192 clutches and power-stop control – Vortex-flow drive and clutch – With brake
Patent
1980-06-30
1983-01-04
Krizmanich, George H.
192 clutches and power-stop control
Vortex-flow drive and clutch
With brake
192 67R, 192 85CA, 192 91A, 192101, B60K 4102, F16D 2508
Patent
active
043668909
DESCRIPTION:
BRIEF SUMMARY
DESCRIPTION
1. Technical Field
This invention relates to a drive disengagement system. In particular, it relates to a drive engagement device positioned between an engine and a transmission for disengagement of the engine and transmission before cold weather starting and the associated controls for preventing either disengagement or re-engagement of the device with the engine running.
2. Background Art
Cold weather starting of vehicle engines imposes a heavy and, in some cases, a severe load on the starter motor and the batteries. The extra load requirement is primarily attributable to thickened engine lubricant resulting from the low-ambient temperature. Of course there is also loss of battery power due to the decreased temperature. However, this loss is relatively less compared to the increased power requirements due to cold engine lubricant. Experimentation has shown that battery power drops approximately sixty-five percent (65%) between 80.degree. F. (26.degree. Celsius) and -20.degree. F. (-29.degree. Celsius) while engine drag may increase by a factor of 3.5 for the same temperature change.
In those vehicles having a transmission composed primarily of planetary units, the normal starting load is increased because, even with the transmission in neutral, a portion of the transmission must also be turned over along with the engine. Such transmissions, generally found in heavy construction vehicles and the like, include brakes for stopping one or more reaction members in the planetary gear arrangements in order to obtain differing output speeds. Ordinarily, during warm weather starting, the lubricant in such transmissions has little effect on engine starting. During cold weather, particularly subzero weather, the viscosity of the transmission lubricant may be sufficiently high to preclude normal starting.
Past efforts to solve cold-weather starting problems have been marginally successful and have usually required extra effort or additional equipment. In some instances, such efforts have required unnecessary and tedious work. One method for cold weather starting is to utilize a crankcase heater. Such heaters are generally of the immersion type and require an electrical power source. In large vehicles having large capacity oil sumps in both the engine crankcase and the transmission, immersion type heaters, in order to be effective, would have to be relatively large.
Another method of cold weather starting is to heat the entire engine block by forced air, or by ensuring that the vehicle is parked in a heated building when not in use. In both the forced air method of overcoming cold weather starting problems and the immersion heater method, there exists a requirement for additional equipment such as electrical generators, gas heaters, or large garages. In the arctic construction arena, such facilities are generally not available.
In order to utilize such vehicles in extremely cold climates, such as found in the arctic, or the northern tier of the United States, where temperatures may range to and below -40.degree. F. (-40.degree. Celsius), operators has resorted to several makeshift arrangements. In one instance, the drive shaft connecting the vehicle engine to the transmission has been disconnected. Thus, the starter and battery are only put under a load in relation to the vehicle engine. Once the vehicle engine has reached an acceptable operating temperature, the engine is stopped and the drive shaft reconnected to the vehicle engine. The engine is then restarted and the transmission is warmed up. This solution has a serious drawback in that the flywheel housing bearing may be starved for oil until the drive shaft is reinstalled.
Another way to overcome the viscosity of cold transmission lubricant is to add additional batteries to the system to develop a high starting power for the length of time necessary to start the engine. Although this solution is acceptable from the point of view of providing sufficient power to turn the engine over, the load on the single starter may be such that the effective lif
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Caterpillar Tractor Co.
Krizmanich George H.
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