WO2010005795A1 - Ensemble à accouplement progressif à embrayage à rouleaux bidirectionnel pour débranchement de pompe - Google Patents

Ensemble à accouplement progressif à embrayage à rouleaux bidirectionnel pour débranchement de pompe Download PDF

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Publication number
WO2010005795A1
WO2010005795A1 PCT/US2009/048622 US2009048622W WO2010005795A1 WO 2010005795 A1 WO2010005795 A1 WO 2010005795A1 US 2009048622 W US2009048622 W US 2009048622W WO 2010005795 A1 WO2010005795 A1 WO 2010005795A1
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WO
WIPO (PCT)
Prior art keywords
shaft
pump
clutch
power transfer
slipper
Prior art date
Application number
PCT/US2009/048622
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English (en)
Inventor
Timothy M. Burns
Randolph C. Williams
Original Assignee
Magna Powertrain Usa, Inc.
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 Magna Powertrain Usa, Inc. filed Critical Magna Powertrain Usa, Inc.
Publication of WO2010005795A1 publication Critical patent/WO2010005795A1/fr

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Classifications

    • 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
    • F16D43/00—Automatic clutches
    • F16D43/28—Automatic clutches actuated by fluid pressure
    • F16D43/284—Automatic clutches actuated by fluid pressure controlled by angular 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
    • F16D41/00—Freewheels or freewheel clutches
    • F16D41/06—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface
    • F16D41/08—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface with provision for altering the freewheeling action
    • F16D41/10—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface with provision for altering the freewheeling action with self-actuated reversing
    • F16D41/105—Freewheels or freewheel clutches with intermediate wedging coupling members between an inner and an outer surface with provision for altering the freewheeling action with self-actuated reversing the intermediate members being of circular cross-section, of only one size and wedging by rolling movement not having an axial component between inner and outer races, one of which is cylindrical

Definitions

  • the present disclosure relates generally to hydraulic couplings for use in motor vehicle driveline applications for limiting slip and/or transferring torque between rotary members. More specifically, a power transfer assembly for a motor vehicle is disclosed to include a hydraulic coupling having a fluid pump, a multi-plate clutch assembly coupled between a pair of rotary members and a pump clutch for selectively shifting the fluid pump between operative and inoperative states.
  • Hydraulic couplings are used in a variety of motor vehicle driveline applications for limiting slip and transferring drive torque between a pair of rotary members.
  • hydraulic couplings are used to control the transfer of drive torque from a driven member to a non- driven member in response to speed differentiation therebetween.
  • hydraulic couplings In limited slip applications, such as used in association with a differential in an axle assembly, a full-time transfer case or a transaxle, hydraulic couplings have been used to limit slip and bias the torque split between a pair of driven rotary members.
  • Examples of known hydraulic couplings that are adapted for use in such driveline applications include viscous couplings, geared traction units and hydraulically-actuated friction clutches.
  • One type of hydraulic coupling that has proven to be successful in many driveline applications includes a gerotor pump which generates hydraulic pressure to actuate a multi-plate friction clutch in response to and as a function of the speed differentiation between the rotary members.
  • Examples of such hydraulic couplings are disclosed in U.S. Patent Nos. 5,310,388 and 5,827,145.
  • Commonly-owned U.S. Patent Nos. 6,378,682, 6,626,787, 6,953,411 and U.S. Patent Application Publication No. US 2007/0056822 each disclose an improved version of such a hydraulic coupling that is equipped with a control valve for automatically releasing engagement of the friction clutch in response to the occurrence of an overpressure or over-temperature condition.
  • a need may still exist to provide a simplified means for releasing engagement of the friction clutch in coordination with actuation of certain brake-based vehicle control systems such as, for example, anti-lock brake systems and/or electronic stability control systems.
  • the present disclosure provides a power transfer assembly for use in a motor vehicle to transfer drive torque from a powertrain to a driveline.
  • the power transfer assembly includes a coupling having a first shaft driven by the powertrain.
  • a second shaft drives the driveline.
  • a transfer clutch is operably disposed between the first shaft and the second shaft.
  • a piston is disposed in a piston chamber and actuatable to engage the transfer clutch for delivering drive torque from the first shaft to the second shaft.
  • a fluid pump is provided for pumping hydraulic fluid from a sump to the piston chamber in response to rotation of the first shaft.
  • a pump clutch includes an inner hub coupled to the pump, a slipper, a plurality of rollers positioned between the inner hub and the slipper, an outer hub fixed for rotation with the second shaft and an actuator ring operable to selectively restrict or allow movement of the slipper to selectively couple the fluid pump to the second shaft.
  • the present disclosure provides a power transfer assembly for use in a motor vehicle to transfer drive torque from a powertrain to a driveline.
  • the power transfer assembly includes a coupling having a first shaft driven by the powertrain.
  • a second shaft drives the driveline.
  • a transfer clutch is operably disposed between the first shaft and the second shaft.
  • a piston is disposed in a piston chamber and is actuatable to engage the transfer clutch for transferring drive torque from the first shaft to the second shaft.
  • a fluid pump is operable to pump hydraulic fluid from a sump to the piston chamber in response to rotation of the first shaft.
  • a pump clutch includes an inner hub coupled to the pump. An outer hub is fixed for rotation with the second shaft.
  • a roller cage retains a plurality of rollers spaced apart from one another and positioned between the inner hub and the outer hub.
  • the pump clutch is operable to selectively couple the fluid pump to the second shaft by drivingly engaging said rollers into contact with the inner hub and the outer hub.
  • FIG. 1 is a schematic view of a motor vehicle drivetrain equipped with a progressive coupling assembly constructed in accordance with the present disclosure
  • FIG. 2 is a sectional view of a portion of the progressive coupling assembly;
  • FIG. 3 is an exploded perspective view of a pump clutch of the progressive coupling assembly;
  • FIG. 4 is an enlarged fragmentary sectional view of the pump clutch assembly
  • FIG. 5 is a perspective view showing the pump clutch assembly in an assembled condition
  • FIG. 6 is an enlarged fragmentary cross-sectional view of another pump clutch assembly
  • FIG. 7 is an exploded perspective view of another pump clutch assembly including an axially moveable actuator ring;
  • FIG. 8 is a sectional view of another pump clutch assembly;
  • FIG. 9 is a perspective view of a roller cage of the pump clutch assembly depicted in FIG. 8; and [0018] FIG. 10 is an enlarged fragmentary sectional view showing a portion of the pump clutch assembly depicted in FIGS. 8 and 9.
  • a hydraulic coupling according to the present disclosure is shown incorporated into a power transfer assembly, hereinafter referred to as a drive axle assembly, for use in connecting a drivetrain to a pair of axleshafts associated with a secondary driveline of an all-wheel drive vehicle.
  • the hydraulic coupling of the present invention can be installed in other power transfer devices for use in driveline applications including, but not limited to, limited slip differentials of the type used in full- time transfer cases and front-wheel drive transaxles.
  • this invention advances the technology in the field of hydraulically-actuated couplings for use in cooperation with brake-based vehicle control systems.
  • a schematic layout for a vehicular drivetrain 10 is shown to include a powertrain 12 driving a first or primary driveline 14 and a second or secondary driveline 16.
  • Powertrain 12 includes an engine 18 and a transaxle 20 arranged to provide motive power (i.e., drive torque) to a pair of wheels 22 associated with primary driveline 14.
  • Primary driveline 14 further includes a pair of axleshafts 24 connecting wheels 22 to a differential assembly (not shown) associated with transaxle 20.
  • Secondary driveline 16 includes a power take-off unit (PTU) 26 driven by transaxle 20, a propshaft 28 driven by PTU 26, a pair of axleshafts 30 connected to a pair of wheels 32, and a drive axle assembly 34 operable to transfer drive torque from propshaft 28 to axleshafts 30.
  • a progressive coupling 36 selectively drivingly interconnects propshaft 28 and drive axle assembly 34.
  • Progressive coupling 36 includes a housing 40, an input shaft 42, a torque transfer shaft 44, an output shaft 46, a friction clutch 48, a fluid pump 50 and a pump clutch 52.
  • Input shaft 42 is rotatably supported in housing 40 by a bearing assembly 54 and sealed relative thereto via a seal assembly (not shown).
  • Input shaft 42 is adapted for connection to propshaft 28.
  • Output shaft 46 is adapted for connection with a drive module 56 housed within drive axle assembly 34.
  • Drive module 56 includes a pinion shaft 58, a bevel-type differential gearset 60 and a pair of output shafts 62 and 64 adapted for connection to axleshafts 30.
  • Output shaft 46 and pinion shaft 58 may be integrally formed as a single component.
  • progressive coupling 36 is operable to selectively transfer drive torque from input shaft 42 to output shaft 46 in response to excessive interaxle speed differentiation between propshaft 28 and the output shaft 46 or pinion shaft 58.
  • Friction clutch 48 is a multi-plate clutch assembly including a clutch hub 74 fixed (i.e., splined) to torque transfer shaft 44 and a clutch pack 76 of interleaved inner and outer clutch plates that are respectively splined to clutch hub 74 and a clutch drum 78.
  • Input shaft 42 is splined or welded to and fixed for rotation for clutch drum 78.
  • Fluid pump 50 is disposed in a pump chamber formed between a pump housing 92 and a pump cover 94. Pump housing 92 includes an aperture 96 in receipt of torque transfer shaft 44. A bushing 98 supports torque transfer shaft 44 for rotation relative to pump housing 92.
  • a piston assembly 100 is retained in an annular piston chamber 102 formed in a portion of pump housing 92.
  • Piston chamber 102 is formed on an opposite side of pump housing 92 as the pump chamber.
  • Pump housing 92 and pump cover 94 are fixed for rotation with clutch drum 78 and input shaft 42.
  • Piston assembly 100 is supported for axial sliding movement in piston chamber 102 for applying a compressive clutch engagement force on clutch pack 76, thereby transferring drive torque and limiting relative rotation between input shaft 42 and torque transfer shaft 44.
  • the amount of torque transferred is progressive and is proportional to the magnitude of the clutch engagement force exerted by piston assembly 100 on clutch pack 76 which, in turn, is a function of the fluid pressure within piston chamber 102.
  • the fluid pressure generated by fluid pump 50 and delivered to piston chamber 102 is largely a function of the speed differential between input shaft 42 and output shaft 46.
  • fluid pump 50 is operable for pumping hydraulic fluid into piston chamber 102 to actuate friction clutch 48.
  • Fluid pump 50 may be uni-directional but is typically bi-directional to ensure AWD capability in either drive or reverse mode.
  • the pump is capable of pumping fluid at a rate proportional to the speed differential between its pump components.
  • fluid pump 50 is shown as a gerotor pump assembly having an inner rotor 1 10 that is fixed (i.e., keyed or splined) to an inner hub 128 of pump clutch 52, an eccentric but circular bore 114 that is formed in pump housing 92 and an outer rotor 116 operably positioned therebetween.
  • Inner rotor 110 has a plurality of external lobes that rotate concentrically relative to torque transfer shaft 44 about a common rotational axis.
  • Outer rotor 116 includes a plurality of internal lobes and has an outer circumferential edge surface that is journally supported within the circular but eccentric bore formed in pump housing 92. Meshing of the internal lobes of outer rotor 1 16 with the external lobes of inner rotor 110 occurs when relative rotation between inner rotor 110 and pump housing 92 occurs causing sliding at the eccentric bore of pump housing 92 and the circumferential surface at the outer diameter of the outer rotor 1 16. The expansion and contraction of the volume between the tips of the meshing lobes causes positive displacement of fluid.
  • the bi-directional pump will either have inlet and outlet check valves or a reversing eccentric ring to ensure flow of fluid from the sump to the piston chamber regardless of the transmission mode, drive or reverse.
  • fluid pump 50 can be any type of mechanical pump capable of generating pumping action due to a speed differential.
  • the progressive coupling assembly of the present disclosure may be equipped with a number of fluid distribution and valving arrangements.
  • a multi-function control valve 1 18 forms part of piston assembly 100 and provides at least two functional modes of operation. In the first mode of operation, a pressure relief function is provided. In the second mode of operation, a thermal unload function may be provided. With each function, fluid is discharged from piston chamber 102 and delivered to clutch pack 76 for cooling. The fluid is then returned to a sump 120.
  • Progressive coupling 36 may also include a flow regulator for setting a predetermined minimum pressure level within piston chamber 102 at which friction clutch is initially actuated and which is further operable to compensate for temperature gradients resulting from heating of the hydraulic fluid.
  • a flow regulator for setting a predetermined minimum pressure level within piston chamber 102 at which friction clutch is initially actuated and which is further operable to compensate for temperature gradients resulting from heating of the hydraulic fluid.
  • One fluid distribution and valving arrangement is more explicitly described in commonly owned U.S. Patent No. 6,378,682 as well as U.S. Patent Application Publication No. US 2007/0056822, which are incorporated by reference. Additionally, it should be appreciated that the papers previously incorporated by reference relate to operating a bi-directional pump. As noted earlier, progressive coupling 36 may be equipped with a uni-directional pump and corresponding fluid transfer system without departing from the scope of the present disclosure.
  • Pump clutch 52 functions to selectively couple inner rotor 110 to torque transfer shaft 44.
  • Progressive coupling 36 and pump clutch 52 may be configured to act in a passive, purely mechanical, manner. No electrical input is required to operate pump clutch 52.
  • Pump clutch 52 includes an inner hub 128 fixed for rotation with inner rotor 110 as previously described.
  • a bushing 130 rotatably supports inner hub 128 on torque transfer shaft 44.
  • Clutch 52 also includes an outer hub 132, a plurality of rollers 134, a slipper 136, an actuator ring 138 and a drag band assembly 140.
  • Outer hub 132 includes a sleeve portion 142 in splined engagement with torque transfer shaft 44 and output shaft 46.
  • a bushing 144 rotatably supports inner hub 128 on sleeve portion 142.
  • Actuator ring 138 is free to rotate relative to inner hub 128 but is restricted from axial movement relative thereto by a retaining ring 146.
  • Actuator ring 138, an end plate 148 and retaining rings 146, 150 restrict rollers 134 and slipper 136 from axial movement relative to inner hub 128 and outer hub 132.
  • Inner hub 128 includes a plurality of cam surfaces 152 circumferentially positioned about an outer surface of inner hub 128. Rollers 134 are circumferentially spaced apart from one another where each roller corresponds to and is positioned in engagement with one of cam surfaces 152.
  • Slipper 136 includes a corresponding set of circumferential cam surfaces 154. Slipper 136 is constructed as a resilient split ring that defines an outer diameter less than an inner diameter of outer hub 132 when in an unloaded or free state. Cam surfaces 154 of slipper 136 are selectively positionable relative to rollers 134 and cam surfaces 152 such that its outside diameter is nearly at its smallest size as when in the free state.
  • Slipper 136 may be placed in driven engagement with an inner surface 156 of outer hub 132 through relative rotation between inner hub 128 and slipper 136 such that rollers 134 are no longer at the deepest portions of cam surfaces 154 and 152. As the relative rotation increases, cam surfaces 152 drive rollers 134 radially outwardly toward slipper 136. Slipper 136 radially expands and is driven into engagement with inner surface 156 of outer hub 132. At this time, torque is transferred from torque transfer shaft 44 to inner rotor 110 grounding it to the torque transfer shaft. Pump clutch 52 is operably shifted to its operative state where fluid is pumped by fluid pump 50.
  • Actuator ring 138 includes a radially outwardly extending key 160 positioned within a notch 162 formed in slipper 136. Clearance exists between key 160 and notch 162 to allow relative rotation between slipper 136 and actuator ring 138.
  • Actuator ring 138 also includes a cylindrical rim 166 having an upstanding flange 168 so as to define a circumferential retention groove 170.
  • Drag band assembly 140 includes a drag band 172 encircling and engaging rim 166 and retained within retention groove 170.
  • Drag band 172 includes a pair of ends 176 interconnected by roll pins 178 and a tension- type coil spring 180 to maintain a predetermined drag force on the rim 166 of actuator ring 138.
  • Drag band 172 may include a friction surface constructed from brass.
  • Drag band 172 may be constructed from a suitable spring material.
  • a mount 182 prevents drag band 172 from rotating relative to the housing 40 ensuring that it creates the predetermined drag on the actuator ring.
  • Table 1 depicts the interrelation between a mode of operating a vehicle transmission, or transaxle 20 and PTU 26, a speed differential between input shaft 42 and output shaft 46, a speed differential between input shaft 42 and inner rotor 1 10, pump flow and a progressive coupling 36 operating mode.
  • the chart shows that whether the propshaft 28 rotates in the clockwise direction or the counterclockwise direction corresponding to drive or reverse modes, progressive coupling 36 is enabled when the speed of input shaft 42 is greater than the speed of output shaft 46.
  • Outer hub 132 continues to rotate at the lesser speed of output shaft 46.
  • Inner hub 128 rotates relative to outer hub 132 and forces roller elements 134 radially outwardly. Rollers 134 are driven into slipper 136 thereby causing slipper 136 to radially expand and drivingly engage inner surface 156 of outer hub 132. Frictional forces wedge rollers 134 between inner hub 128 and slipper 136 while slipper 136 is drivingly engaged with outer hub 132.
  • inner hub 128 is splined with inner rotor 110, inner rotor 110 rotates at the speed of output shaft 46. When the available driveline torque exceeds the torque capacity of fluid pump 50, relative motion occurs between input shaft 42 and inner rotor 110.
  • Progressive coupling 36 accomplishes this goal by selectively disabling fluid pump 50.
  • Pump clutch 52 is shifted to the second or inoperative state to cease fluid pump 50 from providing pressurized fluid.
  • progressive coupling 36 switches pump clutch 52 to the second state when the speed of output shaft 46 is greater than the speed of input shaft 42. This condition may occur during a braking event when front wheels 22 rotate at a slower speed than rear wheels 32 such as when a front wheel lock-up situation is imminent.
  • Progressive coupling 36 switches from the first state to the second state passively without receipt of an external electrical signal.
  • One skilled in the art will recall that one edge of key 160 was previously engaged with a corresponding edge of notch 112. Because input shaft 42 is rotating at a slower speed than output shaft 46, the inherent and/or imposed resistance to relative movement between the components of fluid pump 50 slows inner rotor 1 10 to a speed less than output shaft 46, preferably the speed of the input shaft 42.
  • Inner rotor 110 is rotationally fixed to inner hub 128 and, therefore, it also rotates at a speed less than output shaft 46. Relative rotation occurs between inner hub 128 and outer hub 132 such that rollers 134 are driven by cam surfaces 152. Rollers 134 engage cam surfaces 154 of slipper 136.
  • actuator ring 138 on slipper 136 is greater than the frictional drag between slipper 136 and outer hub 132.
  • the influence from actuator ring 138 prevents rollers 134 from wedging and allows slipper 136 to rotate relative to inner surface 156 of outer hub 132 thus placing pump clutch 52 in an over-running mode.
  • Pump clutch 200 is substantially similar to pump clutch 52. Accordingly, similar elements will be identified with like numerals including a prime suffix.
  • Pump clutch 200 may be operated in a first mode where it functions substantially identically to pump clutch 52. In the first mode, drag band 172' remains engaged with actuator ring 138'. This position of drag band 172' may be referred to as a closed position. In a closed position, the contacting surfaces of drag band 172' and actuator ring 138' are subjected to relatively high surface speeds. Drag band 172' is grounded to housing 40 while actuator 138' rotates at propshaft speed. Depending on the amount of drag torque generated, the propshaft speed and the time duration for which the relative rotation occurs, heat generation may be significant. Furthermore, the magnitude of power loss due to the frictional engagement may also affect fuel economy of the vehicle.
  • pump clutch 200 is operable in a second mode where drag band 172' is moved to an open position. In the second mode, little or no drag is applied from drag band 172' to actuator ring 138'. It is contemplated that pump clutch 200 may be switched to the second mode when a vehicle speed exceeds a predetermined magnitude.
  • an actuator 202 may be provided to rotate a cam 204 into and out of engagement with ends 176' of drag band 172'.
  • cam 204 is rotated to engage and space apart ends 176' from one another in opposition to the force provided by spring 180'. It should be appreciated that any number of actuation mechanisms may be implemented to cause drag band 172' to move between the open and closed positions.
  • pump clutch 200 may be considered in a locked mode where fluid is pumped through fluid pump 50' and friction clutch 48' transfers torque. This condition will exist regardless of the relative speeds of input shaft 42 and output shaft 46.
  • actuator 202 may place pump clutch 200 in the first mode to place the pump clutch in the over-running mode.
  • FIG. 7 depicts another alternate pump clutch 300.
  • Pump clutch 300 includes several components similar to components of pump clutch 52 that will be identified with a double prime suffix.
  • Pump clutch 300 includes an actuator ring 302 that is axially moveable relative to slipper 136". Axial movement of active actuator ring 302 switches pump clutch 300 between open and closed modes of operation.
  • Pump clutch 300 may include an actuator 304 operable to translate actuator ring 302 between first and second positions.
  • Actuator 304 may include a shift fork 306 engaging a groove 308 formed in a radially extending flange 310 of actuator ring 302.
  • Various drive mechanisms (not shown) may be employed to translate actuator ring 302.
  • One example of a clutch actuator translating an actuator ring is described in commonly owned U.S. Patent No. 6,846,262 which is herein incorporated by reference.
  • Actuator ring 302 includes a radially outwardly protruding key
  • cam surfaces 152", rollers 134" and cam surfaces 154" remain in alignment with one another such that slipper 136" is not radially expanded into contact with outer hub 132".
  • another alternate pump clutch 350 includes an inner race 370 that is formed on, or affixed to, a portion of a surface of inner hub 128'".
  • inner race 370 has a plurality of cam surfaces 371 for engaging a respective number of rollers, 372.
  • the cam surfaces are flat, but other configurations may also be suitable.
  • Rollers 372 are maintained in position by a roller cage 374 that extends circumferentially around the inner race 370 and extends axially outward, forming a skirt 376 having an end ring 377.
  • the roller cage 374 further includes roller openings 378 separated by tangs 379. At one end of the openings 378 and tangs 379 is an index ring 380 that comprises beveled keyways 382. [0046] Preferably, the cage 374 also includes shoe retention legs
  • Respective margins 396 of the separators are beveled to assist with shoe retention and positioning.
  • An outer race 401 is formed along an interior surface of outer hub 132'".
  • Outer race 401 in this embodiment, is substantially cylindrical, having no cam surfaces thereon.
  • An annular friction ground 424 that is journaled on output shaft 46'" or the torque transfer shaft 44'".
  • a suitable material for the friction ground is a metal, such as steel.
  • Located radially outward of friction ground 424 are the plurality of drag shoes 400 that can press against, and ride on, the friction ground 424. Drag shoes 400 are coupled to skirt 376 to be held generally in place and so that drag forces on the drag shoes are transferred to rollers 372 by cage 374. Drag shoes 400 are substantially semi-circular and extend through an approximate quarter circle arc.
  • drag shoes 400 In cross-section profile as shown in FIG. 10, drag shoes 400 have a drag surface 420 and an upper surface 422. Drag surface 420 slides on friction ground 424 as described below. Upper surface 422 is positioned radially inward of cage skirt 376. Preferably, there are four shoes located circumferentially about friction ground 424.
  • a suitable material for drag shoes 400 is carbon-filled polyphenylene sulfide with PTFE.
  • a garter spring 426 is located about drag shoes 400 thus urging them radially inwardly against drag surface 420 of friction ground 424. As best noted in the detail of FIG. 10, there is a gap 428 between drag shoes 400 and skirt 376. This gap allows drag shoes 400 to be moved away from friction ground 424 at high RPM, but not to be released totally from the system. [0050] When friction ground 424 is grounded, that is, held stationary with respect to housing 40"', drag surfaces 420 of shoes 400 create a drag force that is transferred to roller cage 374.
  • the friction ground may be selectively grounded. That is, friction ground 424 may be grounded so that it does not rotate relative to housing 40'", or it may be ungrounded so that it rotates with output shaft 46'".
  • friction ground 424 When grounded, friction ground 424 provides a stationary drag surface upon which shoes 400 drag to bias roller cage 374 and rollers 372. When ungrounded, friction ground 424 rotates with inner hub 128"' and therefore does not bias the rollers in a retarding direction.
  • a pair of cam plates 432 are radially moveable. Cam plates
  • pump clutch 350 operates in the open or overrunning mode regardless of the relative speeds between the input shaft and the output shaft.
  • bi-directional overrunning clutch technology and operation which is known in the art, see U.S. Pat. No. 5,782,328 and U.S. Pat. No. 5,195,604 to Warn Industries, Inc., incorporated herein by reference.
  • U.S. Pat. No. 6,769,506 to GKN Automotive, Inc. is also herein incorporated by reference.
  • pump clutch 350 pump 50"' and friction clutch 48'" provides a purely mechanical passive device for connecting and disconnecting input shaft 42'" and output shaft 46'". This arrangement allows for optimization of anti-lock braking systems and electronic stability systems while maintaining enhanced traction at lower vehicle speeds. Furthermore, it should be noted that each of the pump clutch previously described function to transfer pump drive torque only. Accordingly, these clutches may be relatively small because they do not need to transfer drive torque.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Arrangement And Driving Of Transmission Devices (AREA)
  • Arrangement And Mounting Of Devices That Control Transmission Of Motive Force (AREA)

Abstract

Un ensemble de transfert d’énergie destiné à être utilisé dans un véhicule motorisé comprend un système d’accouplement comportant un premier arbre entraîné par une transmission. Un second arbre entraîne une chaîne cinématique. Un embrayage de transfert est disposé de manière fonctionnelle entre le premier arbre et le second arbre. Un piston est disposé dans une chambre à piston pour mettre en prise l’embrayage de transfert servant à distribuer un couple d’entraînement du premier arbre au second arbre. Une pompe à fluide pompe un fluide hydraulique depuis un carter jusque dans la chambre à piston en réponse à une différence de vitesse entre les premier et second arbres. Un embrayage de pompe comprend un moyeu intérieur accouplé à la pompe, une glissière, une pluralité de rouleaux positionnés entre le moyeu intérieur et la glissière, un moyeu extérieur fixé pour rotation avec le second arbre et une bague d’actionneur servant à limiter ou autoriser sélectivement le déplacement de la glissière pour accoupler sélectivement la pompe à fluide au second arbre.
PCT/US2009/048622 2008-07-08 2009-06-25 Ensemble à accouplement progressif à embrayage à rouleaux bidirectionnel pour débranchement de pompe WO2010005795A1 (fr)

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Cited By (3)

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Publication number Priority date Publication date Assignee Title
US20100199793A1 (en) * 2006-10-31 2010-08-12 Fleishman Steven M Synchronized gear shift system
WO2015084648A1 (fr) * 2013-12-03 2015-06-11 Schaeffler Technologies Gmbh & Co. Kg Embrayage à coin ayant un élément de coin segmenté et des surfaces de prise chanfreinées
CN108621681A (zh) * 2018-05-14 2018-10-09 冯萍 一种基于液压杆控制的汽车脱险装置

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Publication number Priority date Publication date Assignee Title
US4184575A (en) * 1977-04-27 1980-01-22 Borg-Warner Corporation Torque transfer mechanism
US20070056822A1 (en) * 2005-09-13 2007-03-15 Magna Powertrain Usa, Inc. Hydraulic coupling with disconnect clutch
US7278946B2 (en) * 2004-03-29 2007-10-09 Magna Powertrain Usa, Inc. Power transfer device with overrunning mode clutch

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4184575A (en) * 1977-04-27 1980-01-22 Borg-Warner Corporation Torque transfer mechanism
US7278946B2 (en) * 2004-03-29 2007-10-09 Magna Powertrain Usa, Inc. Power transfer device with overrunning mode clutch
US20070056822A1 (en) * 2005-09-13 2007-03-15 Magna Powertrain Usa, Inc. Hydraulic coupling with disconnect clutch

Cited By (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20100199793A1 (en) * 2006-10-31 2010-08-12 Fleishman Steven M Synchronized gear shift system
US8578804B2 (en) * 2006-10-31 2013-11-12 Magna Powertrain Usa, Inc. Synchronized gear shift system
US20140060227A1 (en) * 2006-10-31 2014-03-06 Magna Powertrain Usa, Inc. Shift system for power transmitting device
US9057441B2 (en) * 2006-10-31 2015-06-16 Magna Powertrain Usa, Inc. Shift system for power transmitting device
WO2015084648A1 (fr) * 2013-12-03 2015-06-11 Schaeffler Technologies Gmbh & Co. Kg Embrayage à coin ayant un élément de coin segmenté et des surfaces de prise chanfreinées
CN105849429A (zh) * 2013-12-03 2016-08-10 舍弗勒技术股份两合公司 具有分段式楔形元件和斜切式接合表面的楔块式离合器
US9470275B2 (en) 2013-12-03 2016-10-18 Schaeffler Technologies AG & Co. KG Wedge clutch with a segmented wedge element and chamfered engagement surfaces
CN108621681A (zh) * 2018-05-14 2018-10-09 冯萍 一种基于液压杆控制的汽车脱险装置

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