192 clutches and power-stop control – Vortex-flow drive and clutch – With brake
Patent
1984-10-02
1987-03-24
Bonck, Rodney H.
192 clutches and power-stop control
Vortex-flow drive and clutch
With brake
192 0076, 192 0096, 192 90, 192103C, B60K 4102, F16D 4324
Patent
active
046518550
DESCRIPTION:
BRIEF SUMMARY
The invention relates to an automatic control device for the clutch of a motor vehicle, comprising at least one proportional sensor responsive to the rotation speed of the motor and a logic system coupled to control devices of the vehicle and adapted to produce a two-state signal of which one, so-called active state corresponds to a clutch release order, means for operating the clutch between a first, engaged and a second, disengaged position, and means (3, 40) controlling the operating means responsive to the proportional sensor signals and to the two-state signal so that the clutch is disengaged to its second position in response to the active state of the two-state signal and, in the absence of such active state, the clutch is moved towards the first position in accordance with a selected function of the motor speed when above a threshold.
The reader is reminded that a clutch is fitted to a motor vehicle essentially because internal combustion engine type motors (in the broad sense) produce sufficient driving torque or feature adequate efficiency only over a restricted range of rotation speeds, significantly lower than the range of speeds appropriate to the driving axle; in particular, the speed of the vehicle must necessarily start from zero, in absolute value, whereas the motor is incapable of continuing to rotate off-load below a certain rotation speed. In practice the minimum motor speed, often referred to as the idling speed, is taken to be a speed substantially higher than the lower limit rotation speed in order to provide a safety margin, being determined so that the motor runs in a regular manner and is capable of responding without delay to acceleration, whilst also ensuring satisfactory operation of ancillary devices, in particular a generator and cooling system.
The range of rotation speeds of the driving axle is extended, on the one hand, by the use of a gearbox with a number of ratios. Changing gear and starting the vehicle requires that the component parts of the clutch, namely the driving member consisting of the motor flywheel and the driven member consisting of the friction disk assembly coupled to the gearbox input shaft, rotating at different speeds at the start of the clutch engagement phase, become progressively locked together, the speed differential being cancelled out. This phase in which the speed differential is cancelled out corresponds to a slipping of the friction members of the clutch.
Using the conventional driving technique, after disengaging the clutch and selecting a gearbox ratio, the driver causes the motor to accelerate whilst progressively engaging the clutch, this progressive action resulting in an approximately constant speed.
To achieve automatic control of the clutch there have been produced so-called "centrifugal" clutches in which the clamping of a friction surface between driving and driven members is brought about by the movement away from one another of flyweights attached to the driving member. In this case the clutch clamping force increases with the rotation speed of the motor.
This arrangement has a number of disadvantages: the braking effect of the motor is negligible at low speeds; the range of rotation speeds which brings about the change from the initiation of clutch engagement to positive engagement is fixed, at least for a given state of wear of the friction surfaces; consequently, this range of rotation speeds of the motor cannot be used under normal conditions and the clutch cannot be operated above this range. Furthermore, the fixed relationship between the motor speed and the clutch clamping force does not provide for any adaptation to suit specific clutch engagement conditions; in particular, it is not possible to use the full motor torque when starting on a hill and under load.
French patent application No. 2 487 462 filed July 24, 1981 under the No. 81 14797 describes an automatic control device for a friction clutch in which the position of the control member may be adjusted in the slipping area, situated between a position at which the tr
REFERENCES:
patent: 3402793 (1968-09-01), Scholl
patent: 4081065 (1978-03-01), Smyth et al.
patent: 4497397 (1985-02-01), Windsor et al.
patent: 4509625 (1985-04-01), Tellert
patent: 4561530 (1985-12-01), Parsons et al.
Bonck Rodney H.
Lorence Richard M.
Valeo
LandOfFree
Automatic clutch control device does not yet have a rating. At this time, there are no reviews or comments for this patent.
If you have personal experience with Automatic clutch control device, we encourage you to share that experience with our LandOfFree.com community. Your opinion is very important and Automatic clutch control device will most certainly appreciate the feedback.
Profile ID: LFUS-PAI-O-1348507