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FLUID FLYWHEEL DEVELOPMENTS

8th March 1932, Page 126
8th March 1932
Page 126
Page 126, 8th March 1932 — FLUID FLYWHEEL DEVELOPMENTS
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Which of the following most accurately describes the problem?

name of H. Sinclair, already

associated with the Fluid Flywheel, appears in patents Nos. 365,998 and 360,081. The former deals with a special form of brake which is intended to act as a clutch stop to bring the driven element of the hydraulic coupling to rest and to impart to it a slight rotary movement, thus freeing it from the torque upon the gears or dogs, which would otherwise cause difficulty in changing gear.

Behind the hydraulic coupling is a brake drum which is attached to the driven member by means of its shaft. Acting upon this is a brake band, the operating lever and anchorage of which are mounted upon the rotatable member (23), the slight amount of rotation possible being limited in one direction by the stops (31 and 30) and in the other direction by the spring-controlled plunger (26). The lever (42) is raised by another lever (43), which first applies the brake band then slightly rotates the member (23) in a direction opposite to the arrow ; the effect of this being first to stop the driven member from spinning, then slightly to rotate it, so that all load is

taken from the gears, or other change-speed mechanism, so that a change to neutral or any other position can be made with ease.

IN patent No. 366,081 the name of Harold Sinclair appears again. This specification also concerns an arrangement in connection with the Fluid Flywheel. In the drawing of the chassis, 19 is a clutch of the kind described in the previous patent, and it is operated by means of links connected to -a brake pedal. Behind the gearbox is a combined friction clutch and free wheel.

The sliding spring-controlled internal member of the friction clutch is 9,

Z12 whilst 67 is the external member, which is attached to the shaft leading to the rear drive; this member also forms t h e outer part of the free wheel, t h e inner part of which is fixed to the shaft leading from the gearbox. As we understand it, the operation of the arrangement is as follows:— When a change from one gear to another is to be made, or from a gear to neutral, the pedal is depressed, thus bringing into operation the brake or clutch stop, which prevents the driven shaft from spinnieg and imparts a slight reverse rotary movement to this shaft so that the load is relieved from the gears, it also frees the friction clutch, so that, should the road wheels be driv. jug the propeller shaft, the free wheel will prevent this movement being transmitted to the gearbox shafts.

On releasing the pressure on the pedal, the brake or clutch stop is re leased and the friction clutch allowed to engage, which relieves the free wheel from shock.

In previous attempts to introduce a friction clutch behind the gearbox, difficulty has been found ie constructing a clutch to work in the limited space available, and satisfactorily transmit the torque of the lower gears. In the present instance we note, however, that the forward torque of the lower gears is finally transmitted through the free wheel. By this means the friction clutch would be required to transmit only the torque necessary when the engine is used as a brake, or when starting it by

running down hill, which is far less than that of the lower gears. It would appear, however, that the frietion clutch would have to transmit all the torque necessary for reversing. In all probability the inventor has made provision for this.

There is provided a master control for engine speed ; the throttle of this device overrides the ordinary throttle and slows down the engine, thereby interrupting the drive through the hydraulic mechanism.

A More-than-one-pull Brake.

THERE is little doubt but that many a driver of heavy vehicles, especially those that draw trailers, has felt the need for a brake lever with which he could give a second pull, as owing to the small arc through which such brake levers operate it is difficult to take up the necessary clearance between shoes and drum, and have any movement left for the actual application of the brake. Lengthening the lever to give increased advantage only reduces the arc.

The brake described in the patent of

Leyland Motors, Ltd., and H. F. Haworth, numbered 366,243, is one in which repeated movements of the lever can be made in successive steps to apply the brake, whilst an instant release is possible. The lever (7) is a short one to which is jointed another of any length suitable. The long lever, when moved to the right, contracts the brake band on the drum and causes it to move with it, the ratchet pawl then holding it until another pull is taken. The trigger (14) can be used to lift the pawl out of the ratchet teeth when a slight movement of the lever is made to relieve it of its load.

Tags

People: Harold Sinclair
Locations: anchorage

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