192 clutches and power-stop control – Clutches – Axially engaging
Reexamination Certificate
2002-12-31
2004-09-21
Bonck, Rodney H. (Department: 3681)
192 clutches and power-stop control
Clutches
Axially engaging
C192S10700R, C192S10700R, C192S113260
Reexamination Certificate
active
06793057
ABSTRACT:
BACKGROUND OF THE INVENTION
1. Field of the Invention
The present invention relates generally to rotary friction systems and more particularly to flywheels and clutches having carbon-carbon friction material, and the like.
2. Background Art
Rotary friction systems and the like have been known. Such rotary friction systems include flywheels and clutch disks, and are typically associated therewith transferring drive power from engines to transmissions, especially in automotive and vehicle applications. Typical automotive or vehicle clutch disks and flywheels have frictional linings, which have large metallic base rings, the underlying theory of which most often is that the high heat conductivity of a metal base ring enhances heat transfer, and thus reduces the tendency of clutch linings and flywheels to overheat.
With the demand for increased performance, limitations in size, and the demand for increased torque to be transmitted through the flywheels and clutches, the tendency has been to construct as large diameter clutches and flywheels as possible, and overload clutch disks and flywheels, to achieve maximum moment arms, and handle the large torques transmitted therethrough the flywheels and the clutches. The transfer of large amounts of kinetic energy, and the variation of heat applied to different portions of the flywheels and the clutches, the outer portions of which are often subjected to substantially higher temperatures than the inner portions, results in overheating and warping of the flywheels and the clutches, decreased surface area contact, and poorer energy transfer, which results in yet more heat and warping, slippage between the flywheels and the clutch disks, degradation of materials, and eventually the need to replace the flywheels and/or the clutches.
Previous rotary friction systems used asbestos facings; however, there has been a transition to new materials, which has still not solved the aforementioned problems, including, in particular, organic composite facings, as a result of environmental hazards and health concerns associated therewith the asbestos facings. The organic composite linings, however, are particularly sensitive to high temperatures, and result in decreased performance at such temperatures, warping of the flywheels and clutches, as well as chattering, high wear, and maintenance of the flywheels, clutch disks, and associated frictional facings.
There is thus a need for a rotary friction system, which has and maintains high energy transfer characteristics and high efficiency, during intermittent and frequent irregular application of high torque loads, high temperature and extreme heat conditions. The rotary friction system, including the flywheels and clutches, should be capable of not warping, even under extreme heat conditions, maintain surface area contact, minimize slippage between the flywheel and the clutch disk, improve long term energy transfer and efficiency, maintain material properties, be light weight, durable, long lasting, and may be manufactured or retrofit with replacement parts quickly, easily, and efficiently.
Different rotary friction systems have heretofore been known. However, none of the rotary friction systems adequately satisfies these aforementioned needs.
Flywheels, clutches, brakes, and friction disks have been disclosed.
U.S. Pat. No. 4,830,164 (Hays) discloses a heat puck for clutches and flywheels, which has a trapezoidal shape with a steel base plate and a thick layer of a high heat capacity material such as copper. The heat puck is attached to either or both the pressure plate and flywheel of an otherwise conventional automotive clutch assembly. Preferably a circular array of heat pucks are mounted on a respective plate or flywheel. The puck is mounted with a large diameter shoulder member that extends through an aperture in the puck, and is received in an aligned receptacle in the surface of the plate or flywheel. A screw or rivet fastener extends through the shoulder member, puck and plate or flywheel to retain the assembly. The shoulder member provides the necessary torque resistance to the assembly, protection the fastener from stress failure.
U.S. Pat. Nos. RE37,548 and 5,184,704 (Hays) disclose a conversion for a clutch of a motor vehicle, which uses a conventional Belleville spring to bias a pressure plate and clamp a clutch disc between the pressure plate and the flywheel of the vehicle. Frictional linings of the conventional clutch are substituted by frictional linings, which are preferably located at optimum geometric spacing, and which have from 30-70 percent less surface area for frictional engagement than that conventionally furnished with the clutch. The conversion is particularly applicable to upgraded performance cars.
U.S. Pat. No. 5,355,986 (Biswas) discloses a clutch and disc brake friction assembly, for use on medium and heavy duty vehicles, which includes a metallic shoe having an exposed backing surface provided with a plurality of relatively spaced protuberances projecting therefrom. A sheet metal attachment lamina overlies the backing surface, and is provided with a plurality of holes through which the protuberances extend. Subsequent to the distal ends of the protuberance having passed through the holes, the holes are enlarged thereby affixing the attachment lamina to the backing surface. The attachment lamina has a plurality of openings relatively arranged to form a grid-like configuration. The openings are separated from one another by narrow elongated segments, each having a V cross-sectional configuration, with the sides thereof diverging from a shoe backing surface. A high temperature adhesive lamina overlies the backing surface and the divergent sides of the narrow elongated segments of the attachment lamina. A friction lamina overlies the adhesive lamina and the attachment lamina, whereby the divergent sides of the elongated segments and the adhesive lamina become embedded in the friction lamina.
U.S. Pat. No. 5,158,165 (Flotow) discloses a backing plate for connection to a clutch disc, which includes a pair of spaced friction material portions (or pads). A central channel extends between the two portions to allow air to flow over and cool a central area of the friction material. Clearances are defined at radially inner and outer areas of the channel and receive rivets to secure the backing plate to a clutch disc. The rivets are positioned radially between the radially inner and radially outer edge of the friction material, such that the backing plate is firmly secured to the clutch disc to prevent bowing. The improved backing plate ensures that the backing plate remains firmly secured to the clutch disc, and that the friction material is adequately cooled such that it efficiently transmits rotational forces from a drive source to a driven shaft.
U.S. Pat. No. 6,247,382 (Umeki, et al.) discloses a composite material flywheel device, which has a ring made from a composite material of carbon fiber reinforced plastics and a spoke member inserted in the ring. The spoke member is made from the fiber reinforced plastics having a lower modulus of elasticity than that of the ring. A tapered bush is press-fitted into a center portion of the spoke member. Both of the tapered bush and the spoke member are tightly fixed on a shaft by a first spring supported by a holder, and by a second spring urging the holder, so as to prevent vibrations, due to looseness thereof.
U.S. Pat. No. 5,123,514 (Gatins, Jr.) discloses a clutch or brake system for a heavy duty vehicle, having an assembly which includes a shoe having an exposed surface on which is attached a carrier member. A friction liner is molded onto the carrier member, which is provided with a plurality of apertures, each having a peripheral flange embedded into a concealed surface of the liner. The attachment of the carrier member to the shoe exposed surface permits relative adjustment therebetween, when the assembly is in a braking or clutching mode, so as to compensate for any differential in coefficients of thermal expansion between the sh
Bonck Rodney H.
Jacobs Marvin E.
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