Patent GB-1003195-A (GB)
Title: Drive engagement control apparatus
IPC: F16D25/12
Filed: 1961-09-19
Abstract: 1,003,195. Clutch and change-speed control. BORG-WARNER CORPORATION. Sept. 19, 1961 [Aug. 2, 1961], No. 33596/61. Heading F2D, F2L. [Also in Divisions G3 and H2] A motor car transmission has the usual main clutch between the engine and the change-speed gear disengaged by the bias of a spring 29, Fig. 3, and gradually engaged when oil under pressure is admitted through a port 42 and an accumulator valve 37 to the cylinder 31 of a servo, connected by links 18 &c. to the clutch throw-out mechanism. The accumulator valve 37 consists of a disc 48, ported at 55 and carrying a friction spring 54, Fig. 4, engaging a pin 45 along which the disc can slide, the spring retaining the disc in position. On clutch disengagement, the valve disc 48 is slidden by the egress of pressure oil from the servo 31 to the right of Fig. 3. When clutch engagement is effected, admission of oil through the port 42 is at first effected quickly, the valve disc 48 sliding leftwards along the pin 45 and oil flowing through both the port 55 and round the edges of the disc to the servo 31. As soon as the valve disc 48 abuts the left-hand edge of its accumulator chamber, the rate of flow is reduced, since oil no longer passing round the disc edges. Clutch engagement is completed by flow of oil through the port 55. An additional port 56 in parallel is opened at low temperatures by a valve closure element 60 mounted on a bimetallic strip 57, to overcome changes in viscosity. An alternative manual Bowden control 154 for clutch engagement is also provided. A screw 22 permits adjustment of the linkwork connection to the clutch. Oil under pressure is supplied to the control system from an enginedriven gear pump, Fig. 5 (not shown), having a capacity which increases with engine speed, and is supplied to a port 84, Fig. 7, and a chamber 71 in a control valve assembly. The chamber 71 is closed by a spring-biased pressure relief valve 90 which does not open until the pump has built up sufficient pressure for engine lubrication. Oil is then admitted to a main chamber 77, connected through a pipe 66 to the accumulator valve 37 and the clutchengaging servo 31 &c. Pressure in the chamber 77 is controlled for clutch engagement &c. by a main valve 103, a thermostatically controlled valve 115 including a bimetallic strip compensating for variations in viscosity with changes in temperature. Two vacuum-energized servos 124, 134 are spring biased to act upon the main valve 103 and close a port 100, so that pressure in the chamber 77 builds up for clutch engagement. A spring-closed ball valve 149, Fig. 8, having a calibrated orifice 147, is provided in the head 107 of the main valve 103 to act as a by-pass. With the main valve 103 closed and the engine at idling speed, the flow of oil from the pump is substantially all passed through the by-pass valve 149 and only a small pressure is developed in the chamber 77 for light engagement of the clutch. If the engine speed is increased, the by-pass valve 149 is unable to vent all the pumped oil, and the clutch is engaged. The two servos 124, 134, actuating the control valve 103, are connected to the inlet manifold of the engine. The first servo 134 is connected directly through a pipe 144 to the inlet manifold, so that increasing accelerator pedal depression, with consequential increasing pressure in the servo, corresponding to increasing torque demand, tends to close the valve 103 and increase the clutch engaging force. The second servo 124 is connected to an electromagnetically operated dump valve, opened to inlet manifold depression when a gearshift lever actuated switch is closed, the second servo then opening the control valve 103 for clutch disengagement. Dump valve.-The dump valve consists of an armature 161, Fig. 10, spring-biased to the clutch-engaging position shown to close a port 156b connected through a pipe 155 to the engine inlet manifold, and instead open a port 165 which admits atmospheric pressure up the spaces between the hexagonal sides 163 'of the armature 161 and a surrounding cylindrical mount 164 to a chamber 158, and thence through a pipe 157, 133 to the second servo 124. For clutch disengagement, a solenoid 171 is energized to slide the armature 161 rightwards against the spring bias, closing the port 165 and instead opening the port 156b to connect the inlet manifold to the second servo 124. Gearshift mechanism and switch.-A steering- column-mounted gearshift lever F, Fig. 1, actuates a rotatable and slidable shift tube 188, Fig. 13, carrying a cam 191 (see also Fig. 17) having four operative cam surfaces 208-211 selectively engaged, depending upon which of three forward and one reverse ratios is established, with a spring-mounted cam-follower 198a accordingly pushed against a contact 193 of a switch 192 which is thereby opened. The switch 192 is in the feed circuit of the dump valve solenoid 171, so that the latter is not energized and the clutch is engaged. An over-centre spring-and-strut device 234 biases the selector tube 199 to a ratio established position, thereby maintaining the cam 191 in engagement with the follower 198a. The lower end of the shift tube 188, Fig. 15, carries two keys 224, 223 shaped as shown in Fig. 18 and selectively engageable with lost motion in slots 225 in two striker arms 216, 217, each turned to establish two of the four ratios. The narrow sections 227 of the two keys 223, 224 allow sufficient lost motion for rotational movement of the shift tube 188 to disengage the clutch before a ratio shift is effected. The thicker end sections 226 of the two keys 223, 224 hold the striker arms 216, 217 in the neutral position when sliding one key out of its slot 225 and the other key into its slot 225. The switch 192 is in circuit with the car ignition and starter circuits, to ensure that the clutch is disengaged during starting. Specifications 1,003,196 and 1,003,197 are referred to.