Patent GB-937037-A (GB)
Title: Gear shift lever clutch control for automobiles
IPC: B60K23/02
Filed: 1960-01-28
Abstract: 937,037. Clutch control. FRANCAISE DU FERODO S.A. Jan. 28, 1960 [Jan. 30, 1959; July 21, 1959], No. 3149/60. Class 80 (2). A combined clutch and throttle control for a motor vehicle comprises a clutch-disengaging coil 27, or a relay which breaks the clutchengaging circuit, energized during gear shift by closing a relay switch 32 the coil 33 of which is energized by closing a touch sensitive gearshift lever switch 36, and a switch 46 differentially driven from input and output shafts 10, 11 of the clutch which is automatically closed to complete circuits for opening the throttle to synchronize the clutch and delay its re-engagement if the output speed exceeds that of the input whilst disengaged. In Fig. 5, the switch 46 energizes a relay 42 closing switches 41, 47, the former of which completes a circuit through a switch 40 to maintain the relay 33 and clutch disengaging coil 27 energized, whilst the latter 47 completes a circuit through the switch 32 to a solenoid 51 which actuates the throttle valve. In Fig. 6 (not shown), the coil 27, Fig. 5, is replaced by a relay which breaks the circuit to a clutchengaging coil. In Fig. 8, closure of the switch 46 energizes directly the throttle solenoid 51 and a relay coil 33b which holds the switch 32 closed. A further circuit which interrupts the ignition at synchronism and thus prevents further engine acceleration comprises a normally closed switch 136 coupled to the switch 32 and connected between an ignition coil lead 139 and earth through a normally open switch 142 which is closed by a relay 143 energized during gear-shift through the switch 32. On synchronization the switches 32 and 136 are respectively opened and closed and the relay 143 is maintained energized for a predetermined time by a condenser 144, thus earthing the ignition coil lead 139. In Fig. 9 (not shown), the solenoid 51, Fig. 8, is replaced by relay which completes a separate circuit to the solenoid. The solenoid 51 acts on a lever (Fig. 3, not shown), connected to one end of the carburetter butterfly valve spindle, the other end of which carries another lever (Fig. 4, not shown), co-operating with an adjustable abutment on a disc which is rotated by movement of the accelerator pedal and connected to an accelerating pump, thus permitting throttle opening by the solenoid 51 without corresponding operation of the accelerating pump. The movement of the solenoid core is damped by a dashpot (Fig. 3, not shown), which damping progressively diminishes by successively opening outlet orifices. The clutch, Fig. 1, is of the Gravina indirect centrifugal type (Specification 586,910), wherein an output disc 14 is clamped to an input flywheel 12 by applying axial engaging force to a pressure plate 13 by centrifugal masses 19 acting through a cam-plate 17, thrust bearing 18 and springs 15, and pivoting on a floating carrier 22 which, for centrifugal clutch engagement is frictionally clutched to input 12 to drive the masses and for clutch disengagement is held stationary by energizing the electromagnet brake winding 27 which collapses the masses and permits tension springs 29 to release the clutch. The switch 46, as shown, comprises an earthed contact abutment 52 fast with a plate 16 rotatable with the input 10 and a live blade contact 53 one end of which is secured between a conducting plate 54 and an insulating block 55 whilst its other end is secured to a ring 56 frictionally engaging an inner sleeve 59 splined to the driven shaft 11 and connected through a member 64 and contact brush 67 to a live conductor 45. When the input speed exceeds the output the contact 52 abuts the insulating block 55 opening the switch 46 and when the output speed exceeds the input the contact 52 engages the contact 53 closing the switch. An alternate form of switch, Figs. 10 and 11 (not shown), comprises a band contact surrounding and frictionally engaging the output shaft, the two circumferentially spaced ends of. which band are bent radially outwards and between which lies an insulated abutment fast with the input shaft, having a contact fixed to one side. In Figs. 12 and 13 (not shown), the band contact lies within a ring fast with the input shaft and has its ends bent radially inward to co-operate respectively with insulated and a contact abutments on the driven member. Specification 751,785 also is referred to.