CLUTCH CONTROL ASSEMBLY

Field of the Invention

The invention relates to manual driving mechanisms for vehicles, and in particular, to a clutch control assembly which provides an automated means of activating and/or controlling the movement of a clutch mechanism for a vehicle in a manner which does not hinder normal clutch use and eliminates the need for depression of the clutch via standard foot operation.

Whilst the invention may be applied to any vehicle and/or to any controlled component of a vehicle, such as brakes or accelerators or the like, for convenience sake it shall be described herein in terms of a clutch controlling assembly for a truck, bus or any other heavy vehicle.

Background to the Invention

A clutch is a mechanism for transmitting rotation, which can be engaged and disengaged. There are many different vehicle clutch designs, but most are based on one or more friction discs, pressed tightly together or against a flywheel using springs. Vehicle clutches are commonly operated by depressing a pedal, generally the left-most pedal, of a vehicle with the driver's left foot. As a result people with limited or no use of their left or corresponding foot are disadvantaged in not being able to operate the standard vehicle clutch via the foot pedal.

Clutches found in heavy duty vehicles such as trucks and competition cars use heavy duty clutches that have a greater friction coefficient. Accordingly, heavy duty clutches can be more difficult to depress than standard clutches. In heavy duty vehicles such as trucks, the technique of double-clutching is often used. The gear shifter, rather than shifting immediately to the next gear, will be placed in neutral for the clutch to be released. The driver then depresses the clutch again to complete the shift into the target gear, and finally releases the clutch to put the car back into gear. Double-clutching is designed to reduce wear and tear of the vehicle's gearbox and clutch. However, the technique also requires greater workload from the driver's leg which, coupled with truck clutches being generally heavy, has lead to health

problems for drivers of heavier vehicles. Furthermore, double clutching can be difficult for learner or inexperienced truck drivers to handle.

Accordingly, it is an object of the present invention to overcome or substantially ameliorate the disadvantages of the prior art by providing a clutch control assembly which provides an automated means of activating and/or controlling the movement of a clutch mechanism for a vehicle in a manner which does not hinder normal clutch use and eliminates the need for depression Of the clutch via standard foot operation.

Summary of the Invention

The present invention provides a clutch control assembly including; an activation means; a high pressure/compressed air source; at least one connection means; a pressure regulator; a manifold system; and a clutch mechanism whereby the clutch control assembly provides an automated means of activating and/or controlling the movement of a clutch mechanism for a vehicle.

The pressure regulator is preferably in the form of a pressure cylinder' which is adapted to control the movement of a clutch mechanism through the use of force provided to the pressure cylinder by compressed air. Provided on a first end of the body portion is preferably an inlet portion which is adapted to receive air from, the air source via through the manifold system. A shaft member is preferably located within the body portion of the pressure regulator which is adapted to be displaced as a result of the pressure of the air being received into and released from the pressure regulator to control the vehicle's clutch mechanism to engage or disengage.

It is preferred that a valve is provided in the form of a hold back valve which is a two- way valve for allowing or preventing the flow of air through the pressure regulator.

It is preferred that the high pressure air source is an existing high pressure air tank, which is housed within a ^' vehicle, or one which is provided as a component of the assembly.

The activation means preferably has a flick switch which is movable between at least one position to control operation of the activation means. A first position is for holding the clutch in a depressed state, a second position is for releasing the clutch and a third position can be for momentarily holding the clutch in a depressing state as would be required for changing gears.

It is preferred that the operation of the activation means will open or close a means which controls and/or allows airflow into the pressure regulator and within the manifold system in order to operate actuators connected to the clutch mechanism of the vehicle. A first connection means is preferably an air line which is adapted to provide air from the compressed air source to the pressure cylinder and manifold system. A second connection means is preferably an air line which is adapted to provide air from the manifold system to the pressure cylinder. A third connection means is preferably a cable which is adapted to connect the pressure cylinder to the vehicle's clutch mechanism and/or provide movement for the vehicle's clutch mechanism.

The manifold system is preferably an arrangement of air flow components/actuators adapted as required, which in combination with the pressure regulator, work to control movement of the clutch mechanism and to instigate and control the high pressure air provided by the high pressure air source. The manifold system preferably has multiple inlets ,and outlets for attachment of air flow components and - actuators.

In a second aspect the invention provides a clutch control assembly including; an activation means; a hydraulic pressure source; at least one connection means; a pressure regulator; a manifold system; and a clutch mechanism whereby the clutch control assembly provides an automated means of activating and/or controlling the movement of a clutch mechanism for a vehicle.

In a third aspect the invention provides a clutch control assembly including; an activation means;

an electrical power supply; at least one connection means; an electric solenoid or motor or the like which can drive movement of the clutch mechanism; a manifold system; and a clutch mechanism whereby the clutch control assembly provides an automated means of activating and/or controlling the movement of a clutch mechanism for a vehicle.

In order that the invention may be more readily understood we will describe by way of non-limiting example of a specific embodiment thereof.

Brief Description of the Drawings Figures

Figure 1 shows a perspective view of the components of the clutch control assembly according to an embodiment of the invention.

Figure 2 shows a schematic view of the interaction of the components of the ^" clutch control assembly according to an embodiment of the invention.

Figure 3 shows a perspective view of the manifold of the clutch control assembly according to an embodiment of the invention.

Figure 4 shows a schematic view of the activation means of the clutch control assembly according to an embodiment of the invention.

Description of an Embodiment of the Invention

Figures 1 to 4 show a clutch control assembly according to an embodiment of the invention.

The present invention provides a clutch control assembly 1 which provides an automated means of activating and/or controlling the movement of a clutch mechanism for a vehicle in a manner which does not hinder normal clutch use and eliminates the need for depression of the clutch via standard foot operation. The clutch control assembly 1 is ideally for use on heavy vehicles such as trucks or buses or the like, where the existing high pressure air tank may be used to supply the air

required by the invention. It is envisaged that the air source may also be a compressor or any other suitable source. While the invention shall be described herein for controlling the clutch mechanism of heavy vehicles, it is to be acknowledged that the invention may also be modified to any suitable controlled component of a vehicle. It is envisaged the clutch control assembly 1 may be fitted to most vehicles "after market" to suit an existing clutch mechanism, without necessitating factory fitting or alternatively, may be fitted during factory production of the vehicle. It is envisaged that the shape, dimensions, style and material of the clutch control assembly may be varied as desired to suit different methods of operation and/or applications.

The clutch control assembly 1 preferably has provided a pressure regulator/filter 20. The pressure regulator 20 is preferably in the form of a pressure cylinder which is adapted to control the movement of a clutch mechanism through the use of force provided to the pressure cylinder by compressed air provided via a manifold system 10 through a hold back valve which is supplied by a high pressure air source 3. The high pressure air source 3 may preferably be an existing high pressure air tank, which is housed within a vehicle, or one which is provided as a component of the assembly. The pressure cylinder 20 preferably has provided a body portion 21. Provided on a first end of the body portion 21 is preferably an inlet portion 22 which is adapted to receive air from the air source 3. Compressed air is adapted to be delivered from the high pressure air source 3 through the manifold system 10 into the body portion 21 of the pressure cylinder 20 through the inlet portion 22 of the pressure cylinder 20. Preferably, a shaft member 23 is located within the body portion 21 of the pressure cylinder 20 which is adapted to be displaced as a result of the pressure of the air being received into and released from the pressure cylinder 20. The movement of the shaft 23 of the pressure cylinder 20, in combination with the manifold system 10 ultimately controls the vehicle's clutch mechanism to engage or disengage. The pressure cylinder 20 is preferably adapted to be mounted to a vehicle via a bracket member or any other suitable securing or fastening means. The bracket member may be integrally formed with the vehicle chassis and/or provided as a separate component which can be fitted to the vehicle via a suitable securing means. In a further embodiment, the pressure cylinder can be mounted to or within the manifold system 10 which can in turn be fitted to the vehicle in a suitable position.

The air source 3 and/or pressure cylinder 2 preferably has provided a valve 4 which is adapted to control the flow of air therethough. The valve 4 is preferably in the form

of a hold back valve which is a two-way valve for allowing or preventing the flow of air through the pressure regulator 2. The valve may have provided a knob or lever which allows a user to manually operate the valve. However, it may also be actuated by other components of the system.

The clutch control assembly preferably has provided an activation means 30 as shown in Figure 4. The activation means 30 is preferably adapted to enable the driver to instigate the engagement and disengagement of the clutch. The activation means 30 may preferably be in the form of an electric push-button control or flick control switch or the like. In a preferred embodiment, the activation means 30 is preferably has a flick switch 31 which is movable between at least one position to control operation of the activation means. A first position is for holding the clutch in a depressed state, a second position is for releasing the clutch and a third position can be for momentarily holding the clutch in a depressing state as would be required for changing gears. It is envisaged that the activation means 30 is ideally situated at a place in the vehicle that allows for convenient operation by the driver, for example, in the vicinity of the gear stick or steering wheel and/or thereon. The activation means 30 may operate electrically such that when the activation means is utilised, an electrical signal is sent to activate the operation of the clutch control assembly. The activation means 30 may preferably be powered by the battery charge and fuse box of a vehicle and/or connected to its own power source. The operation of the activation means 30 may preferably open or close a means which controls and/or allows airflow into the pressure cylinder 20 and within the manifold 10 system in order to operate actuators connected to the clutch mechanism of the vehicle. In an alternate embodiment of the invention, the activation means 30 may comprise a lever device (or the like) which is manually operated such that when the lever device is utilised, it opens or closes a valve means permitting airflow to the pressure cylinder 20 and manifold system 10. The activation means 30 preferably has provided a /isual indicator, such as an LED light or the like, for indicating to the driver when here is power connected to the activation means 30 for its operation and use and/or o indicate that the components are working correctly.

The clutch control assembly 1 preferably has provided at least one connection neans. A first connection means may preferably be an air line 40. The air line is preferably adapted to provide air from the compressed air source to the pressure cylinder and manifold system. A first end of the air line is preferably adapted to be attached to the compressed air source, whilst a second end of the air line is adapted

to be attached to the pressure cylinder via a suitable attachment means. The air line is preferably made of rubber, plastic or any other suitable material. A second connection means 41 may preferably be an air line. The air line is preferably adapted to provide air from the manifold system to the pressure cylinder.

A third connection means 42 may preferably be a cable. The cable is preferably adapted to connect the pressure cylinder 20 to the vehicle's clutch mechanism and/or provide movement for the vehicle's clutch mechanism. The cable 42 may preferably be connected to the clutch pedal of the vehicle's clutch mechanism, and operates by controlling movement of the clutch pedal when the button/switch is activated, and releasing the clutch pedal when the button/switch is de-activated. The cable 42 may preferably also be connected to the clutch arm (for example) of the vehicle's clutch mechanism that is typically located on the clutch housing under the vehicle to directly control the engagement or disengagement of the clutch. In an alternate embodiment,, the cable 42 may be in the form of a direct shaft or the like which can be connected, and directly operable, with one or more components. It is envisaged that a housing may be provided to house the air lines 40 and 41 and/or cable 42.

The third connection means 42 may preferably have provided at least one securing means which is adapted to secure an end of the cable 42 to an adjacent component of the assembly 1. A first securing means (not shown) is adapted to be a pivoting pin for securing a first end of the second connection means to the clutch pedal. A second securing means' (not shown) is preferably a pin which is adapted to secure a second end of the cable to the shaft of the pressure cylinder. However, it is envisaged that the securing means may also be an adjustable clamp or any other suitable securing or fastening means.

It is envisaged that the clutch control assembly 1 can be adapted to disengage the vehicle's clutch under low pressure air or high pressure air. If adapted to disengage the clutch under high pressure, the compressed air would be used to push the vehicles clutch arm, for example, and hence disengage the clutch flywheel. As the high air pressure ceases to be supplied, the clutch once will engage again. If the invention is adapted to disengage the clutch under low pressure, high pressure must be continuously supplied in order to keep the clutch engaged. This approach is similar to that commonly used for air brakes in trucks, such that if the air pressure is lost (due to a burst pipe for example), the lack of pressure causes the brakes to be applied.

The clutch control assembly 1 preferably has provided a manifold system 10 or the like. The manifold system 10 may preferably be an arrangement of air flow components/actuators adapted as required, which in combination with the pressure regulator, work to control movement of the clutch mechanism. The manifold 10 is adapted to instigate and control the high pressure air provided by the high pressure air source 3. The manifold system 10 may preferably have multiple inlets and outlets 11 for attachment of air flow components and actuators. The manifold system 10 is preferably adapted to be mounted to a vehicle. In an alternate embodiment of the manifold, a lever device (or the like) which is manually operated such that when the lever device is utilised, it opens or closes a valve means permitting airflow to the manifold system. It is envisaged that the manifold may further have provided speed controls for controlling the actuators/pedals.

In a second aspect of the invention, the assembly 1 preferably uses hydraulic pressure to control operation of the clutch assembly. In this embodiment, a hydraulic pump is used to provide fluid to a hydraulic pressure, cylinder. The activation means 30 preferably controls a hydraulic/electric control switch which controls movement of the fluid from the hydraulic pump to the hydraulic cylinder. In a third aspect of the invention, the assembly preferably uses an electric power supply to control operation of the clutch assembly. The electric power supply may preferably be a battery which may^ be the vehicle's battery or an additional battery. However, it is envisaged that any other suitable power source may also be adopted. In this embodiment;, the pressure cylinder 20 is preferably replaced with an electric solenoid or motor (not shown) or the like which can drive movement of the clutch mechanism. The activation means 30 preferably controls an electric control switch which is adapted to send an electric signal to the electric solenoid or motor in order to initiate movement of the clutch mechanism. As demonstrated in these alternate embodiments, it is to be acknowledged that any suitable alternative control source may be adopted with each of the features being capable of being modified to suit that particular control source.

While we have described herein a particular embodiment of a clutch controlling assembly 1 for a heavy vehicle, it is further envisaged that other embodiments of the invention could exhibit any number and combination of any one of the features previously described. However, it is to be understood that any variations and modifications can be made without departing from the spirit and scope thereof.