Borg-warner Automotive Gmbh

Borgwarner Inc.

Fallbrook Intellectual Property Company LLC

Borg-warner Automotive Electronic & Mechanical Systems Corporation

Other

Borg-warner Automotive Transmission & Engine Components Corporation

Borg-warner Industrial Products, Inc.

Alan L Miller

Roger T Simpson

Drew A Sundquist

Will Watson

Dan Joseph Showalter

Diane K Ducklow

Joseph W Beckerman

Stanley B Quinn, Jr

William P Umlauf

Scott R Anderson

John Saxon Ivey

Werner P Petzold

William J Haley

Kevin B Todd

George H Studtmann

Todd L King

Karl F Schneider

Ward D McGinn

Jerome J Zawada

Kenneth R Gallaher

Todd L Perttola

James Joseph Coogan

Ronald W Schutz

Romas B Spokas

Fred D Sturges

Glenn E Swanson

Robert W Atkinson

Edward C Siemon

Francis B Robbins

Robert A Fox

James L Kozlowski

James Kozlowski

Paul G Rorick

Susan W Schultz

Diane K Nemeth

An electronic controller for a variable ratio transmission and an electronically controllable variable ratio transmission including a variator or other CVT are described herein. The electronic controller can be configured to receive input signals indicative of parameters associated with an engine coupled to the transmission. The electronic controller can also receive one or more control inputs. The electronic controller can determine an active range and an active variator mode based on the input signals and control inputs. The electronic controller can control a final drive ratio of the variable ratio transmission by controlling one or more electronic solenoids that control the ratios of one or more portions of the variable ratio transmission.

Controller for variable transmission

An on demand vehicle drive system monitors vehicle performance and operating conditions and controls torque delivery to the vehicle wheels. The system includes a plurality of speed and position sensors, a transfer case having primary and secondary output shafts driving primary and secondary axles and a microcontroller. The sensors include a vehicle speed sensor, a pair of primary and secondary drive shaft speed sensors, and brake and driveline status sensors. The transfer case includes a modulating electromagnetic clutch controlled by the microcontroller which is incrementally engaged to transfer torque from the primary output shaft to the secondary output shaft. When the speed of either the front or the rear drive shafts overruns, i.e., exceeds, the speed of the other drive shaft by a predetermined value related to the vehicle speed, indicating that wheel slip is present, clutch current is incrementally increased to increase clutch engagement and torque transfer to the secondary axle. When wheel slip is reduced below the predetermined value the current to the clutch is incrementally reduced. The method of operating such a system is also described.

On demand vehicle drive system

A hockey stick shaft is a hollow, thin-walled tube formed of titanium or a titanium alloy. The tube wall has a thickness which may be uniform, tapered or stepped. The titanium or titanium alloy is of an alpha, a near-alpha, an alpha-beta or a highly-aged beta type. The titanium or titanium alloy has an elastic modulus greater than 13 million pounds per square inch (psi), a yield strength above 50,000 psi and a wall thickness ranging from 0.020 to 0.045 inches. An alternate hockey stick shaft has a titanium or titanium alloy core and exterior formed of a composite material. The titanium or titanium alloy core is of an alpha, a near-alpha, an alpha-beta or a beta type and has a yield strength above roughly 40,000 psi and a wall thickness ranging from 0.010 to 0.040 inches.

Titanium hockey stick

An on demand venicle drive system monitors vehicle performance and operating conditions and controls torque delivery to the vehicle wheels. The system includes a plurality of speed and position sensors, a transfer case having primary and secondary output shafts driving primary and secondary axles and a microcontroller. The sensors include a vehicle speed sensor, a pair of primary and secondary drive shaft speed sensors, and brake and driveline status sensors. The transfer case includes a modulating electromagnetic clutch controlled by the microcontroller which is incrementally engaged to transfer torque from the primary output shaft to the secondary output shaft. When the speed of either the front or the rear drive shafts overruns, i.e., exceeds, the speed of the other drive shaft by a predetermined value related to the vehicle speed, indicating that wheel slip is present, clutch current is incrementally increased to increase clutch engagement and torque transfer to the secondary axle. When wheel slip is reduced below the predetermined value the current to the clutch is incrementally reduced. The method of operating such a system is also described.

Motor vehicle drive line clutch

An on demand vehicle drive system monitors vehicle performance and operating conditions and controls torque delivery to the vehicle wheels. The system includes a plurality of speed and position sensors, a transfer case having primary and secondary output shafts driving primary and secondary drive shafts, differentials and axles and a microcontroller. The sensors include a vehicle speed sensor, a pair of primary and secondary drive shaft speed sensors, and brake and driveline status sensors. The transfer case includes a modulating electromagnetic clutch comprising a primary, cone clutch assembly which functions as a pilot device to actuate a secondary, disc pack clutch assembly. The electromagnetic clutch is controlled by the microcontroller which is incrementally engaged to transfer torque from the primary output shaft to the secondary output shaft. When the speed of either the front or the rear drive shaft overruns, i.e., exceeds, the speed of the other drive shaft by a predetermined value related to the vehicle speed and other variables, indicating that wheel slip is present, clutch current is incrementally increased to increase clutch engagement and torque transfer to the secondary drive shaft. When wheel slip is reduced below the predetermined value the current to the clutch is incrementally reduced. The system also senses and compensates for the speed differences between the primary and secondary drive axles caused by the use of different, mixed tire, sizes, e.g., a compact spare, at one or more tire locations by adjusting the predetermined value. The method of operating such a system is also described.

A camshaft vibration damper comprises an inertia ring having a friction clutch surface disposed in driving contact with a complementary clutch surface and a spring for biasing the clutch surfaces toward one another. The complementary clutch surface may be disposed on a drive member, for example, a camshaft sprocket or similar structure rotating with the camshaft. The spring is a compression spring, preferably a Belleville spring washer, which biases the two friction clutch surfaces together. The inertia of the inertia ring opposes the instantaneous variations in rotational speed (d.theta./dt) of the camshaft causing relative rotation between the inertia ring and the drive member thereby reducing vibration without resisting camshaft rotation. Relative motion at the clutch face between the inertia ring and the drive member results in energy absorption and dissipation thereby minimizing unwanted vibration. Such energy adsorption is a function of: the moment of inertia of the inertia ring, the coefficient of friction of the clutch interface and the biasing force provided by the Belleville spring washer.

Camshaft vibration damper

Growing community of inventors

Ithaca, NY, United States of America

Alan L Miller