192 clutches and power-stop control – Clutches – Plural clutch-assemblage
Reexamination Certificate
1999-02-26
2001-02-13
Lorence, Richard M. (Department: 3681)
192 clutches and power-stop control
Clutches
Plural clutch-assemblage
C192S048920, C192S070300
Reexamination Certificate
active
06186300
ABSTRACT:
TECHNICAL FIELD
The present invention relates to vehicular clutch assemblies, particularly those which allow gear shifting without the use of clutch pedals.
BACKGROUND OF THE INVENTION
This invention relates to a clutch assemblies for motor vehicles. Typical clutch assemblies have outer rings which are rotationally driven by the vehicle engine, inner rings in torque-transmitting linkage with the transmission input shaft of a speed-change gear, and at least one clutch plate or friction disc (lamella) provided on an outer ring and/or on an inner ring, which engages frictionally and withdraws under increasing slip.
Clutch assemblies are common in motor vehicles with manual transmissions. The clutch is operated by the driver through a clutch pedal when the vehicle is to accelerate from rest or when gears are to be shifted and changed.
Synchronized manual transmissions utilize synchronization mechanisms that adjust the gear speed to the engine speed when gears are being shifted and changed. These synchronization mechanisms fulfill their function only when the transmission input shaft is torque-free, which is why the clutch must be operated to shift gears in conventional systems.
Automatic transmissions torque converters have not met with universal acceptance for motor vehicles. They result in added manufacturing costs, loss of propulsion power, and added fuel consumption, which purchasers of small to medium-sized cars, in particular, are not always willing to accept.
Added fuel consumption, from an ecological point of view, also means increased exhaust emissions. Again, this is undesirable.
Driver's attitudes regarding automatic transmissions are also affected by psychological factors. Some drivers consider the manual shifting of gears sportive and like to be in direct control of their vehicle. Many drivers also attach importance to being able to tow their cars themselves, without lifting the vehicle's driving axle off the ground.
Semi-automatic transmissions are known for motor vehicles, which allow the driver of a vehicle to shift gears without operating the clutch. According to the current state of the art, however, these transmissions require extensive sensor and actuator technologies. The transmissions are accordingly complex, and at times sluggish in their shifting behavior.
A drivetrain design that is widely used in international vehicle manufacturing has a clutch assembly positioned between the engine and a manually operated synchronized speed-change gear on the transmission input shaft of the latter. It is the aim of the present invention to automate the function of such a clutch assembly so that it is required only as a startup clutch, but not needed for gear changes, while maintaining the benefits and attributes of the above design to the largest extent possible.
SUMMARY OF THE INVENTION
The above object is met with a clutch assembly of the type described herein, in which the inner ring of the clutch assembly is seated on the transmission input shaft with a clutch mechanism which locks during engaged conditions of the engine and opens during overrun conditions of the engine.
With the clutch mechanism according to the present invention, the transmission input shaft is rendered torque-free by reducing the engine drive torque during overrun conditions of the engine. The gears may then be shifted without operating the clutch. When the engine torque is reactivated, the clutch element reestablishes the torque-transmitting connection with the speed-change gear during the engaged condition of the engine.
The clutch element may be shifted by auxiliary means, specifically electromagnetically. A clutch element with automated shifting, preferably in the form of a free-wheel mechanism, may also be used.
Arranging a free-wheel mechanism between the engine and the speed-change gear of a vehicle is known. The technical book “
Freilaujkupplungen Berechnung und Konstruktion
” by Messrs. Dipl.-Ing. Karl Stoelzle Dipl.-Ing. Sigwalt Hart, which appeared in the series “
Konstruktionsbuecher
” edited by Professor Dr. Ing. K. Kollmann, Karlsruhe, published by Springer Verlag, 1961, describes this system on pages 129 to 132 for the Auto Union DKW, which had a two-stroke engine. This engine was only conditionally suited for braking with the engine during overrun conditions and was therefore decoupled by the free-wheel mechanism. In principle it was thus made possible to shift in the synchronized gears without having to step on the clutch.
A special characteristic of the present invention, in contrast, is that the inner ring of the clutch assembly is seated, with the free-wheel mechanism, directly on the transmission input shaft. This means that the free-wheel mechanism is integrated into the inner clutch ring. This configuration makes it possible to maintain the design of the drivetrain that is widely used in international vehicle manufacturing, and to modify the clutch assembly as an add-on component without requiring any additional axial construction length, with the result that the clutch is used as a startup clutch, but not required to shift gears.
In one embodiment of the present invention, it is not possible to brake with the engine, as the free-wheel mechanism opens during overrun conditions. However, to allow braking with the engine in certain driving situations, e.g., during extended down-hill driving, preferred improvements of the invention additionally provide for either a free-wheel mechanism that is made blockable, or a special overrun clutch for a torque-transmitting linkage of the engine to the transmission input shaft.
According to the above technical reference, the free-wheel mechanism of the Auto-Union DKW system could be blocked at a synchronized torque of the engine and transmission, to allow braking with the engine during overrun conditions. The preferred special clutch according to the invention, in contrast, is characterized by an improved operability and smoother action.
In a first embodiment of the invention, the overrun clutch has clutch lamellas (friction disc or clutch plate) arranged on the outer ring of the clutch assembly and on an inner ring of the overrun clutch. The inner ring of the overrun clutch is positioned on the transmission input shaft with a free-wheel mechanism, which opens during engaged conditions of the engine and closes during overrun conditions of the engine.
In an alternative embodiment of the invention, the overrun clutch has friction discs positioned at a friction disc or clutch plate of the overrun clutch and the transmission input shaft, bridging the free-wheel mechanism of the clutch assembly.
The clutch assembly and the overrun clutch can be operated independently, e.g., by means of two operating levers. However, the operation of the overrun clutch is preferably derived from that of the clutch assembly in a manner such that a disengagement of the clutch results in an engagement of the overrun clutch and an engagement of the clutch results in a disengagement of the overrun clutch. This type of clutch operation is characterized by simple actuator technology. The engagement of the overrun clutch preferably takes place at the beginning of the displacement lift for the disengagement of the clutch assembly.
Because of the complex function of the disengagement mechanism, a complete automation of the clutch is also preferable for its function as a startup clutch.
The clutch assembly may either be dry-running or wet-running.
REFERENCES:
patent: 5154674 (1992-10-01), Avramidis et al.
patent: 5267910 (1993-12-01), Maruyama et al.
patent: 2-073338 (1981-10-01), None
patent: 443581 (1912-05-01), None
patent: 1-158226 (1987-10-01), None
patent: 4-113035 (1992-04-01), None
Translation of Freilaufkupplungen Berechnung und Konstruktion, Stolzle and Hart, pp. 129-132 (1961).
Freilaufkupplungen Berechnung und Konstruktion, Stolzle and Hart, pp. 129-132 (1961).
Bauer Karl-Heinz
Kroll Jurgen
Artz & Artz P.C.
Borg-Warner Inc.
Dziegielewski Greg
Lorence Richard M.
Waddell Tisha D.
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