Interrelated power delivery controls – including engine control – Electric engine – With clutch control
Patent
1999-01-19
2000-11-21
Marmor, Charles A
Interrelated power delivery controls, including engine control
Electric engine
With clutch control
477 5, 475 5, 180 652, H02P 1502, B60K 4102, B60K 100, F16H 372
Patent
active
061495441
DESCRIPTION:
BRIEF SUMMARY
The invention concerns a drive system, especially for a motor vehicle.
Traditionally, one uses friction-closure couplings in drive systems of motor vehicles, which enable a starting of the vehicle with torque transformation ("grinding clutch") in the starting phase. A further task consists in allowing a gear shifting by separating the drive assembly from a shift transmission and subsequent reconnection with an adjustment of the rotary speed of drive assembly and transmission provided by friction. Furthermore, they serve as overload protection and vibration dampening. These frictional couplings are highly strained wearing parts, which need to be constantly monitored and sometimes fine-tuned. In event of above-average strain, such as when used excessively in city traffic or with rough driving style, they sometimes do not last as long as the vehicle and need to be replaced prematurely. The operation of a friction coupling is especially complicated for the beginning driver. Even experienced drivers do not always manage a smooth starting and shifting, which means not only a loss of comfort, but also a special burden on the drive assembly and other parts of the drive system. In danger situations, a (not always avoidable) "stalling" of the drive assembly when starting represents a substantial risk of accident.
Moreover, hydrodynamic clutches are known, some of them with a transformer function. These generally allow an almost jerk-free starting and shifting with easy operation. However, they are quite costly to build. They have limited controllability; e.g., a complete shaft separation is often not achievable, so that the vehicle creeps when idling (in the park position/position D). Moreover, they have not inconsiderable losses.
When shifting from one gear to another, the transmission parts being joined together must first be brought into synchronism (i.e., the same rotary speed or the same circumferential velocity, depending on the type of transmission). In claw-shifted transmissions, which are sometimes used for heavy commercial vehicles--this is done by the driver by double clutching (upshifting) or double declutching (backshifting), which demands much driving skill. In most traditional transmissions, the synchronization is done mechanically during the shift motion, namely, by frictional precoupling for the force-closure equalization of rotary speeds, wherein the positive-locking shifting of the gear is made possible by a locking mechanism only after the synchronization process is completed. Conical rings, for example, can serve as the frictional precoupling. Synchronized transmissions are expensive in design and structure. The synchronization mechanisms are highly stressed and subject to wear. The forces necessary for the synchronization must be applied by the driver when activating the shift, which can be felt by relatively high shifting force. Furthermore, the synchronization process takes a certain time, which generally gives the shift actuation a tough feeling. These properties of the shift operation mean that even experienced drivers--even when conscious activity is no longer demanded of them--must devote a not inconsiderable amount of attention to shifting, which should properly be devoted to events on the road. Thus, this also is quite detrimental to traffic safety.
The following publications are cited as to the state of the art: DE 904 737, U.S. Pat. No. 2,654,849; DE 893 299; DE 1 077 072; DE 1 165 422; DE 874 713; DE 1 284 853; E. Blessmann: "Magnetic Couplings," Machine Design, Feb. 9, 1989, 105-108; DE 2 345 018; DE 43 39 252 A1; DE 43 23 602 A1; DE 29 43 563 A1; DE 43 18 944 C1; DE 37 37 192 A1; DE 35 37 994 A1; DE 41 34 268 A1; DE 43 30 193 A1; U.S. Pat. No. 3,870,116; FR 2 481 656; DE 32 43 513 C2; DE 42 02 083 C2, DE 42 02 737 A1; DE 1 156 319; DE 43 44 053 A1; DE 30 48 972 C2; Patent Abstracts of Japan, M-359, Feb. 22, 1985, Vol. 9, No. 42 8 JP 59-184020; DE 33 38 548 A1; DE 44 08 719 A1; DE 938 680; DE 282 671; U.S. Pat. No. 2,790,917.
The purpose of the invention is to further develop the ab
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Grundl Andreas
Hoffmann Bernhard
Masberg Ullrich
Pels Thomas
Zeyen Klaus-Peter
Grundl und Hoffmann GmbH
ISAD Electronic Systems GmbH & Co. KG
Marmor Charles A
Pang Roger
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