Patent GB-398326-A (GB)
Title: Improvements in control devices for motor vehicles
IPC: G05G9/08
Filed: 1932-08-02
Abstract: 398,326. Driving and controlling motor vehicles. KACER, B. and NOHEL, M., 30, Smecky, Prague. Aug. 2, 1932, No. 21602. Convention date, Aug. 3, 1931. [Classes 79 (ii) and 79 (v).] In a motor vehicle driven by an engine 21 through a reversing gear 23 and one or more epicyclic variable gears 26 controlled by an adjustable clutch or variable slip device, the control is effected by a single lever 30 connected to the engine throttle, the reversing gear andthe adjustable clutch in such a manner that the lever has the same effect on the throttle and the clutch whether it is moved forward or back from its neutral position, but it sets the reversing gear for forward or reverse running according to the direction in which it is moved. In the construction shown there are two epicyclic gears 26 each driving a separate road wheel 27, so that a differential gear is dispensed with and the wheels can rotate independently of each other on curves, their speed depending on the resistance to be overcome. The foot lever 30 is pivoted at 29 and carries an arm 31 connected (1) to the throttle by linkage 32, 36, and (2) by a link 37 to a lever 40, 41 connected by links 25, 28 to the reversing gear and the controls of the gears 26 respectively. The link 32 is connected to a rod 45 sliding in a fixed guide 33, so that whichever wav the lever 30 is rocked from the neutral position, shown in Fig. 1, the rod 45 is raised and the throttle is opened. The initial movement of the rod 45 compresses a spring 42 before the throttle is opened ; further movement of the lever compresses a second spring 49 during the opening of the throttle. The spring 42 returns the lever 30 to the neutral position when the lever is released. The reversing gear, Figs. 11 and 15, comprises three bevel wheels of which two, 70, 71, are loose on the driven shaft 24 and are formed with clutch teeth adapted to be engaged by teeth 73, 74 on clutch members splined on the shaft and controlled by a slidable collar 76. A pin 77 on the collar works in a cam slot 78 in a sleeve 79 rotatable in a fixed bearing 80, so that when the sleeve 79 is rotated by an arm connected to the link 25 the clutch teeth 73, 74 are moved axially and one bevel wheel or the other is clutched to the shaft. The shaft 24 carries at each end a sun pinion 51, Fig. 11, gearing with planet pinions 52 on a planet carrier 53 driving the adjacent road wheel, the planet pinions also engaging a toothed annulus 54 which is so controlled by an hydraulic clutch or brake that it may be held stationary or allowed to slip to drive the road wheel at different speeds. An eccentric ring 57 is rotatable on a fixed eccentric 58 and is coupled by a pin and slot connection 55, 56 to the annulus 54 so as to rotate therewith. Pistons 66, connected bv rods 67 to the annulus, work in cylinders formed in the eccentric ring, and when the annulus and ring rotate pump liquid from one of two chambers 61, 62 formed in the eccentric to the other past a throttle valve 65 (not shown) controlling a passage between the two chambers. When the valve is open the liquid can circulate freely, the annulus can thus rotate freely and the road wheel is not driven. Each valve 65 is controlled by a link 28, and as the foot lever 30 is operated the two valves 65 are gradually moved towards the closed position, thus impeding the rotation of the annuli 54 and causing the planet carriers 53 and the road wheels to be driven at speeds depending on the relative values of the engine torque and the resistance of the wheels. If the traction resistance increases or decreases the speeds of the annuli increase or decrease and the vehicle speed decreases or increases to a corresponding extent. Each epicyclic clutch is independent of the other so that each road wheel can rotate at a speed depending on the resistance it encounters. In the limiting position the valves 65 are closed, the annuli 54 are held stationary and the vehicle is driven at its highest speed relatively to the engine speed. A second pump system of variable output may be used instead of the valves 65 to control the passage of fluid from one to the other of the chambers 61, 62, the output of the second pump system being controlled by the pedal 30.