| 序号 | 专利名 | 申请号 | 申请日 | 公开（公告）号 | 公开（公告）日 | 发明人 |
|---|---|---|---|---|---|---|
| 61 | improved brake for vehicles | FR1180432D | 1957-07-31 | FR1180432A | 1959-06-04 | |
| 62 | Improvements in or relating to pneumatic brakes | GB1949656 | 1956-06-22 | GB805377A | 1958-12-03 | |
| 805,377. Fluid friction brakes. BOBST & FILS S.A., J. June 22, 1956 [June 22, 1955], No. 19496/56. Class 103 (1). In a pneumatic braking device for a rotatable element, the latter is coupled by a connecting rod to a piston capable of producing compression of a gaseous mass in a cylinder; the cylinder head being provided with an opening leading to atmosphere controlled by a movable element contained therein and drawn by the escaping gaseous medium against a resilient resistance and which by its displacement progressively throttles the opening leading to atmosphere. In the embodiment illustrated in Fig. 1, a penumatic braking device as disclosed in Specification 555,311 is shown wherein an intermittently rotatable element 1 carrying a crank 7 and connecting rod 8, is arranged to turn in a counter-wise direction while a toothed quadrant 2, engaging therewith and pivoted about pivot 3, oscillates in the direction 6 under the action of a rod connected at 4. During each leftwards stroke of the quadrant 2, the rotatable element remains stationary; the pinion 1 meshing with the quadrant is arranged to transmit rotatory motion to the pinion 1 through the medium of dog-clutch means (not shown) of the character disclosed in Specification 556,971, [Group XVI], a cylinder 10 is pivotally connected at 11 to a crank 12 and is provided with an adjustable port 13 permanently open to atmosphere. In the position shown the cylinder is freely open to atmosphere through passages 14 and 15 in the cylinder 10 and pivot 11 respectively. In the first part of the movement of the rotatable element from the position shown in Fig. 1 in the direction of the arrow 5 the piston 9 moves downwards and the cylinder 10 is moved upwards but there is no braking action since the passages 14 and 15 are still in register; however, when position d is reached and passed, the cylinder 10 continues its upward movement at a progressively increasing speed and the crank 7 again commences its downward movement and the cylinder makes the last stage of its upward movement until position a is reached and the cylinder 10 and crank 12 are in their uppermost positions and the passages 14 and 15 are out of register and compression of the gaseous mass in the cylinder is such as to prevent further movement of the rotatable crank 1. In the specific constructional example of the present invention illustrated in Fig. 2, the orifice 13 disclosed above is replaced by a movable sleeve 17 provided with an orifice 16 mounted in the end of the cylinders 10; the sleeve 17 being held in position by a spring 19; the tension of which may be adjusted by a nut 20 screwed on an abutment screw 21 which in turn limits the axial displacement of the sleeve 17 to the desired maximum stroke. Lateral openings 23 are provided in the cylinder 10 to constitute supplementary air escapement means which can be closed by means of screw in order to modify at will the speed at which compressed gaseous mass will escape from the cylinder 10 upon a downward stroke of piston 9. | ||||||
| 63 | Improved escapement mechanism, especially for toys | GB808854 | 1954-03-19 | GB760147A | 1956-10-31 | |
| 760,147. Toys including escapement mechanisms. TIGRETT ENTERPRISES, Inc. March 19, 1954 [April 30, 1953], No. 8088/54. Class 132(3). An escapement mechanism especially for use in toys utilizes a means capable of temporary adherence to a reaction surface as the timing device in the mechanism. In Fig. 1, arms 51 of a rotor 50 rotatable clockwise by a windable spring (not shown) are engageable with arms 25a, 26 of a pallet 22 provided with a suction cup which coacts with a roughened surface 27. In operation of the device, a rotor arm 51 engages pallet arm 26 and thus urges the suction cup into engagement with the surface 27. After sufficient air has leaked into the interior of the suction cup, the cup moves upwardly as a result of the pallet arm 25a being engaged by the next succeeding rotor arm 51 which then moves into engagement with the pallet arm 26 and the cycle of movements is repeated. Fig. 4 shows a toy fish in which the ends of a single-arm rotor 116 may extend through slots 144, 145, intermittent rotation of the rotor arm causing the toy to jump when resting on a surface and simulate a landed fish. In Fig. 6 (not shown), the arms of a six-armed rotor serve as " feet " of a toy bird which is propelled in a hopping manner. A " jumping bean" embodiment, Fig. 7 (not shown), has a single-arm rotor only one end of which is engageable with the pallet arms. In Fig. 8, intermittent engagement of a suction cup 190 and a surface 196 is caused when an arm 195 rotating clockwise engages in turn faces 193, 194, thus producing a reciprocating action of a yoke 191. In Figs. 12, 13 (not shown), a single arm pallet is provided with a cam surface which is engageable by the ends of the rotor arms. Alternative means to provide an imperfect seal of the suction cup and the coacting surface comprise leakage passages in the cup or the coacting surface and roughening the engaging surfaces of the cup and reaction surface. Pressure sensitive adhesive material may be used in place of a suction cup. | ||||||
| 64 | Combined rebound damping and homing device for a moving machine part | GB3705054 | 1954-12-22 | GB756835A | 1956-09-12 | |
| 756,835. Vibration dampers. NATIONAL CASH REGISTER CO. Dec. 22, 1954 [Jan. 4, 1954], No. 37050/54. Class 108 (3). [Also in Group XIX] In order to assist the homing of a machine part, e.g. a reciprocating bar 5, against a stop and inhibit rebound from the stop, teeth 18 on the member are in loose mesh with a rotatable gear 16. The bar 5 is adapted to be reciprocated by the follower 8 of a cam 11 and is moved up to a stop 15 when the follower is released to its spring 10 by a drop 13 in the cam. The inertia of the gear causes it to overrun the bar when arrested and the forward impact of its teeth against the teeth 18 assists a full stroke of the bar besides resisting rebound. The gear also resists excessive acceleration of the bar. The teeth of the gear are bevelled, and the gear is mounted on an adjustable eccentric 21 to allow the tooth engagement to be varied. The gear may be constructed with cavities 22 partly filled with lead shot 23 or other heavy material. The invention is applicable to the differential actuators and line-finding mechanisms of calculating and similar machines. It is also applicable to the rotary driving mechanisms of such machines, for equalizing the load over the machine cycle and ensuring completion of the cycle. | ||||||
| 65 | A clutch control regulator, particularly for motor vehicles | FR1122314D | 1955-02-18 | FR1122314A | 1956-09-05 | |
| 66 | Device for influencing the work process, in particular for a toy motor | DET0009244 | 1954-03-26 | DE945907C | 1956-07-19 | WIGAL VOORHIS FREDERICK |
| 67 | hydraulic retarder | FR1114072D | 1954-11-13 | FR1114072A | 1956-04-09 | |
| 68 | hydraulic retarder automotive, truck | FR1100590D | 1954-05-13 | FR1100590A | 1955-09-21 | |
| 69 | Dash-pot program | FR1062930D | 1952-09-12 | FR1062930A | 1954-04-28 | |
| 70 | Verzoegerungseinrichtung | DEB0012857 | 1950-12-06 | DE897017C | 1953-11-16 | BRANDEGGER WILLY DIPL-ING |
| 71 | Hemmvorrichtung, insbesondere für Bureaumaschinen. | CH279414D | 1950-01-30 | CH279414A | 1951-11-30 | ROBERT STRAHM |
| 72 | Improvements relating to power transmission mechanisms | GB2094348 | 1948-08-09 | GB647863A | 1950-12-20 | MILLNS TERENCE WILLIAM |
| 647,863. Toothed gearing. ROTAX, Ltd. Aug. 9, 1948, No. 20943. [Class 80(i)] [Also in Group XXXIV] A screw - and - nut actuator mechanism for aircraft under carriage systems and like mechanisms includes epicyclic reduction gearing in which an annular reaction gear, normally positively held against rotation, is frictionally retarded when released. A shaft a, driven by an electric motor, is connected to the shaft b, driving screw mechanism for actuating the undercarriage &c. by epicyclic gearing comprising sun pinions e, d, e, planet pinions f, g, h, and annuli i, j, k. The annuli i, k are fixed in a housing m, the annulus j being rotatably mounted but locked by a pawl n engaging one of a pluralality of notches o in its periphery. The pawl n is controlled by a spring-loaded plunger p which may be moved to allow disengagement of the pawl and consequent release of the undercarriage &c. Located in the housing m are one or more spring- loaded balls s, Fig. 2, bearing on the periphery of the annulus j so as to engage successively the notches o when the annulus is released, thereby retarding its rotation and controlling the rate of descent of the undercarriage &c. | ||||||
| 73 | Improvements in or relating to clutch control mechanism | GB108140 | 1940-01-18 | GB534804A | 1941-03-18 | |
| 534,804. Clutch control mechanisms. NEWTON, N. B. Jan. 18, 1940, No. 1081. [Class 80 (ii)] Clutch control mechanism includes a double-acting dash-pot connected to the clutch control system through a lost motion coupling permitting de-clutching in advance of the movement of the dash-pot. The clutch pedal 2:1 is connected by a flexible wire 20 to the rod 7 of the dash-pot piston 6. Movement of the latter in both directions is damped by fluid throttied by adjustable valves 13, 17, non-return valves 14, 18 being also fitted to the dash-pot. A com;- pression spring 9 also acts upon the piston 6. When the pedal 21 is depressed to declutch, the wire 20 flexes and the piston 6 moves slowly to the right under the action of the spring 9. If the pedal 21 is quickly released only the last stage of clutch re-engagement is slowed down. If the clutch pedal is depressed for a much longer period, however, the piston 6 will have moved further and clutch re-engagement will be damped to a greater degree. The wire 20 may be replaced by a lost motion device in the form of a cylinder housing a piston and spring. The adjustable valve 13 controlling the return stroke of the piston 6 may be arranged to be influenced by the engine induction pressure. | ||||||
| 74 | Damping device for automotive friction clutches | FR818396D | 1937-02-26 | FR818396A | 1937-09-24 | |
| 75 | Daempfungseinrichtung for clutches of motor vehicles | DEB0133711 | 1927-10-06 | DE485748C | 1930-01-24 | |
| 76 | Improvements in clutches for motor vehicles and the like | GB1840228 | 1928-06-25 | GB317181A | 1929-08-15 | |
| 317,181. Dollar, E. June 25, 1928. No Patent granted (Sealing fee not paid). Operating catches. - The final engaging-movement of a motor-vehicle &c. clutch 2, 3 is checked by contact of the pedal 5 with the adjustable head 13 of the piston rod 9 of an oil &c. dashpot, which comprises a cylinder 6, secured by a flange 11 to the floor 12 of the vehicle, and a piston 8 having an aperture 17 controlled by the end 19 of the rod 9, which acts as a valve. The rod 9 is pressed by a light spring 16 and has play relative to the piston limited by pins 20 and a light spring 22 bearing against the wall 21 of the piston. When the pedal 5 is depressed, the spring 16 first opens the aperture 17 and then moves the piston, the oil passing freely through the aperture 17 and passages 17<1>. When, on release of the pedal, it contacts, towards the end of its stroke, with the rod 9, the aperture 17 is closed and the oil flows through an adjustably-throttled bye-pass 23. | ||||||
| 77 | automatic clutch specially for automobiles, etc. | FR662053D | 1928-10-12 | FR662053A | 1929-08-02 | |
| 78 | Improvements in or relating to motor vehicles | GB2743722 | 1922-10-10 | GB209204A | 1924-01-10 | |
| 209,204. Seccombe, A. E. S. Oct. 10, 1922. Operating catches.-In motor vehicles of the kind in which the clutch or other controlling member is provided with means for resisting the movement in the directiou for engaging, a construction is provided in which the resistance to engagement increases automatically as the engine speed increases. In one form the rising of the clutch pedal c is resisted by the cup-leathered piston a. of a regulatable dash-pot which forces entrapped air past the screw valve f. The air delivery pipe d' is connected to the induction pipe e in order to oppose a greater resistance to the movement of the air past the valve as the speed of the engine increases, thus increasing the time taken by the clutch to engage. This automatic regulation may also be effected by passing the escaping air through a second valved opening controlled by the movement of the accelerator pedal. In a second construction similar dash-pots are fitted to both the clutch and accelerator pedals, the valve of the accelerator dash-pot being inserted in the pipe d' between the valve f and the induction pipe. This arrangement prevents the engine from being accelerated too much during the period the clutch is engaging. | ||||||
| 79 | Improvements in or relating to Devices for Controlling Friction-clutches. | GB191515088D | 1915-10-25 | GB191515088A | 1916-09-14 | BROWN THOMAS ARTHUR |
| 15,088. Brown, T. A. Oct. 25. Controlling-apparatus, arrangements of hand, foot, and transmission gear in conjunction with; governors, applications of.-A dash-pot device combined with the clutchoperating pedal on a motor-vehicle &c. is thrown out of action by centrifugal means, so that the car &c. must be started slowly, but, during running, the clutch may be operated according to the will of the driver. A chamber A contains a cylinder A' in which works a piston B connected by a rod B<2> and link to the clutch pedal. Oil passes to the back of the piston through apertures A<2> from the chamber A, supplied from a vessel H<1>, and escapes from the front of the piston through a conical valve G<1> adjusted by a screw-rod G<2>. A second valve A<4> is normally closed by a spring A<8>, but is opened by the action of arms E<4> on governor weights E<1> pivoted on a shaft E connected to the driven parts. At a predetermined speed, rollers E<5> on the arms E<4> enter a groove E<6> in the disk D on the end of the valve-rod A<6>, so that end pressure on the valve A cannot close it. Thus, in starting the car, the valve A is closed, and when the clutch pedal is released, oil passes only through the valve G', so that the clutch engages slowly; but when the car is running, the valve A<4> is opened, and the clutch may be operated, for instance in changing speed, as desired by the driver. The pistonrod B<2> may be connected to the clutch pedal by a system of levers if a large movement of the piston is desirable. Stops may be employed to limit the movement of the valve A<4> or its controlling-parts. Air may be substituted for oil as the controlling-medium, in which case the chamber A is dispensed with, gauze or other filtering-means being used to keep dirt from the cylinder. In this form, a ball valve may replace the rod G<1> and the piston-rod B<2> may be pivoted directly to the clutch pedal, the device being pivoted on the frame to permit this. | ||||||
| 80 | progressive clutch control by means of a screw | FR378151D | 1907-05-22 | FR378151A | 1907-09-26 | FLAISSIER MAURICE-ISIDORE-LOUIS |
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