192 clutches and power-stop control – Clutches – Plural clutch-assemblage
Reexamination Certificate
2002-09-27
2004-05-04
Rodriguez, Saul (Department: 3681)
192 clutches and power-stop control
Clutches
Plural clutch-assemblage
C192S048400, C192S070251, C192S111400
Reexamination Certificate
active
06729456
ABSTRACT:
BACKGROUND OF THE INVENTION
The present invention relates to clutches in general, and more particularly to improvements in clutch assemblies which can be utilized with advantage in the power trains of motor vehicles to transmit torque between a prime mover (such as an internal combustion engine, an electric motor or a hybrid drive) and a gearbox or transmission. Still more particularly, the invention relates to improvements in clutch assemblies which receive torque from the rotary output element of a prime mover (e.g., from the crankshaft or from the camshaft of an internal combustion engine) and can be operated to transmit torque to discrete first and second rotary input elements (e.g., to coaxial first and second shafts) of a gearbox.
The invention also relates to methods of assembling and operating clutch assemblies of the above outlined character.
It is already known to transmit torque between the prime mover of a motor vehicle and the gearbox in the power train of the vehicle by resorting to two friction clutches. Each clutch can be actuated by the operator of the vehicle by way of a discrete pedal or automatically by way of a control unit. A drawback of conventional arrangements of such character is that the operating point of a friction clutch is shifted in response to wear in actual use of the friction clutches; this necessitates a change in the magnitude of the actuating force which must be applied in order to engage or disengage the clutches. This exerts a negative influence upon the operation of the clutches as well as upon their actuation.
OBJECTS OF THE INVENTION
An object of the instant invention is to provide a novel and improved multiple clutch assembly which can be utilized with particular advantage in the power trains of motor vehicles.
Another object of the present invention is to provide a clutch assembly wherein the clutches cooperate in a novel and improved manner.
A further object of this invention is to provide novel and improved friction clutches which can be utilized in the above outlined multiple clutch assembly.
An additional object of the invention is to provide a power train, particularly for use in motor vehicles, which employs a clutch assembly of the above outlined character.
Still another object of our invention is to provide a motor vehicle which embodies a power train employing the above outlined clutch assembly.
A further object of the present invention is to provide a relatively simple and inexpensive multiple clutch assembly which can be utilized as a superior substitute for presently known multiple clutch assemblies.
Another object of our invention is to provide a clutch assembly whose operation remains at least substantially unchanged during the useful life of the arrangement, such as the power train of a motor vehicle, wherein the clutch assembly is put to use.
An additional object of the invention is to provide a clutch assembly wherein the individual clutches can be engaged and disengaged in a highly reliable and unchanging manner during the entire useful life of the assembly.
Still another object of the present invention is to provide a novel and improved method of operating the above outlined clutch assembly.
A further object of the invention is to provide a method which renders it possible to automatically compensate for and to avoid the adverse effects of unequal wear upon the individual clutches of the above outlined clutch assembly.
Another object of the invention is to provide a clutch assembly which can be fully or practically fully assembled in the manufacturing plant rather than at the locale of installation into the power train of a motor vehicle or any other arrangement in which the clutch assembly is being put to use.
Still another object of the invention is to provide novel and improved controls for clutch assemblies of the above outlined character, for their clutches, for the prime movers which transmit torque to the clutches and/or for the devices (such as automatically shiftable gearboxes) which receive torque from the individual clutches of the clutch assembly.
A further object of the invention is to provide a novel and improved gearbox which can be combined with the above outlined clutch assembly.
SUMMARY OF THE INVENTION
One feature of the present invention resides in the provision of a clutch assembly which comprises a rotary input member connectable with a rotary output element of a prime mover (e.g., with the crankshaft or camshaft of an internal combustion engine in the power train of a motor vehicle), a housing which is rotatable with the input member, first and second input elements which are coaxial with the output element (such input elements can constitute interfitted input shafts of a change-speed transmission or gearbox in the power train of the motor vehicle), first and second clutch discs which are respectively rotatable with the first and second input elements and have first and second friction linings which are subject to wear in actual use of the clutch assembly, a first pressure plate which is connected with the output element (preferably by way of the input member), a first counterpressure plate connected with the housing in such a way that the first friction lining(s) is or are disposed between the first pressure plate and the first counterpressure plate, a second pressure plate which is rotatable with the housing, a second counterpressure plate rotatable: with the input member and installed in or relative to the housing in such a way that the second friction lining(s) is or are disposed between the second pressure plate and the second counterpressure plate (the second counterpressure plate is or can be installed in such a way that it is disposed between the second clutch disc and a portion of the housing), and adjusting means having means for compensating for wear upon at least one of the first and second friction linings (particularly for compensating for unequal wear upon the first and second friction linings).
The first counterpressure plate has or can have limited freedom of axial movement relative to the housing, and the second counterpressure plate has or can also have limited freedom of axial movement relative to the housing.
The first pressure plate, the first counterpressure plate and the first clutch disc constitute component parts of a first friction clutch which is or can be connected in parallel with a second friction clutch including the second pressure plate, the second counterpressure plate and the second clutch disc. Such clutch assembly preferably further includes automated means for actuating the first and second friction clutches, and the two friction clutches can form part of a twin clutch. The clutch assembly can further comprise first and second actuating means for the respective friction clutches. At least one of the actuating means can include a diaphragm spring (Belleville spring) or a membrane. If at least one of the actuating means includes a diaphragm spring, such spring is preferably arranged to normally maintain the respective friction clutch in at least partially engaged condition; the diaphragm spring is deformable to thus allow for disengagement of the respective friction clutch.
One of the actuating means can include a (first) portion which bears upon one of the counterpressure plates, and such clutch assembly can further comprise an annular distancing element which is interposed between a second portion of the one actuating means and the other actuating means, The first or second portion of the one actuating means is or can be more distant from the common axis of the friction clutches than the second or first portion of the one actuating means. The distancing element can include first and second ring-shaped portions having different diameters and respectively abutting the first and second actuating means of the clutch assembly. It is often desirable that the diameter of the first ring-shaped portion exceed the diameter of the second ring-shaped portion of the distancing element.
The second actuating means can include a first portion which bears upon the resp
Beneton Sebastien
Berger Reinhard
Meinhard Rolf
Raber Christopher
Feiereisen Henry M.
LUK Lamellen und Kupplungsbau Beteiligungs KG
Rodriguez Saul
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