereto by a plurality of suitable fastening means re-presented by a bolt 47.
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The face plate 46 includes a centrally located aperture through 15 which the operator rod 16 extends. The external end of the operator rod 16 is threadably engaged in an axial aperture formed in one end of an~adapter rod 48. A lock nut 49 is threaded onto the operator rod -16 and against the adapter rod 48 to prevent relative rotation between the two rods. The opposite end of the adapter rod 48 has a hole form- ,~
20 ed therein for receiving a clevis pin 51 which connects -the adapter rod to the operator link 17.
, The internal end of the operator rod 16 is slidably received by a pair of sleeve bushings 52 and 53. The sleeve bushing 52 is press fitted into an aperture in the front housing 41 and along with a ring 25 seal 54, is retained by the face plate 46. The sleeve bushing 53 is press fitted into an aperture formed in the rear housing 53. The seal 54 prevents dirt and dust from entering the housings and could talce ~` the form of a flexible boot connected between the face plate 46 and the external end of the operator rod 16.
The internal end of the operator 16 also extends through a ~ -centrally located aperture in a gas impervious diaphragm 55 which !~ is retained between opposing faces of the front housing 41 and ; the rear housing 42 to seal along its circumference. A central portion of the diaphragm 55 is retained 36~6 -~ :
between a pair of cup shaped retainers each having a diameter slightly less than the diameter of the bores of the housings 41 and 42 adjacent the diaphr~gm~. A collar 56 having a pair of flanges is retained by a split ring 57 against a shoulder formed on the opera-tor rod 16.
5 Th~ split ring 57 is received in an annular groove in the operator rod 16. A first cup shaped retainer 58 is positioned on the front housing side of the diaphragm 55 and a second cup shaped retainer 59 is positioned on the rear housing side of the diaphragm 55. The retainers 58 and 59 and the diaphragm 55 are assembled on a sleeve 10 with a flange on one end whereupon the flange on the other end is formed to produce the collar 56. The distance between the flanges and the thickness of the retainers 58 and 59 and -the diaphragm 55 are such that the retainers and the diaphragm are held in abutting relationship with one another to seal around the edge of the diaphragm 15 aperture to prevent radial movement of -the diaphragm away from the operator rod 16. The area between the operator rod 16 and the bore of the collar 56 is sealed by an "0" ring 61 retained in an annular groove in the operator rod. However, the rod 16 can be rotated without rotating the collar 56 to prevent damaging the diaphragm.
20 The cup shaped retainers 58 and 59 form a piston against which the pressurized air can act to move the operator rod 16.
A collar 62 is retained between a first shoulder on the operator rod 16 and one end of a compression spring 63. l`he other end of the -compression spring 63 acts against an end surface of a sleeve 64. The 25 sleeve 64 has formed therein an annular groove for receiving a ball ;
65 attached to the end of the flexible cable 13. The flexible cable 13 extends through the bore of a flanged bushing 66 which is located .: : .
in a radially displaced aperture in the end of the front housing 41.
The bushing 66 also extends through an aperture in the face plate 46 30 to threadably engage a nut 67 to attach the bushing to the face plate ; and seal the aperture therethrough. The ball 65 retained in the annular groove by a cup shaped retainer 68 which is biased against a shoulder on the sleeve 64 by a compression spring 69. The spring 69 acts against a split ring 71 which 686Z~ , :. ~. ....
~ ceived in an annular groove formed in the sleeve 64. Although the drawings illustrate a means of connecting the flexible cable to the sleeve which includes a ball attached to the end of the cable and retained in an annular groove by a cup shaped retainer, other - 5 suitable means of connecting the ball and the sleeve can be utilized.
The operator 14 in Fig. 2 is shown in -the clutch fully engaged position. As the clu-tch pedal of ~ig. 1 is depressed, the flexible . cable 13 will be drawn through the flanged bushing 66 to move the sleeve toward the face plate 46 while the operator rod 16 remains ;
10 stationary. The spring 63 will be compressed between the sleeve 64 and the collar 62 as shown in Fig. 3. No matter what the position of the operator rod 16 and the sleeve 64 relative to the face plate ~ -46, the clutch pedal will be working against the force of the return ~ i spring 12~ Relative movement of the sleeve 64 toward the face plate 15 46 with respect to the operator rod 16 is limited by a second shoulder formed on the operator rod spaced from the first shoulder by a distance , slightly greater than the fully compressed length of spring 63. If -the air pressure source has failed, the sleeve and rod will move in unison to manually operate the clutch.
The operator rod l6 and the sleeve 64 also form a valve for controlling the application of pressurized air to the operator 14 -` and the venting thereof. The operator rod 16 includes an axial fluid passage having the external end blocked by a plug 72. An ;:-~ :. .
`~ air inle-t boss 73 formed on the opera-tor rod 16 has a fluid in- ;
;~ 25 let passage which connects with the axial fluid passage. A fit-ting 74 on the end of the flexible hose 25 threadably engages the ` .: , ,,:
inlet boss 73 to supply pressurized air to the axial fluid passage.
The axial fluid passage is also blocked by a ball 75 pressed therein . ,: . . .:
at a position between the inlet boss 73 and the end of the operator 30 rod which slidably engages the sleeve bearing 53. The ball 75 ~. divides the axial fluid passage for diverting fluid through the valve ; elements as discussed below.
One or more first radially extending fluid passages, formed adjacent the ball 75 on -the inlet boss side, connect the axial ` 35 fluid passage with a first annular groove formed in the operator .
`~ rod 16. One or more second radially extending , .
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686~6 fluid passages, formed adjacent the ball 75 on the diaphragm side, connect the axial fluid passage with a second relatively wide annular .
groove formed in the operator rod 16. One or more third radially ` extending fluid passages, formed approximately equidistant from the 5 ball 75 and the diaphragm 55, connect the axial fluid passage with a thi.rd annular groove formed in the operator rod 16. One or more :~ourth radially extending fluid passages, formed on the side of the . diaphragm 55 opposite the other radial fluid passages, connect the axial fluid p.assage with a first cavity formed by the diaphragm 55 . 10 and their rear housing 42. Foulr seals 76 are formed in the operator - rod 16 alternately with and adjacent to the first, second and third radially extending fluid passages. Each seal 76 includes an "O" ;.~:
. ring retained in an annular groove with a sealing ring formed of polytetrafluoroethylene or a similar material to prevent leakage between the operator rod 16 and the sleeve 64.
- The sleeve 64 also includes fluid passages which cooperate .~ with the corresponding fluid passages in the operator rod 16 to ; connect the source of pressurized air to the first cavi-ty or to vent ~.
the first cavity. One or more first radially extending fluid passages, ~`. 20 formed adjacent the retainer 68, connect the bore of the sleeve 64 with one or more axial fluid passages formed in the sleeve parallel :
.~.. to the bore and radially spaced therefrom. One or more second radially ...
` extending fluid passages, formed between the first passages and the ~ split ring 71, connect the bore of the sleeve 64 with the axial fluid .. ~: . .
..25 passages. One or more third radially extending fluid passages formed ... on the diaphragm side of the split ring 71, connect the bore wi-th a second cavity formed by the diaphragm 55, the piston and the front housing 41. The front housing 41 includes a vent plug 77 which permits the second cavity to vent to the atmosphere.
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, : :,`: . , , ,. . ` , , , : ' , f~6 be moved relative to the operator rod to place the first and second fluid passages respectiveIy in registry to connect the source of air under pressure to the first cavity. As the clutch pedal is released, the sleeve will be moved relative to the operator rod to place the second and third fluid passages res-pectively in registry to connect the first cavity to the second cavity for venting. When the clutch pedal is stationary, whether fully engaged, disengaged or therebetween, the operator rod seeks a corresponding "steady state" position.
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It is an object of the present invention to provide a simple, reliable air actuated operator for clutches which is adaptable to a variety of applications.
It is another object of the present invention to provide 5 an air actuated operator and clutch linkage for improving the operation ;
of a declining pedal effoIt clutch whereby generally smooth operation ~-of the clutch is achieved.
It is a further object of the present invention to provide an air actuated operator and clutch linkage for operating a declining -10 pedal effort clutch wherein the force applied to the operator during movement from the fully disengaged position to the fully engaged position follows an increasing force curve. `
It is another object of the present invention to provide an air actuated operator and clutch linkage which may be manually 15 operated if the source of pressurized air fails.
BRIEF DESCRIPTION OF THE DRAWINGS
Fig. 1 is a schematic view of vehicle clutch system includ-ing an air actuated operator and clutch linkage according to the present invention;
Fig. 2, which is found on the second sheet of drawings, is an enlarged longitudinal sectional view of the operator and clutch linkage of Fig. 1 in the clutch engaged position;
Fig. 3 is an enlarged longitudinal partial section view of - : ;
the operator of Fig. 1 in the clutch engaged position with initial 25 depression of the clutch pedal;
Fig. 4 is an enlarged longitudinal partial section view .;. , .
of the operator of Fig. 1 in the clutch disengaged position; and Fig. 5 is an enlarged fragmentary section view of an alternate embodiment of the present invention.
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- 1~68626 DESCRIPTION OF THE PREFERRED E~IBODI~NT
There is shown in Fig. 1 a schematic view of a vehicle clutch system including an air actuated operator and a clutch linkage according to the present invention. Typically, a clutch pedal 11 is pivotally mounted for movement between a free posi-tion (shown) and a depressed position. A clutch pedal return spring 12 is connected to the clutch pedal 11 to return it to the free position after it has been depressed and released. A
flexible cable 13 is connected between the clutch pedal 11 and an air actuated operator 14. The operator 14 is pivotally con-nected to a point 15 on the vehicle which is stationary with res-pect to the vehicle transmission and includes an operator rod 16 pivotally connected to one end of an operator link or lever 17. `~
The other end of the operator link 17 is connected to a cross-shaft 18 pivotally attached to a fixed point on the vehicle such as a transmission case (not shown).
A throwout bearing actuator arm 19 has one end connec-ted to the cross-shaft 18 such that the operator link 17 and the actuator arm 19 simultaneously rotate with the cross-shaft. The ~ 20 other end of the actuator arm 19 is attached to a throwout bea--~ ring 21 of the clutch 22. ~he clutch 22 is attached to a fly-wheel 23 of the vehicle engine (not shown). A source of air ~` under pressure 24 is connected to an air inlet of the operator -~
; rod 16 by a flexible hose 25. ;
As the clutch pedal 11 is depressed, that movement is transmitted to the air actuated operator 14 by the flexible cable 13 to open a valve, shown in Figs. 2 through 4, internal of the operator. The valve applies air from the source of air under pressure 24 to an air pressure responsive means also inter-30 nal of the operator. The air pressure responsive means then -~
` generates a force to extend the operator rod 16 from the opera-tor 14 toward the operator link 17, as shown by the arrow in Fig. 4, to rotate the operator link in a clockwise direction ; -7-. ~ , .. , ' , ' , :........ . ; ' . : :
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with the cross-shaft 18. As the operator link 17 rotates, the operator 14 will rotate about its pivotal connection at the point 15 to accommodate the operator link movement. The actuator arm 19 rotates with the operator link 17 to move the throwout bearing 21 in a direction away from the flywheel 23 to allow a pressure plate 26 and a driven disk 27 of the clutch 22 to disengage from a driven relationship with the flywheel. The pressure plate 26 is connected in driving relationship with the flywheel 23. Under the influence of the operator 14, the pressure plate 26 compres-ses the clutch pressure springs, represented by the spring 28, tothe fully disengaged position of the clutch 22.
As the clutch pedal 11 is released to return to the free position, the valve in the operator 14 closes a first path through which air is admitted to the air pressure responsive means in response to the movement of the flexible cable 13. The air pressure responsive means is disconnected from the source of air under pressure 24 and a second path is opened in the valve to bleed off the air pressure and reduce the force applied to the operator rod 16. The clutch pressure springs move the pressure plate 26 and the driven disk 27 toward engagement with the fly-wheel 23. The clutch pressure springs also move the throwout bearing 21 toward the flywheel 23 to rotate the actuator arm 19, the operator link 17 and the cross-shaft 18 in a counter-clockwise direction. The rotation of the opera~or link 17 forces ~:~ the operator rod 16 back into the operator 14 toward the position at which the clutch 22 is fully engaged until a position is rea-ched at which both of the pathes in the valve are closed; i.e., the rod 16 follows the clutch pedal 11.
The operator 14 and the operator link 17 may be utili-zed to operate any type of vehicle clutch. However, the operator14 and thé operator link 17 according to the present invèntion have been found to produce clutch operating characteris~lcs su-perior to the previously known air actuated operators and clutch ~ -8-'. . , . . .
linkages when utilized to operate a declining pedal effort clutch. 5uch a clutch is disclosed in U. S. Patent No~
3,394,788, issued on July 30, 1968 to William H. Sink, which .' ., ','~; ',', . ' ,:
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is assigned to the assignee of the present application.
In a conventional clutch, the pressure springs must becapable of exerting a biasing force of a relatively high magnitude to obtain sufficient pressure between the driving and the driven members in the engaged position. Since the pressure springs are kypically mounted to provide the biasing force only in a direction parallel to the direction of movement of khe throwout bearing, they will generate an increasing throwout bearing load curve as the clutch is operated from the fully engaged to the fully disengaged positions. If an air actuated operator is utilized to operate the clutch, the optimum operating characteristics are obtained - when the operator link 17 of Fig. 1 is positioned with its long-itudinal axis generally normal to the longitudinal axis of the operator rod 16 when the clutch is in the fully disengaged position and the operator rod is extended from the operator. This relationship will generate the maximum moment about the pivot point 18 and the maximum force for compressing the clutch pressure springs. As the clutch moves toward the fully engaged position, the operator arm 17 is rotated in a counter-clockwise direction to reduce its effective length. When the operator 14 is actuated, ; ,.
the operator link will be rotated in a clockwise direction 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 springs of the clutch `` disclosed in the previously referenced U.S. Patent No. 3,394,788, represented by the spring 28, are mounted so that their mounting `~ means move axially toward each other at a constant radial distance from each other. The axial change in the distance for the mount-ing means results in a shift in the angular relationship of each `- 30 spring such that the effective spring force component providing ~, the urging force in the direction of movement of the throwout bearing 21 reduces at a lower than normally expected rate between - the fully engaged position when new and the fully engaged position after wear and decreases at a lower than normally expected rate _9_ ... . .
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b~ ~`-~en the fully engaged position and the fully disengaged position.
This arrangement provides a clutch having a substantially constant clutch operating pressure over the full range of wear conditions. .The load curve increases from the wear position to a maximum beyond the 5 force at which the clutch disengages and decreases toward the fully disengaged position. Therefore, -the force required to hold the clutch in the fully disengaged position is less than the maximum force re-qu:ired during movement between full engagement and full disengagement.
When the valve of the air actuated operator closes to disconnect 10 the source of air under pressure, the operator will be vented to re- :
duce the air pressure acting on the air pressure responsive means and thereby reduce the force applied to the throwout bearing. As the operator applied force falls below the reaction force exerted by the compressed clutch pressure springs, the clutch will begin to 15 move from the fully.disengaged position to the fully engaged position.
In a conventional clu-tch and clutch linkage, the throwout bearing load and the operator force both decrease as the clutch moves toward full engagement such that the clutch smoothly follows the bearing load curve for proper operation. However, when a conventional clutch ; 20 linkage and air actuated operator are utilized with a declining pedal effort clutch, the force/displacement curves of the clutch and the operator and linkage do not complement one another so that optimum operation of the clutch is no-t achieved. The operator typically has some lost motion between the air on and the exhaust on 25 positions of the valve so that the declining pedal effort clutch may actually continue to move in the desired direc-tion of travel until the lost motion is taken up and the valve is actuated to stop that travel.
The air actuated operator 14 and the operator link 17 of Fig.
30 1 provide a means for operating the declining pedal effort clutch 22 whereby optimum operation of the clutch is achieved. The operator rod 16 and the operator link 17 are positioned so that the longi-tudinal axis of the operator link forms an approximately forty-five degree angle with an imaginary line drawn through the center of the 35 cross-shaft 1~ normal to the longitudinal axis of the opera-tor rod 16 when the '.-' :
-1CL , :
- ~613~6 c,l ~h 22 is in the fully engaged position. As the air actuated ' operator 14 is operated by the depression of -the clutch pedal 11 and the movement of the flexible cable 13, the operator arm 16 will be extended from the operator. The operator rod 16 will 5 apply a force to rotate the operator link in a clockwise direction ,' thereby releasing the clutch 22 for engagement. After the operator ,' llnlc :L7 has been rotated through an angle of approximately twenty-" f:ive degrees, the clu-tch pressure plate 26 and the driven disk 27 will be in the fully disengaged posi-tion. It will be evident that 10 during this rotation the effective length of the operator arm 17 ' has decreased to reduce the moment about the pivot point, the cross- , shaft 18, and decrease the force applied to the clutch pressure ,' ' springs which is consistent with the declining pedal effort clutch ~ ' -bearing load. ,' To engage the clutch 22, the clutch pedal 11 is modulated '`~' upward toward its free position to close the valve in the opera-tor 14. The valve disconnects the source of air under pressure 24 and ' begin,s venting to reduce the operator applied force. When the ,~ operator applied force falls below the bearing load exerted by the ',; compressed clutch pressure springs, the clutch will begin to ' ~, " 20 move from the fully disengaged position toward the fully engaged position. As the clutch pressure springs force th'e operator link , 17 to rotate in a counterclockwise direction, the effective length - of the operator link increases and therefore, although the operator force decreases, the applied torque resisting the clutch pressure ,'~'' 25 spring force increases to follow the bearing load curve for proper , ,`~ operation. The operator rod 16 follows the movement of the clutch pedal since the valve in the operator is position sensitive to apply air pressure or vent as required to adjust the movement of the rod.
As shown in Fig. 1, the effective length of the operator link ; ` 30 17 decreases with an increasing angle and increases with a decreasing ~' angle. This effective length is proportional to -the cosine of the .
-~, angle. The moment about the pivot point, the cross-shaft 18, is ' equal to the effective leng-th times the component of the force applied `; by the operator 14 in a direction normal to the longitudinal axis of ~, , 35 the operator link. This moment is applied by the actua-tor arm 19 as ` a force to the throwout bearing 21.
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Referring to Fig. 2, there is shown the air actuated operator 14 of Fig. 1 in an enlarged longitudinal partial section view~ The operator 14 includes a front housing 41 and a rear housing 42 con-nected together by a p]urality of suitable fastening means represent-5 ecl by a bolt 43. The rear housing 42 is shown as being pivotally connected to the vehicle frame by a clevis pin 44 inserted through a hole in the housing and corresponding holes in a mounting bracket ~;~
45 fixedly attached to the point 15. However, the housing 42 can be pivotally connected to any convenient support point on the vehicle, 10 such as the transmission, by any suitable fastening means. The endof the front housing 41 opposite the rear housing 42 has a face plate 46 attached thereto by a plurality of suitable fastening means re-presented by a bolt 47.
., - . .
The face plate 46 includes a centrally located aperture through 15 which the operator rod 16 extends. The external end of the operator rod 16 is threadably engaged in an axial aperture formed in one end of an~adapter rod 48. A lock nut 49 is threaded onto the operator rod -16 and against the adapter rod 48 to prevent relative rotation between the two rods. The opposite end of the adapter rod 48 has a hole form- ,~
20 ed therein for receiving a clevis pin 51 which connects -the adapter rod to the operator link 17.
, The internal end of the operator rod 16 is slidably received by a pair of sleeve bushings 52 and 53. The sleeve bushing 52 is press fitted into an aperture in the front housing 41 and along with a ring 25 seal 54, is retained by the face plate 46. The sleeve bushing 53 is press fitted into an aperture formed in the rear housing 53. The seal 54 prevents dirt and dust from entering the housings and could talce ~` the form of a flexible boot connected between the face plate 46 and the external end of the operator rod 16.
The internal end of the operator 16 also extends through a ~ -centrally located aperture in a gas impervious diaphragm 55 which !~ is retained between opposing faces of the front housing 41 and ; the rear housing 42 to seal along its circumference. A central portion of the diaphragm 55 is retained 36~6 -~ :
between a pair of cup shaped retainers each having a diameter slightly less than the diameter of the bores of the housings 41 and 42 adjacent the diaphr~gm~. A collar 56 having a pair of flanges is retained by a split ring 57 against a shoulder formed on the opera-tor rod 16.
5 Th~ split ring 57 is received in an annular groove in the operator rod 16. A first cup shaped retainer 58 is positioned on the front housing side of the diaphragm 55 and a second cup shaped retainer 59 is positioned on the rear housing side of the diaphragm 55. The retainers 58 and 59 and the diaphragm 55 are assembled on a sleeve 10 with a flange on one end whereupon the flange on the other end is formed to produce the collar 56. The distance between the flanges and the thickness of the retainers 58 and 59 and -the diaphragm 55 are such that the retainers and the diaphragm are held in abutting relationship with one another to seal around the edge of the diaphragm 15 aperture to prevent radial movement of -the diaphragm away from the operator rod 16. The area between the operator rod 16 and the bore of the collar 56 is sealed by an "0" ring 61 retained in an annular groove in the operator rod. However, the rod 16 can be rotated without rotating the collar 56 to prevent damaging the diaphragm.
20 The cup shaped retainers 58 and 59 form a piston against which the pressurized air can act to move the operator rod 16.
A collar 62 is retained between a first shoulder on the operator rod 16 and one end of a compression spring 63. l`he other end of the -compression spring 63 acts against an end surface of a sleeve 64. The 25 sleeve 64 has formed therein an annular groove for receiving a ball ;
65 attached to the end of the flexible cable 13. The flexible cable 13 extends through the bore of a flanged bushing 66 which is located .: : .
in a radially displaced aperture in the end of the front housing 41.
The bushing 66 also extends through an aperture in the face plate 46 30 to threadably engage a nut 67 to attach the bushing to the face plate ; and seal the aperture therethrough. The ball 65 retained in the annular groove by a cup shaped retainer 68 which is biased against a shoulder on the sleeve 64 by a compression spring 69. The spring 69 acts against a split ring 71 which 686Z~ , :. ~. ....
~ ceived in an annular groove formed in the sleeve 64. Although the drawings illustrate a means of connecting the flexible cable to the sleeve which includes a ball attached to the end of the cable and retained in an annular groove by a cup shaped retainer, other - 5 suitable means of connecting the ball and the sleeve can be utilized.
The operator 14 in Fig. 2 is shown in -the clutch fully engaged position. As the clu-tch pedal of ~ig. 1 is depressed, the flexible . cable 13 will be drawn through the flanged bushing 66 to move the sleeve toward the face plate 46 while the operator rod 16 remains ;
10 stationary. The spring 63 will be compressed between the sleeve 64 and the collar 62 as shown in Fig. 3. No matter what the position of the operator rod 16 and the sleeve 64 relative to the face plate ~ -46, the clutch pedal will be working against the force of the return ~ i spring 12~ Relative movement of the sleeve 64 toward the face plate 15 46 with respect to the operator rod 16 is limited by a second shoulder formed on the operator rod spaced from the first shoulder by a distance , slightly greater than the fully compressed length of spring 63. If -the air pressure source has failed, the sleeve and rod will move in unison to manually operate the clutch.
The operator rod l6 and the sleeve 64 also form a valve for controlling the application of pressurized air to the operator 14 -` and the venting thereof. The operator rod 16 includes an axial fluid passage having the external end blocked by a plug 72. An ;:-~ :. .
`~ air inle-t boss 73 formed on the opera-tor rod 16 has a fluid in- ;
;~ 25 let passage which connects with the axial fluid passage. A fit-ting 74 on the end of the flexible hose 25 threadably engages the ` .: , ,,:
inlet boss 73 to supply pressurized air to the axial fluid passage.
The axial fluid passage is also blocked by a ball 75 pressed therein . ,: . . .:
at a position between the inlet boss 73 and the end of the operator 30 rod which slidably engages the sleeve bearing 53. The ball 75 ~. divides the axial fluid passage for diverting fluid through the valve ; elements as discussed below.
One or more first radially extending fluid passages, formed adjacent the ball 75 on -the inlet boss side, connect the axial ` 35 fluid passage with a first annular groove formed in the operator .
`~ rod 16. One or more second radially extending , .
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686~6 fluid passages, formed adjacent the ball 75 on the diaphragm side, connect the axial fluid passage with a second relatively wide annular .
groove formed in the operator rod 16. One or more third radially ` extending fluid passages, formed approximately equidistant from the 5 ball 75 and the diaphragm 55, connect the axial fluid passage with a thi.rd annular groove formed in the operator rod 16. One or more :~ourth radially extending fluid passages, formed on the side of the . diaphragm 55 opposite the other radial fluid passages, connect the axial fluid p.assage with a first cavity formed by the diaphragm 55 . 10 and their rear housing 42. Foulr seals 76 are formed in the operator - rod 16 alternately with and adjacent to the first, second and third radially extending fluid passages. Each seal 76 includes an "O" ;.~:
. ring retained in an annular groove with a sealing ring formed of polytetrafluoroethylene or a similar material to prevent leakage between the operator rod 16 and the sleeve 64.
- The sleeve 64 also includes fluid passages which cooperate .~ with the corresponding fluid passages in the operator rod 16 to ; connect the source of pressurized air to the first cavi-ty or to vent ~.
the first cavity. One or more first radially extending fluid passages, ~`. 20 formed adjacent the retainer 68, connect the bore of the sleeve 64 with one or more axial fluid passages formed in the sleeve parallel :
.~.. to the bore and radially spaced therefrom. One or more second radially ...
` extending fluid passages, formed between the first passages and the ~ split ring 71, connect the bore of the sleeve 64 with the axial fluid .. ~: . .
..25 passages. One or more third radially extending fluid passages formed ... on the diaphragm side of the split ring 71, connect the bore wi-th a second cavity formed by the diaphragm 55, the piston and the front housing 41. The front housing 41 includes a vent plug 77 which permits the second cavity to vent to the atmosphere.
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As shown in Fig. 2, in the clutch fully engaged posi-tion the second and third radially extending fluid passages of the operator rod 16 and the sleeve 64 respectively are in fluid communication. The first cavity is in fluid communication with the second cavity through the fourth radially extending fluid passages, the axial fluid passage in the operator rod 16 and the third radially extending fluid passages of the operator rod and the sleeve. Since both cavities are at the same air pressure, there will be no forced exerted on the operator rod 16 and the clutch will remain in the fully engaged position.
As shown in Fig. 3, as the clutch pedal is initially depressed, the flexible cable moves the sleeve 64 toward the face plate 46 as the operator rod 16 is maintained in position.
- The forward movement of the sleeve 46 relative to the operator rod 16 will first remove the third radially extending fluid pas-; sages from registry and then will place the first radially ex-.... .
tending fluid passages into registry as the second radially ex-~, ~ tending fluid passages remain in registry. Now the source of i:;
air under pressure is connected to the first cavity through the ~ . . .
axial fluid passage of the operator arm 16, the first radially extending fluid passages, the axial fluid passages in the sleeve : - -64, the second radially extending fluid passages, the axial ` fluid passage in the operator rod and the fourth radially exten~
ding fluid passages.
- The pressurized air will exert a force on the dia-phragm 55 and the piston formed from the retainer 58 and the re-tainer 59 which-will tend to force the operator rod l6 through the face plate 46 toward the disengaged position of the clutch. If continued pressure is applied to further depress the clutch pedal, the sleeve 64 will move in unison with the operator rod ~` 16 to the clutch fully disengaged position shown in Fig. 4. If the clutch pedal is held at a partially depressed position, the .. ..
operator rod 16 will continue to move relative to the sleeve to ~;
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move the first radially extending fluid passages out of regis- -try and disconnect.the source of fluid under pressure from the first cavity. Now the operator force and the clutch pressure spring force are equal and the clutch is heId in partial dis-engagement.
As the clutch pedal is raised, the cable 13 will force :~
the sleeve 64 toward ............................................
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th~ diaphragm 5~ to close the air pressure path and connect the vent path. The first cavity will now vent through the path to reduce the air pressure and the force applied by the operator 14. The clutch pressure springs will force the operator rod back into the operator 5 14. The operator 16 will follow the movement of the clutch pedal and the sleeve to return to the clutch fully engaged position shown in Fig.
2 where it is ready for the next clutch pedal operation.
If the operator 14 should fail, due to, for example, the breakage of the cable 13 or a decrease in the air pressure, the clutch pressure 10 springs will force the operator rod into the housing until the second should on the operator rod 16 contacts the sleeve 64. Then the operator . rod 16 and the sleeve 64 will be forced to the fully retracted position of the operator 14 such that in the failure mode the vehicle clutch is engaged. If the failure is not due to the breakage of 15 the cable 13, the operator 14 can be actuated manually. Pressure applied ..
to the clutch pedal 11 will be transmitted through the cable 13 to draw ~ the sleeve 64 against the second shoulder on the operator rod 16 and -: then draw both the operator rod and the sleeve toward the face plate ... .... .
46 to operate the clutch linkage to disengage the clutch. The clutch ` 20 pressure springs and clutch pedalreturn spring will return-the operator ~`
: ~ 14 to the fully . retracted position as the pressure is removed from the clutch pedal.
- In summary, the air actuated operator 14 includes an operator rod 16 and a sleeve 64 which cooperate as a valve to alterna-tely ~ -. , connect a source of air under pressure and a venting path to a 25 pressure responsive means internal of the operator. The sleeve is ~- connected to the vehicle clutch pedal which may~be depressed to move the sleeve rela-tive to the operator arm. A compression spring positioned between the sleeve and a shoulder formed on the operator arm provides : .~. , .
; ~ a means to return the sleeve to the vented position when the clutch 30 pedal is in the up position.
The pressure responsive means includes a diaphragm or sealing `~ rings between the operator hoilsing and the operator rod to divide the interior of the operator housing into -two cavities. The sleeve and operator arm each have three pluralities of radially extending fluid 35 passages. As the clutch pedal is depressed, the sleeve will be moved relative to the operator arm to place the first and second fluid passages `
respectively in registry to connect the - . ............... . ~
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6E~6 source of air under pressure to the first cavity -to generate a force which moves the operator arm to operate the clutch. As the clutch pedal is released, the sleeve will be moved relative to the operator arm to place the second and third fluid passages respectively in 5 registry to connect the first cavity to the second cavity for ven-ting.
~ In either direction of operation, -the rod will f~llow the movement of ; the clutch pedal and the sleeve. If the clutch pedal is held at a position between full engagement and full disengagement, the operator rod will move until the force generated by the air pressure equals 10 the clutch load at which point the sleeve and the rod are in the position between applying air pressure and venting. The valve will remain in thisposition until the clutch pedal is again moved.
; There is shown in Fig. 5 a fragmentary section view of an alternate embodiment of the present invention. I`hose portions of lS the operator not shown are similar to the corresponding portions shown in Figs. 2 through 4. A gas impervious diaphragm 55' is retained between opposing faces of a front housing 41' and a rear housing 42' to seal along its circumference. The front and rear housing are connected together by any suitable fastening means such as bolts 20 represented by a bolt 43'. Although it is not shown, a central portion of the diaphragm 55' is attached to a collar 46 and the cup shaped retainers 58 and 59 have been reduced in size or elim~nated.
The bores of the housing 41' and 42' have been tapered toward the exterior surfaces in the region of the opposed faces. In the ~- ~ 25 clutch engaged, venting position of the operator, a relatively large portion of the diaphragm rests against the tapered bore of the rear housing 42' and therefore, -the remaining portion presents '.:`' .
a reduced piston area. As air pressure is applied through the valve "`~ formed by the rod 16 and the sleeve 64, the diaphragm moves away ` 30 from the tapered surface of the rear housing 42 thereby exposing an increasing area to the air pressure to increase the force ` generated through the operator rod. As the clutch :' : -18 '",'`, `;
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- ar aches the fully disengaged position, the diaphragm will contact the tapered surface of the front housing 41' thereby reducing the effective surface area and reducing the force generated through the operator rod. Therefore, the embodiment shown in Fig. 5 will produce a force/displacement curve on which the generated force peaks between : .
the two extremes of travel. It will be appreciated that other con-figurations of the bores of the housing 41' and 42' will produce force/displacement curves to complement the operating characteristics of various clutch and linkage combinations.
Therefore, in the alternate embodiment, the fluid actua-ted ~, operator according to the present invention includes a housing, a valve means and a fluid pressure responsive means. The valve means -. ,: , .~ .:
, is internal of the housing and has a first means adapted for connection to a clutch pedal linkage and a second means wi-th a first portion ex-tending through the wall of the housing adapted for connection to aclutch operating linkage. The valve means is connected to a source of fluid under pressure.
The fluid pressure responsive means is internal of the housing ~ -.~ and attached to a second por-tion of the valve second means and the ;~20 housing to form a first cavity in fluid communication with the valve ~`~ means. As the clutch pedal is actuated in a first direction, the valve first means is moved to connect the ~source of fluid under pressure to the first cavity through the valve means. The fluid pressure responsive means presents and effective surface area to the fluid ... .. : .
~25 under pressure which varies according to the position of the valve --~- second means relative to the housing. The fluid pressure responsive .: - .
means can be a flexible bellows which cooperates with a contoured area in the bore of the housing to generate a nonlinear force/dis-~.: ~ . : . :
i placement curve. The valve first means may be a sleeve and the ~
., .: . ..
valve second means may be an operator rod as previously described.
` ~ In accordance with the provisions of the paten-t statutes, the ~ principle and mode of operation of the invention have been explained ; and illustrated in a preferred embodiment. However, it must be -~ understood that within the spirit and scope of the appended claims, ` 35 the invention may be practiced otherwise than as specifically illustrated and described.
.~ -19-: . . . .. ~. .
. - `
As shown in Fig. 2, in the clutch fully engaged posi-tion the second and third radially extending fluid passages of the operator rod 16 and the sleeve 64 respectively are in fluid communication. The first cavity is in fluid communication with the second cavity through the fourth radially extending fluid passages, the axial fluid passage in the operator rod 16 and the third radially extending fluid passages of the operator rod and the sleeve. Since both cavities are at the same air pressure, there will be no forced exerted on the operator rod 16 and the clutch will remain in the fully engaged position.
As shown in Fig. 3, as the clutch pedal is initially depressed, the flexible cable moves the sleeve 64 toward the face plate 46 as the operator rod 16 is maintained in position.
- The forward movement of the sleeve 46 relative to the operator rod 16 will first remove the third radially extending fluid pas-; sages from registry and then will place the first radially ex-.... .
tending fluid passages into registry as the second radially ex-~, ~ tending fluid passages remain in registry. Now the source of i:;
air under pressure is connected to the first cavity through the ~ . . .
axial fluid passage of the operator arm 16, the first radially extending fluid passages, the axial fluid passages in the sleeve : - -64, the second radially extending fluid passages, the axial ` fluid passage in the operator rod and the fourth radially exten~
ding fluid passages.
- The pressurized air will exert a force on the dia-phragm 55 and the piston formed from the retainer 58 and the re-tainer 59 which-will tend to force the operator rod l6 through the face plate 46 toward the disengaged position of the clutch. If continued pressure is applied to further depress the clutch pedal, the sleeve 64 will move in unison with the operator rod ~` 16 to the clutch fully disengaged position shown in Fig. 4. If the clutch pedal is held at a partially depressed position, the .. ..
operator rod 16 will continue to move relative to the sleeve to ~;
~ -16- ~ ~ -~ 86Zf~
move the first radially extending fluid passages out of regis- -try and disconnect.the source of fluid under pressure from the first cavity. Now the operator force and the clutch pressure spring force are equal and the clutch is heId in partial dis-engagement.
As the clutch pedal is raised, the cable 13 will force :~
the sleeve 64 toward ............................................
"' ;
,: :
''.'' ;'~
'' , : ' ''`:
': .
.
.``' '' , ~' .
. . ~
' :' -.` -16a-'`' . ` ' ' ; ' ' ''`' '; ' ' .
i2~ :
.
th~ diaphragm 5~ to close the air pressure path and connect the vent path. The first cavity will now vent through the path to reduce the air pressure and the force applied by the operator 14. The clutch pressure springs will force the operator rod back into the operator 5 14. The operator 16 will follow the movement of the clutch pedal and the sleeve to return to the clutch fully engaged position shown in Fig.
2 where it is ready for the next clutch pedal operation.
If the operator 14 should fail, due to, for example, the breakage of the cable 13 or a decrease in the air pressure, the clutch pressure 10 springs will force the operator rod into the housing until the second should on the operator rod 16 contacts the sleeve 64. Then the operator . rod 16 and the sleeve 64 will be forced to the fully retracted position of the operator 14 such that in the failure mode the vehicle clutch is engaged. If the failure is not due to the breakage of 15 the cable 13, the operator 14 can be actuated manually. Pressure applied ..
to the clutch pedal 11 will be transmitted through the cable 13 to draw ~ the sleeve 64 against the second shoulder on the operator rod 16 and -: then draw both the operator rod and the sleeve toward the face plate ... .... .
46 to operate the clutch linkage to disengage the clutch. The clutch ` 20 pressure springs and clutch pedalreturn spring will return-the operator ~`
: ~ 14 to the fully . retracted position as the pressure is removed from the clutch pedal.
- In summary, the air actuated operator 14 includes an operator rod 16 and a sleeve 64 which cooperate as a valve to alterna-tely ~ -. , connect a source of air under pressure and a venting path to a 25 pressure responsive means internal of the operator. The sleeve is ~- connected to the vehicle clutch pedal which may~be depressed to move the sleeve rela-tive to the operator arm. A compression spring positioned between the sleeve and a shoulder formed on the operator arm provides : .~. , .
; ~ a means to return the sleeve to the vented position when the clutch 30 pedal is in the up position.
The pressure responsive means includes a diaphragm or sealing `~ rings between the operator hoilsing and the operator rod to divide the interior of the operator housing into -two cavities. The sleeve and operator arm each have three pluralities of radially extending fluid 35 passages. As the clutch pedal is depressed, the sleeve will be moved relative to the operator arm to place the first and second fluid passages `
respectively in registry to connect the - . ............... . ~
', : .. ~, ;. : -: :
6E~6 source of air under pressure to the first cavity -to generate a force which moves the operator arm to operate the clutch. As the clutch pedal is released, the sleeve will be moved relative to the operator arm to place the second and third fluid passages respectively in 5 registry to connect the first cavity to the second cavity for ven-ting.
~ In either direction of operation, -the rod will f~llow the movement of ; the clutch pedal and the sleeve. If the clutch pedal is held at a position between full engagement and full disengagement, the operator rod will move until the force generated by the air pressure equals 10 the clutch load at which point the sleeve and the rod are in the position between applying air pressure and venting. The valve will remain in thisposition until the clutch pedal is again moved.
; There is shown in Fig. 5 a fragmentary section view of an alternate embodiment of the present invention. I`hose portions of lS the operator not shown are similar to the corresponding portions shown in Figs. 2 through 4. A gas impervious diaphragm 55' is retained between opposing faces of a front housing 41' and a rear housing 42' to seal along its circumference. The front and rear housing are connected together by any suitable fastening means such as bolts 20 represented by a bolt 43'. Although it is not shown, a central portion of the diaphragm 55' is attached to a collar 46 and the cup shaped retainers 58 and 59 have been reduced in size or elim~nated.
The bores of the housing 41' and 42' have been tapered toward the exterior surfaces in the region of the opposed faces. In the ~- ~ 25 clutch engaged, venting position of the operator, a relatively large portion of the diaphragm rests against the tapered bore of the rear housing 42' and therefore, -the remaining portion presents '.:`' .
a reduced piston area. As air pressure is applied through the valve "`~ formed by the rod 16 and the sleeve 64, the diaphragm moves away ` 30 from the tapered surface of the rear housing 42 thereby exposing an increasing area to the air pressure to increase the force ` generated through the operator rod. As the clutch :' : -18 '",'`, `;
~?6B~
- ar aches the fully disengaged position, the diaphragm will contact the tapered surface of the front housing 41' thereby reducing the effective surface area and reducing the force generated through the operator rod. Therefore, the embodiment shown in Fig. 5 will produce a force/displacement curve on which the generated force peaks between : .
the two extremes of travel. It will be appreciated that other con-figurations of the bores of the housing 41' and 42' will produce force/displacement curves to complement the operating characteristics of various clutch and linkage combinations.
Therefore, in the alternate embodiment, the fluid actua-ted ~, operator according to the present invention includes a housing, a valve means and a fluid pressure responsive means. The valve means -. ,: , .~ .:
, is internal of the housing and has a first means adapted for connection to a clutch pedal linkage and a second means wi-th a first portion ex-tending through the wall of the housing adapted for connection to aclutch operating linkage. The valve means is connected to a source of fluid under pressure.
The fluid pressure responsive means is internal of the housing ~ -.~ and attached to a second por-tion of the valve second means and the ;~20 housing to form a first cavity in fluid communication with the valve ~`~ means. As the clutch pedal is actuated in a first direction, the valve first means is moved to connect the ~source of fluid under pressure to the first cavity through the valve means. The fluid pressure responsive means presents and effective surface area to the fluid ... .. : .
~25 under pressure which varies according to the position of the valve --~- second means relative to the housing. The fluid pressure responsive .: - .
means can be a flexible bellows which cooperates with a contoured area in the bore of the housing to generate a nonlinear force/dis-~.: ~ . : . :
i placement curve. The valve first means may be a sleeve and the ~
., .: . ..
valve second means may be an operator rod as previously described.
` ~ In accordance with the provisions of the paten-t statutes, the ~ principle and mode of operation of the invention have been explained ; and illustrated in a preferred embodiment. However, it must be -~ understood that within the spirit and scope of the appended claims, ` 35 the invention may be practiced otherwise than as specifically illustrated and described.
.~ -19-: . . . .. ~. .
Claims (4)
OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. A clutch linkage for use in a vehicle having an engine with a flywheel, a power transmission means, a clutch for selectively engaging the flywheel to couple the engine to the power transmission means, a clutch pedal and a clutch operator, comprising:
an operator rod;
means connecting the clutch pedal to the clutch operator for transmitting movement of the clutch pedal to actuate the clutch operator whereby the clutch operator extends said operator rod as the clutch pedal is depressed and retracts said operator rod as the clutch pedal is released; and an operator link adapted to be pivotally connected at one end to said operator rod and connected at the other end to a clutch throwout bearing actuator arm whereby the extension of said operator rod causes the effective length of said operator link to decrease as said actuator arm actuates the clutch to disengage from the flywheel to decouple the engine from the power transmission means and the retraction of said operator rod causes the effective length of said operator link to increase as said actuator arm actuates the clutch to engage the flywheel to couple the engine to the power transmission means.
an operator rod;
means connecting the clutch pedal to the clutch operator for transmitting movement of the clutch pedal to actuate the clutch operator whereby the clutch operator extends said operator rod as the clutch pedal is depressed and retracts said operator rod as the clutch pedal is released; and an operator link adapted to be pivotally connected at one end to said operator rod and connected at the other end to a clutch throwout bearing actuator arm whereby the extension of said operator rod causes the effective length of said operator link to decrease as said actuator arm actuates the clutch to disengage from the flywheel to decouple the engine from the power transmission means and the retraction of said operator rod causes the effective length of said operator link to increase as said actuator arm actuates the clutch to engage the flywheel to couple the engine to the power transmission means.
2. A clutch linkage according to claim 1 wherein said one end of said operator link connected to said operator rod is movable relative to said other end to define an arc of approximately twenty-five degrees between the coupled and decoupled positions of the clutch.
3. A clutch linkage according to claim 1 wherein said one end of said operator link connected to said operator rod is movable relative to said other end connected to said clutch throwout bearing actuator arm such that the longitudinal axis of said operator link forms an angle of approximately forty-five degrees with the longitudinal axis of said operator arm when the clutch is in the engaged position and forms an angle of approximately seventy degrees when the clutch is in the dis-engaged position.
4. A clutch linkage according to claim 1 wherein the clutch is a declining pedal effort clutch.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA321,672A CA1068626A (en) | 1976-05-03 | 1979-02-16 | Fluid actuated operator and clutch linkage |
Applications Claiming Priority (3)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US05/682,364 US4114743A (en) | 1976-05-03 | 1976-05-03 | Fluid actuated operator and clutch linkage |
| CA277,057A CA1066642A (en) | 1976-05-03 | 1977-04-21 | Fluid actuated operator and clutch linkage |
| CA321,672A CA1068626A (en) | 1976-05-03 | 1979-02-16 | Fluid actuated operator and clutch linkage |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1068626A true CA1068626A (en) | 1979-12-25 |
Family
ID=27165050
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA321,672A Expired CA1068626A (en) | 1976-05-03 | 1979-02-16 | Fluid actuated operator and clutch linkage |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1068626A (en) |
-
1979
- 1979-02-16 CA CA321,672A patent/CA1068626A/en not_active Expired
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