GB356139A - Improvements in controlling-means for variable-speed gearing driven by internal-combustion engines - Google Patents

Abstract

356,139. Controlling variable-speed gearing ; speed governors. FLEISCHEL, G., BlÚneau, Yonne, France. March 27, 1930, No. 9788. Convention date, March 28, 1929. [Class 80 (ii).] Change-speed gearing, for instance, on a vehicle, is operated automatically by engine suction, either directly or through a relay. A cylinder 26, Fig. 1, containing a piston 27 is connected at 261 to the engine inlet conduit. A spring-pulled rod 10 is connected to the change-gear control so as to be moved as the suction changes. To prevent fluctuations from effecting undesired speed changes, the device is stabilized by a wedge 18 influenced by the suction obstructing the sliding of a cam swell 16 on piston rod 10, so that only steady changes in suction are effective. In Fig. 5, the suction affects a diaphragm 27<1>, the stabilizer consisting of a spring-pressed ball 18. The device operates a main control lever 14 which shifts a collar 55 adapted to render effective either of two clutches 53,54. These clutches consist of pairs of oppositelyacting spring pawls and only one of each pair need be disengaged to disable the clutch. In Fig. 17 is shown another form of two-speed gear operated by the main lever 14 controlled directly by suction. Gear 47 drives shaft 3 through a one-way clutch, not shown, and the speed is changed by throwing in and out a friction clutch 120. Lever 14 inclines to left or right a pair of dog levers 126 which engage either of two rotary dog-ended flanges 127. This effects a screwing of a nut 118 on driven shaft 3 to operate the clutch 120. In Fig. 15 is shown an arrangement by which the main control lever 14 may actuate by the power of the suction a multiplespeed gear. Lever 14 turns a multiple cam drum 142 which controls levers 14<1>, 14<3> controlling the multiple speed gear. An arrangement is described for controlling a multiple-speed gear by the power of the engine suction acting in combination with a centrifugal governor on the driven shaft. In Fig. 9 is shown an arrangement for controlling a multiplespeed epicycle gear from suction diaphragm 27<1> through an electric relay in combination with a centrifugal governor 5 on the driven shaft 3. The diaphragm and governor jointly move the main lever 14 which distributes electric current selectively to two electromagnetic brakes 76<1>, 76<2> and a like clutch 76<3> by which the speed changes are effected. In Fig. 11 is shown an electric motor 87 which drives a relay shaft 89 continuously. Loose gears 91 are clutched selectively to shaft 89 by electromagnetic clutches 90 when excited by multiple control levers 14 operated by the suction. The gears 91 turn cams 79 selectively which operate the strikers of a multiple change-speed gear, not shown. In Fig. 16 is shown a mechanical relay comprising gears 108, 109 driven continuously in opposite directions. The suction-operated main lever 14 moves a clutch 96 into engagement with either of these gears so that cam barrel 79 is driven to change up or down. An auxiliary lost-motion cam 110 is provided to disengage the relay drive after barrel 79 has turned a quarter of a revolution. The engine clutch is disengaged by one of these cams before a speed change, and provision shown in Fig. 18 may be made to prevent the engine racing when clutch shaft 2 has been declutched from engine shaft 139. A screwed sleeve 132 loose on a shaft 2 is driven frictionally from shaft 139. Any large increase in the speed of the engine causes a nut 131 to slide on its spline on shaft 2 and open a switch 134, which slows the engine by interrupting the ignition. A mechanical relay is described comprising oppositely acting pawls reciprocated from a power crank and brought into action alternatively by the suction-controlled lever 14 of the other drawings. The Specification as open to inspection under Sect. 91 (3) (a) describes also mechanical devices for controlling change-speed gearing comprising only a governor 5, Fig. 4 (Cancelled), a spring 11, and a torque-responsive screw 13. As shown, the governor and screw are between the clutch shaft 2 and the gear-box 1, and there is a stabilizer 18. In another arrangement, the screw is on the driving- shaft of the gearing, and the governor on the driven shaft. This subject-matter does not appear in the Specification as accepted.