WO1995000770A1 - Servomecanisme commande electroniquement et procede destine a des embrayages de demarrage d'automobile - Google Patents

Servomecanisme commande electroniquement et procede destine a des embrayages de demarrage d'automobile Download PDF

Info

Publication number
WO1995000770A1
WO1995000770A1 PCT/US1994/007073 US9407073W WO9500770A1 WO 1995000770 A1 WO1995000770 A1 WO 1995000770A1 US 9407073 W US9407073 W US 9407073W WO 9500770 A1 WO9500770 A1 WO 9500770A1
Authority
WO
WIPO (PCT)
Prior art keywords
servomechanism
starting clutch
friction
rotatable
electromagnetic
Prior art date
Application number
PCT/US1994/007073
Other languages
English (en)
Inventor
Yves J. Kemper
Original Assignee
Kemper Yves J
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Kemper Yves J filed Critical Kemper Yves J
Priority to AU71772/94A priority Critical patent/AU7177294A/en
Publication of WO1995000770A1 publication Critical patent/WO1995000770A1/fr

Links

Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18027—Drive off, accelerating from standstill
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/1819—Propulsion control with control means using analogue circuits, relays or mechanical links
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D48/00—External control of clutches
    • F16D48/06—Control by electric or electronic means, e.g. of fluid pressure
    • F16D48/064—Control of electrically or electromagnetically actuated clutches
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D67/00—Combinations of couplings and brakes; Combinations of clutches and brakes
    • F16D67/02—Clutch-brake combinations
    • F16D67/06—Clutch-brake combinations electromagnetically actuated
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/102—Actuator
    • F16D2500/1021—Electrical type
    • F16D2500/1022—Electromagnet
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/10—System to be controlled
    • F16D2500/104—Clutch
    • F16D2500/10406—Clutch position
    • F16D2500/10412—Transmission line of a vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/306—Signal inputs from the engine
    • F16D2500/3067—Speed of the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/31—Signal inputs from the vehicle
    • F16D2500/3108—Vehicle speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/30—Signal inputs
    • F16D2500/314—Signal inputs from the user
    • F16D2500/3146—Signal inputs from the user input from levers
    • F16D2500/31466—Gear lever
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50224—Drive-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50236—Adaptations of the clutch characteristics, e.g. curve clutch capacity torque - clutch actuator displacement
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/502—Relating the clutch
    • F16D2500/50287—Torque control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/50—Problem to be solved by the control system
    • F16D2500/508—Relating driving conditions
    • F16D2500/50858—Selecting a Mode of operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70402—Actuator parameters
    • F16D2500/70418—Current
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/704—Output parameters from the control unit; Target parameters to be controlled
    • F16D2500/70422—Clutch parameters
    • F16D2500/70438—From the output shaft
    • F16D2500/7044—Output shaft torque
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D2500/00—External control of clutches by electric or electronic means
    • F16D2500/70—Details about the implementation of the control system
    • F16D2500/71—Actions
    • F16D2500/7107—Others
    • F16D2500/7109—Pulsed signal; Generating or processing pulsed signals; PWM, width modulation, frequency or amplitude modulation

Definitions

  • the present invention relates to servomechanisms especially suited for servo operation of vehicular starting clutches, and more particularly, to an electronically controlled servomechanism system and method in which a friction device is contained and supported by a frame or housing and operated by an electromagnetic device in different modes to engage and disengage an automotive starting clutch.
  • Several servomechanisms for vehicle drive trains have been proposed over the years utilizing various combinations of hydraulic, pneumatic and electrical components. They are complex and expensive to manufacture, particularly when involving hydraulic components.
  • the invention comprises a servomechanism for operating the starting clutch in an automotive drive train having an engine with a rotatable power output, the starting clutch being adjustable between zero and maximum torque transmitting capacity, having a rotatable starting clutch input driven by the power output of the engine, and a rotatable starting clutch output.
  • the servomechanism includes first and second relatively rotatable servomechanism components, one of the relatively rotatable servomechanism components being coupled to the power output of the engine and a releasable friction device engageable in torque transmitting relation alternately with one of the first and second servomechanism components.
  • a torque-to-linear force conversion device is coupled to said releasable friction device to adjust the starting clutch reversibly between zero and maximum torque capacity, and the releasable friction device is controlled by an electromagnetic device in a first electromagnetic mode to reduce the torque transmitting capacity of the starting clutch to zero, and in a second electromagnetic mode to increase the torque transmitting capacity of the starting clutch to maximum.
  • FIG. 1 is a longitudinal sectional view of a preferred embodiment of the electronically controlled servomechanism of the invention
  • FIG. 2 is a fragmentary view of the servomechanism illustrated in FIG. 1, illustrating an alternate embodiment of the means to transfer the power of the servomechanism output member to a power operating body
  • FIG. 3 is a fragmentary view of the servomechanism illustrated in FIG. 1, illustrating an alternate embodiment of the means to transfer the operating power of the servomechanism output member to a power operating body;
  • FIG. 4 is a schematic showing the working components and the control components of an automatic starting clutch system incorporating the electronically controlled servomechanism illustrated in FIG. 1;
  • FIG. 5 is a graph illustrating the variation of the torque T ⁇ which accelerates the servomechanism output member illustrated in FIG. 1, plotted on ordinates against the relative time x.
  • FIGS. 6 and 7 are longitudinal sectional views of an alternate embodiment of the electronically controlled servomechanism of the invention integrated into a conventional automotive starting clutch system.
  • FIG. 4 of the drawings Illustrated schematically in FIG. 4 of the drawings are the working and the control components of a vehicle electronically controlled automatic starting clutch system incorporating the servomechanism of the invention.
  • the electronic starting clutch actuating mechanism is part of a vehicle engine management system, which includes, for example, the control of the engine fuel injection and ignition, and therefore, various components and signals are already available since they are utilized for the engine management system. Thus, only the components which are necessary to the functioning of the electronic clutch system and applicable to the invention are explicitly illustrated.
  • the vehicle power train considered in this application includes an engine 460, a starting clutch 430 operated by a release yoke 431, a multi-speed gearbox 440 operated by a shift lever 441, and a propeller shaft 446 driving rotatably the vehicle ground wheels through an axle (not shown) in conventional fashion.
  • the working components of the electronic starting clutch actuating system include a servomechanism 400 driven by the engine 460, the servomechanism 400 actuating the release yoke 431 of the starting clutch 430 by the action of a power cable 426, for example.
  • the starting clutch servomechanism of the present invention includes first and second relatively rotatable servomechanism components, one of the relatively rotatable servomechanisms components being driven by the power output of the engine, a releasable friction device engageable in torque transmitting relation alternately with one of the first and second servomechanism components, and an electromagnetic device to control the friction device.
  • the servomechanism 100 includes, as one of the first and second components, an input member 104 driven continuously, directly or indirectly, by the vehicle engine 160, 460, and an electrical power supply 103 receiving the control power from a dedicated output board of a vehicle computer system 450.
  • the servomechanism 100 includes a housing or frame 110, in which is journaled on a common axis 120, the input member 104 and an output member 122, respectively.
  • the housing 110 is made preferably of a material having a low relative magnetic permeability, and is held relative to the vehicle engine 160, 460 directly or indirectly, by appropriate means.
  • An electromagnetic device or solenoid 106 is coaxial with and nested into a breech 104 1 , integrated with the input member 104 in the embodiment of Fig. 1.
  • the solenoid 106 is not rotatable with the input member.
  • the releasable friction device is in the form of a friction plate 105, which is coaxial with and rotatably coupled to the output member 122, preferably, but not necessarily, through a Belleville spring 115 splined internally to the output member 122 and externally to the friction plate 105.
  • the input member 104, particularly the breech 104' thereof, and the friction plate 105 are made out of material having high relative magnetic permeability, and preferably, but not necessarily, low magnetic induction losses.
  • the Belleville spring 115 tends to force the friction plate 105 against the housing 110, to form essentially a friction brake, whereas the magnetic field generated by the solenoid 106 tends to force the friction plate 105 against the input member 104 to form essentially a friction clutch.
  • the input member 104 and breech 104' is located relative to the housing 110 radially and axially, by a bearing 101, while the output member 122 is located radially and axially relatively to the housing 110 by a bearing 102.
  • the output member 122 is additionally located radially relative to the housing 110, indirectly by a bearing 108.
  • the solenoid 106 is secured relative to the housing 110 by bracket 109 and as indicated, does not impede rotation of the input member 104.
  • the cable 126 is preferably, but not necessarily, a composite material, having a relatively large number of fibers of high strength materials, as an example, but not limited to, Kevlar.
  • FIG. 2 of the drawings Illustrated in FIG. 2 of the drawings is an alternate embodiment of a torque- to-linear force device to transfer the power of the output member 222 to a power operating body, in the form of a master hydraulic piston 207, operated by a radial cam surface 223 machined on the output member 222.
  • the master cylinder 211 is preferably, but not necessarily, machined into the housing 210.
  • the hydraulic line is fastened to the housing 210 by a thread 213.
  • a section perpendicular to the axis 220 through the cam surface 223 has approximately the shape of a spiral.
  • FIG. 3 of the drawings an alternate embodiment is shown to transfer the power of the output member 322 to a power operating body in the form of a shaft 326, rotatably driven by the output member 322 through the spline 316.
  • the electric energy for the control of the servomechanism 100 is supplied to the solenoid 106 by a pair of wires 103 to effect two modes of electromagnetic operation.
  • a relatively high level of electric current, or "opening current” is supplied to the solenoid 106, the friction plate 105 moves axially away from the housing 110 and comes in friction engagement with the rotating input member 104, inducing a friction torque between them, and a resulting rotation of the friction plate 105.
  • the opening current can be either direct or alternating but in either case, is at relatively high voltage. Because the friction plate 105 is rotatably connected to the output member 122 by the Belleville spring 115, the cable 126 is pulled into the servomechanism 100.
  • the maximum pulling speed is obtained when the input member 104 and the friction plate 105 rotate at the same speed, and the power dissipated by friction between the input member 104 and the friction plate 105 of the control clutch is therefore relatively extremely low in this case.
  • the cable 126 pulling force capacity F a varies with the intensity of the magnetic field, and is relatively high in comparison to the electric power of the starting clutch opening current supplied to the solenoid 106 and to be described in more detail below, since the mechanical power supplied to the cable 126 is derived from the mechanical power supplied to the servomechanism 100 by the vehicle engine 460.
  • the pressure between the friction plate 105 and the housing 110 is reduced when the solenoid 106 creates a magnetic field, and the friction plate 105 starts to rotate as soon as the friction torque, resulting from the pressure between the friction plate 105 and the housing 110, falls below the torque resulting from the force F tt .
  • the angular acceleration ⁇ of the friction plate 105 is as follows: / being the equivalent moment of inertia, relative to the friction plate 105, of all the mass located between the spring like load F a and said friction plate 105, friction plate 105 included, and r ⁇ , the torque accelerating the friction plate 105:
  • FIG. 5 of the drawings illustrates the variation of the torque r ⁇ , as a function of x, a variable defined below, and as a function of the time t.
  • the angular acceleration ⁇ of the friction plate 105 varies in a short time interval as follows: F a being the external force pulling the cable 126 and r its torque arm, assuming a constant static and dynamic coefficient of friction between the friction plate 105 and the housing 110, and assuming that the pressure between the friction plate 105 and the housing 110 is canceled out when x equals to 0.5:
  • a release current is supplied continuously at a constant frequency f t c until a controlled parameter reaches its targeted value, the average angular velocity of the friction plate 105 staying during the adjustment, constant and equal to l if r F a is constant.
  • the angular velocity l of the friction plate 105 can be modified by varying the frequency f ekc or the amperage of the release current, or both.
  • the magnetic field of the solenoid 106 attracts the friction plate 105 at a frequency which is twice the frequency/ ⁇ .,, of the electrical alternating current.
  • a high friction material 114 is fastened to the friction plate 105 in order to obtain a coefficient of friction, between the friction plate 105 and the housing 110, higher than between the friction plate 105 and the input member 104. This difference in friction coefficients helps to insure that the friction plate 105 does not get in friction engagement with the input member 104 when the release current is supplied to the solenoid 106.
  • the electric components of the electronic clutch system include, the vehicle battery 457, the vehicle ignition switch 456, a computer system 450 illustrated in block diagram and composed of a power supply 452, a logic board 454 with clock, a series of input boards 453 with signal converters for processing driver and computer system 450 inputs, and a series of output boards 455 with power amplifiers to develop appropriate computer system 450 outputs, a series of sensors, all well known to one skilled in the art, are connected to the computer system 450.
  • the vehicle speed sensor by the electrical wiring 445 the shift lever 441 position sensor by the electrical wiring 444, the shift lever handle sensor 442 by the electrical wiring 443, the engine throttle position sensor by the electrical wiring 462, and the engine speed sensor by the electrical wiring 463.
  • Some of the electric components are wired in a conventional manner to a common ground.
  • the computer system 450 inputs include the engine throttle position, the gearbox shift lever position, the shift lever handle pressure, as well as engine angular and vehicle speeds.
  • the computer system 450 output includes the starting clutch release yoke actuation.
  • the sensor located between the shift lever 441 and its handle 442 is activated.
  • This signal triggers the computer 450 to supply the opening current to the servomechanism 400, forcing the friction plate 105 against the input member 104, with the effect that the friction plate 105 rotates, and the cable 426 pulls the release yoke 431, and this, for a time length such that the starting clutch 430 is fully open.
  • the starting clutch 430 stays open when the power supplied to the servo system 400 is cut off, since the input member 105 is forced against the housing 110 by the effect of the Belleville spring 115.
  • the computer 450 When the computer 450 has confirmation of the new fully engaged position of the shift lever 441, and if the driver then opens the engine throttle to accelerate the engine 460, and as soon as, and only when, the engine 460 reaches a specific calculated angular speed or "specific speed", the computer 450 sends a release current to the servo system 400, allowing the friction plate 105 to rotate. This has the effect of releasing the cable 126 and increase progressively, the torque capacity of the starting clutch 430 as the engine speed is over said specific speed. This is repeated each time the engine speed gets over the specific speed, and until the starting clutch 430 is fully closed.
  • the specific speed is recalculated by the computer 450 in real time during all the starting clutch 430 engagement, and varies depending on the actual throttle position, has a maximum value close to the engine maximum torque speed, and a minimum value close to the engine minimum operating speed. Therefore, the engine 460 is maintained at the calculated specific speed by modulation of the torque capacity of the starting clutch 430, with the result that the vehicle is accelerated from rest, this acceleration increasing with the opening of the engine throttle. As soon as the engine speed and the input shaft speed of the gearbox 440 are close together, release current is supplied continuously to the servo system 400 until the starting clutch 430 gets fully closed.
  • the gearbox 430 input speed is calculated by the computer 450 utilizing the information on the speed ratio and the vehicle speed.
  • the sensor located between the shift lever 441 and its handle 442 is activated.
  • This signal triggers the computer 450 to supply the opening current to the servo system 400.
  • the starting clutch 430 is closed progressively according to a rate defined by programs well known in the art, which take in account, among other parameters, the engine speed and the throttle position during the closing of the starting clutch. This is achieved by supplying to the servomechanism 400 a release cunent at a rate and intervals defined by the computer 450.
  • the computer 450 triggers the full opening of the starting clutch 430.
  • FIGS. 6 and 7 of the drawings illustrate an alternate embodiment of a servomechanism 600 of the invention, FIG. 7 illustrating the interrelated working components of the servomechanism 600 integrated into a conventional starting friction clutch system 430/730.
  • the alternate embodiment 600 is similar to the system 100 described in the other figures of the drawing, particularly FIG. 1, and parts having a similar function have the same last two digits referral numbers.
  • a rotatably fixed housing 604" is related by reference numeral convention to the rotatably driven input member 104 of Fig. 1 and the clutch plate 610, rotatable at all times with the output of the engine 460, is equated by the convention to the fixed housing 110 in Fig. 1.
  • the reason for this seeming inconsistency is that in Fig. 1, the linear force of the cable 126, by rotation of the output member 122, operates on the equivalent of the diaphragm spring 731 in the clutch of Fig. 7.
  • Figs. 1 the linear force of the cable 126, by rotation of the output member 122, operates on the equivalent of the diaphragm spring 731 in the clutch of Fig. 7.
  • first and second relatively rotatable servomechanism components are provided by a rotatable component (104 and 610) and a rotatably fixed component (110 and 604'), and one of the first and second components (the rotatable component in the illustrated embodiment) is driven by engine output. Also in both cases the friction device or plate 105, 605 is alternately engageable with one of the first and second relatively rotatable components.
  • the solenoid 606 is secured axially and against rotation by adequate means to the fixed housing 604 and a breech member or rotatably fixed component 604'.
  • the back plate 610 and a diaphragm spring 631 of the starting clutch 730 rotate all times with the power or crankshaft (not shown) output of the engine 460.
  • the servomechanism output member 622 cooperates through a cam surface 623 on a cam body to provide a torque-to-linear force converting device.
  • the cam 623 is replaced by a bolt and nut system, acme or ball system. Any relative rotation between the output member 622 and the cam body 607 pulls the diaphragm spring 631 and the clutch back plate 610 apart.
  • the friction plate sub- assembly 605 is forced against the clutch back plate 610, preferably, but not necessarily, by a Belleville spring 615 secured axially to the output member 622.
  • the Belleville spring 615 is secured rotatably to the friction plate sub-assembly 605 and to the output member 622 preferably, but not necessarily, by spline. Therefore the friction plate sub-assembly 605 rotates with the output member 622, but can move axially relatively to the output member 622, and therefore the friction plate sub-assembly 605 can be in friction engagement either against the clutch back plate 610 or the fixed breech member 604'.
  • the input shaft 641/741 of the gearbox 440 is coaxial with the servo system 600, but is not connected to any of its parts.
  • the electric energy for the control of the servo system is supplied to the solenoid 606 by a pair of wires 603.
  • a relatively high level of electric current, or "opening current” is supplied to the solenoid 606 in a first electromagnetic mode, the friction plate sub-assembly 605 moves axially away from the clutch back plate 610 and moves into friction engagement with the fixed member 604', inducing therefore a friction torque between them, and consequently grounding the friction plate sub-assembly 605.
  • the friction plate sub-assembly 605 is rotatably connected to the output member 622 by the Belleville spring 615
  • the thrust member 623 rotatably driven by the diaphragm 631
  • pulls apart the diagram 631 and the back plate 610 releasing the pressure on the friction plates of the starting clutch system 730.
  • the force pulling apart the diaphragm 631 and the back plate 610 varies with the torque applied by the friction plate to the output member 622, i.e. with the intensity of said magnetic field created by the solenoid 606, and is relatively high in comparison to the electric power of the opening current supplied to the solenoid 606, since the mechanical power opening the clutch system is derived from the mechanical power supplied by the clutch back plate 610, i.e. by the vehicle engine 460.
  • the friction plate sub-assembly 605 Since the pressure between the friction plate sub-assembly 605 and the back plate 610 is reduced when the solenoid 606 creates a magnetic field, the friction plate sub-assembly 605 starts to rotate as soon as the friction torque, consequent to the pressure between the friction plate 605 and the back plate 610, falls below the torque generated by the cam system 607/622 consequent to the axial force applied by the diaphragm spring 631.
  • an alternate current having a frequency f t e is supplied to the solenoid 606 in a second electromagnetic mode, the plate 605 is free to rotate relatively to the back plate 610 at a relatively slow rotational speed ⁇ , function of said frequency f eleomb engaging the starting clutch system 730 controllably.
  • the input member of the servo system 100 can be rotatably driven by a belt powered by the vehicle engine.
  • the means transforming the rotational movement of the output member 105 into a linear movement of a power operating body can be any mechanism known in the art, and as non limiting examples, a power screw, or, a rocker and cam system.
  • any method known to one skilled in the art can be used for the method of control of the starting clutch 430, either when starting from rest, downshifting or upshifting, since the method described herein is only an example intended to illustrate the functioning of the electromechanical servomechanism object of the invention and of the method to operate the same.

Landscapes

  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transportation (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • General Engineering & Computer Science (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Electromagnetism (AREA)
  • Fluid Mechanics (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)

Abstract

Servomécanisme (100, 400) destiné à actionner l'embrayage de démarrage (430) dans une transmission d'automobile possédant un moteur (160, 460) doté d'une sortie de puissance rotative (104), ledit embrayage de démarrage étant réglable entre une capacité de transmission de couple nul et maxima et ayant une sortie d'embrayage de démarrage rotative (122). Le servomécanisme comporte des premier et second éléments (104, 110) rotatifs relativement, l'un des éléments du servomécanisme rotatifs relativement étant couplé à la sortie de puissance du moteur, et un dispositif (105) de friction libérable pouvant venir en prise en relation de transmission de couple alternativement avec l'un des premier et second éléments du servomécanisme. Un dispositif de conversion de force (126, 207, 326) couple-à-linéaire est couplé à l'élément de sortie (122, 222, 322) pour régler l'embrayage de démarrage de manière réversible entre les capacités de couple nul et maximal, et le dispositif de friction libérable est commandé par un dispositif électromagnétique (106) pour réduire la capacité de transmission de couple de l'embrayage de démarrage à zéro dans un premier mode électromagnétique et pour augmenter la capacité de transmission de couple de l'embrayage de démarrage au maximum dans un second mode électromagnétique.
PCT/US1994/007073 1993-06-28 1994-06-27 Servomecanisme commande electroniquement et procede destine a des embrayages de demarrage d'automobile WO1995000770A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU71772/94A AU7177294A (en) 1993-06-28 1994-06-27 Electronically controlled servomechanism and method for automotive starting clutches

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US8257793A 1993-06-28 1993-06-28
US08/082,577 1993-06-28
US11653193A 1993-09-07 1993-09-07
US08/116,531 1993-09-07

Publications (1)

Publication Number Publication Date
WO1995000770A1 true WO1995000770A1 (fr) 1995-01-05

Family

ID=26767622

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/US1994/007073 WO1995000770A1 (fr) 1993-06-28 1994-06-27 Servomecanisme commande electroniquement et procede destine a des embrayages de demarrage d'automobile

Country Status (2)

Country Link
AU (1) AU7177294A (fr)
WO (1) WO1995000770A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19600244A1 (de) * 1996-01-05 1997-07-10 Fichtel & Sachs Ag Reibungskupplung mit einem Betätigungselement
EP0873478A1 (fr) * 1996-01-30 1998-10-28 Yves J. Kemper Embrayage de demarrage a ressort compensateur pour automobile

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3089573A (en) * 1960-08-10 1963-05-14 Gen Electro Mech Corp Electromagnetically operated clutch-brake
US3198302A (en) * 1962-04-04 1965-08-03 Olympia Werke Ag Electromagnetic clutch and brake with resilient transmitting means
US3410380A (en) * 1967-05-18 1968-11-12 Davis & Furber Clutch and brake construction for spinning and twisting frames
US3473638A (en) * 1965-12-02 1969-10-21 Gen Motors Corp Transmission with constant speed electric clutch
US3999643A (en) * 1975-12-22 1976-12-28 Allis-Chalmers Corporation Electrical interlock safety control to prevent operation of mower during reverse travel
US4440277A (en) * 1981-10-13 1984-04-03 Claude W. Morris Implement clutch and brake control
US4569426A (en) * 1983-02-24 1986-02-11 Facet Enterprises, Incorporated Clutch and brake assembly
US4949828A (en) * 1988-10-21 1990-08-21 Dana Corporation Apparatus and method for sensing clutch slippage
US5119918A (en) * 1991-10-11 1992-06-09 Dana Corporation Electromagnetic clutch with permanent magnet brake

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3089573A (en) * 1960-08-10 1963-05-14 Gen Electro Mech Corp Electromagnetically operated clutch-brake
US3198302A (en) * 1962-04-04 1965-08-03 Olympia Werke Ag Electromagnetic clutch and brake with resilient transmitting means
US3473638A (en) * 1965-12-02 1969-10-21 Gen Motors Corp Transmission with constant speed electric clutch
US3410380A (en) * 1967-05-18 1968-11-12 Davis & Furber Clutch and brake construction for spinning and twisting frames
US3999643A (en) * 1975-12-22 1976-12-28 Allis-Chalmers Corporation Electrical interlock safety control to prevent operation of mower during reverse travel
US4440277A (en) * 1981-10-13 1984-04-03 Claude W. Morris Implement clutch and brake control
US4569426A (en) * 1983-02-24 1986-02-11 Facet Enterprises, Incorporated Clutch and brake assembly
US4949828A (en) * 1988-10-21 1990-08-21 Dana Corporation Apparatus and method for sensing clutch slippage
US5119918A (en) * 1991-10-11 1992-06-09 Dana Corporation Electromagnetic clutch with permanent magnet brake

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE19600244A1 (de) * 1996-01-05 1997-07-10 Fichtel & Sachs Ag Reibungskupplung mit einem Betätigungselement
FR2743401A1 (fr) * 1996-01-05 1997-07-11 Fichtel & Sachs Ag Embrayage a friction muni d'un element de manoeuvre
ES2116943A1 (es) * 1996-01-05 1998-07-16 Fichtel & Sachs Ag "acoplamiento de friccion con un elemento de maniobra".
EP0873478A1 (fr) * 1996-01-30 1998-10-28 Yves J. Kemper Embrayage de demarrage a ressort compensateur pour automobile
EP0873478A4 (fr) * 1996-01-30 2000-10-18 Yves J Kemper Embrayage de demarrage a ressort compensateur pour automobile

Also Published As

Publication number Publication date
AU7177294A (en) 1995-01-17

Similar Documents

Publication Publication Date Title
US5755302A (en) Drive arrangement for a hybrid vehicle
US5309778A (en) Gear box with continuously variable gear
EP1316721B1 (fr) Système de commande de moteur automobile à combustion
US6569051B2 (en) Infinite speed ratio continuously variable transmission
CN1123707C (zh) 带有单向作用球道的传动系离合器
US5827148A (en) Variable speed drive unit for electric vehicle and variable speed driving method
CN1126880C (zh) 传动系统离合器
US5398792A (en) Clutch device
US20020177504A1 (en) Power train with hybrid power source
EP1743107B1 (fr) Commande electrique coaxiale destinee a une transmission variable en continu
EP0151038A2 (fr) Système de commande d'un embrayage électromagnétique d'un véhicule
JP2000027889A (ja) 摩擦クラッチ組立体
JPS60161221A (ja) 車両用電磁式クラツチの制御装置
US7931107B2 (en) Vehicle kinetic energy utilization transmission system
US20120090420A1 (en) Control of torque transfer between an engine and a manual transmission
DE60212732T2 (de) Schwungradmechanismus mit veränderlicher Masse
US5957803A (en) Clutch and continuously variable transmission
EP1167834A1 (fr) Transmission de puissance avec machine électromagnétique pour améliorer les passages de vitesses
WO1995000770A1 (fr) Servomecanisme commande electroniquement et procede destine a des embrayages de demarrage d'automobile
US5598910A (en) Clutch mechanism
DE60101814D1 (de) Nutzfahrzeug Getriebe mit zwei steuerbaren hydrostatischen Motoren
JP2001500240A (ja) 連続可変伝動装置の作動装置
WO1995013487A1 (fr) Systeme de transmission d'energie a commande et actionnement electroniques
EP0243195B1 (fr) Système de commande de l'embrayage d'un véhicule
US6736758B1 (en) Variable torsion converter

Legal Events

Date Code Title Description
AK Designated states

Kind code of ref document: A1

Designated state(s): AM AT AU BB BG BR BY CA CH CN CZ DE DK ES FI GB GE HU JP KE KG KP KR KZ LK LU LV MD MG MN MW NL NO NZ PL PT RO RU SD SE SI SK TJ TT UA UZ VN

AL Designated countries for regional patents

Kind code of ref document: A1

Designated state(s): AT BE CH DE DK ES FR GB GR IE IT LU MC NL PT SE BF BJ CF CG CI CM GA GN ML MR NE SN TD TG

121 Ep: the epo has been informed by wipo that ep was designated in this application
122 Ep: pct application non-entry in european phase
REG Reference to national code

Ref country code: DE

Ref legal event code: 8642

NENP Non-entry into the national phase

Ref country code: CA