Borg-warner Automotive Gmbh

Borgwarner Inc.

Massey-ferguson Inc.

Joseph W Beckerman

Dan Joseph Showalter

Roger T Simpson

Alan L Miller

Drew A Sundquist

Will Watson

Diane K Ducklow

Lee E Elfes

Dennis Cook

Craig B Fowler

Ward D McGinn

T Mark Joslin

Todd L Perttola

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 transfer case adapted for installation on a front-wheel drive vehicle having a transversely oriented engine and transaxle receives drive torque on a transferse axis and provides it to the rear differential on a longitudinal axis. The transfer case is driven through the front axle center differential cage. A drive chain delivers power through sprockets to a modulating or viscous clutch disposed behind and parallel to the front stub axles. The output of the clutch is provided to a bevel gear set which drives the rear prop shaft, rear differential and rear axles. The transfer case and rear prop shaft are preferably disposed along the longitudinal center line of the vehicle. Alternatively, the transfer case and the rear prop shaft may be disposed along an axis laterally offset but parallel to the longitudinal center line of the vehicle.

Transfer case for use with transaxle

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.

A friction clutch assembly in an automotive vehicle transmission is located between an engine-driven input shaft and a torque input shaft for a multiple ratio transmission. A clutch spring normally applies a clutch engaging force to the clutch assembly, thus establishing a torque flow path between the input shaft and the multiple ratio gearing. An electromechanically actuated ball ramp mechanism applies a friction clutch release force to the friction clutch assembly, thereby interrupting the torque flow path between the transmission input shaft and the multiple ratio gearing. An electromagnetic clutch actuator for the ball ramp mechanism, when it is energized, actuates the ball ramp mechanism to disengage the friction clutch. One element of the ball ramp mechanism is grounded to a transmission housing when the electromagnetic actuator is energized. Precise slip control of the friction clutch is achieved by modulating the energizing current for the electromagnetic actuator, thereby providing improved start-up performance and improving shift quality as ratio changes occur in the manual transmission.

Electromechanical friction clutch control for a manual 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 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 flexible coupling which permits both rotational and axial movement. An elastomeric member is sandwiched between two coupling members and is held in place in such a manner that the coupling members do not contact each other. Thus, each of the coupling members includes an elongated portion provided with projections which are received within cavities defined by radially extending fingers formed on the elastomeric member. The couplings are angularly offset 90.degree. with respect to each other. Portions of the elastomeric member are held in compression between ends of the elongated portion and retainers by screw fasteners. The retainers and the screw fasteners associated with one coupling member do not contact the other coupling member.

Coupling

A transmission control useable with a transmission of the type having a first change gear mechanism for establishing a plurality of drive speeds and a second change gear mechanism for establishing either a forward or reverse drive for each of said plurality of drive gears, the transmission control including stop means capable of preventing the transmission from operating in one or more selected reverse speeds to prevent high speed reverse operation of a vehicle employing the transmission.

Transmission control

This specification describes a multiple throw selector apparatus for use in change speed gearing which includes speed ratio shift rails to engage synchronized clutches and a range lever which engages an unsynchronized clutch. The range shift rail is moved between its various operative positions directly by a selector member. The ratio shift rails are actuated by the selector member through a pivoted link thereby increasing mechanism advantage between control lever and ratio shift rails.

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Livonia, MI, United States of America

Joseph W Beckerman