Dana Corporation

Eaton Corporation

Eaton Cummins Automated Transmission Technologies, LLC

Other

James K., Jr. Tarlton

Martin E. Kummer

Jerry L. Rathburn

Richard A. Flotow

Daniel V. Gochenour

Barry T. Adams

Kevin F. Schlosser

Steven D. Lepard

Michael L. Bassett

Christopher M. Davis

Martin E Kummer

Daniel Vern Gochenour

Richard A Flotow

Kevin F Schlosser

Michael Lee Bassett

Barry T Adams

Steven D Lepard

Christopher M Davis

Graeme Andrew Jackson

Jeffrey Philip Hawarden

William H Sink

Troy Scott Reinoehl

Christopher David Cole

James K Tarlton, Sr

Steven Michael Peterson

Mark Kingston Jennings

John David Conrad

Roger E Knueve

Jerry L Rathburn

Ronald E Heymann

James Robert Hockemeyer

James K Tarlton, Jr

Glen A Pepple

David L Rollins

Gregory Papp

Jr Tarlton James K

A clutch apparatus includes a clutch pack having a plurality of friction disks. The clutch pack will selectively transfer torque from a torque supplying member to a first torque receiving member. The apparatus also includes a first cooling fluid inlet. At least a portion of the fluid is supplied through the first cooling inlet to a first friction surface. The apparatus further includes a second cooling inlet. The fluid is supplied through the second cooling inlet to a second friction surface. The first cooling fluid inlet will selectively supply a greater volumetric flow of the fluid than the volumetric flow of the second cooling inlet.

Dual clutch with cooling distribution reservoir chambers

A clutch apparatus includes a clutch pack including a plurality of friction disks having friction surfaces. The clutch pack may include a plurality of cooling inlets. The clutch pack may selectively transfer torque from a torque supplying member to a torque receiving member. The clutch apparatus may include a rotating manifold having at least a first cooling port for directing a cooling fluid to the clutch pack and at least a portion of the rotating manifold may be coupled for rotation with at least a portion of the friction disks. A fluid-flow area of at least a subset of the plurality of cooling inlets may be dissimilar from other of the plurality of cooling inlets for enabling a desired fluid flow to the friction disks.

Dual clutch arrangement with two piece main rotating manifold

A clutch apparatus includes a clutch pack having a plurality of friction disks. The clutch pack will selectively transfer torque from a torque supplying member to a first torque receiving member. The apparatus also includes a first piston chamber positioned radially outward of the clutch pack. The first piston chamber is operably connected to the clutch pack for exerting a compressive force on at least a portion of the clutch pack as a first fluid is pressurized into the first piston chamber.

Low driven inertia dual clutch

A clutch apparatus includes a first clutch pack having a plurality of first friction disks. The first clutch pack will selectively transfer torque from a torque supplying member to a first torque receiving member. The apparatus also includes a second clutch pack having a plurality of second friction disks. The second clutch pack will selectively transfer torque from a torque supplying member to a second torque receiving member. The apparatus also includes a first rotating manifold having a first cooling inlet for directing a cooling fluid to the first clutch pack. At least a portion of the first rotating manifold is coupled for rotation with at least a portion of the first friction disks. The apparatus also includes a second rotating manifold having a second cooling inlet for directing a cooling fluid to the second clutch pack. At least a portion of the second rotating manifold is coupled for rotation with at least a portion of the second friction disks. The first rotating manifold and the second rotating manifold are interchangeable.

A method of controlling an activation load applied to a clutch pedal. A first load is applied to the clutch pedal that has a first reaction force in a first phase of pedal movement. A switch is activated at the end of the first phase. When the switch is activated, a second load that is greater than the first load is applied to the pedal that provides a second reaction force in a second phase of pedal movement.

Method of controlling an external activation clutch brake

An external activation clutch brake that is controlled by a switch is actuated when a clutch pedal is depressed. A compression spring, torsion spring or hydraulic valve may be used to simulate engagement of a standard clutch brake in which clutch brake squeeze is sensed by the driver. The clutch pedal has first and second phases of movement with the load required to compress the clutch pedal in a first phase being less than the load required to further compress the clutch pedal in a second phase.

Clutch pedal control system for an external activation clutch brake

A friction torque device includes an adjustment mechanism for adjusting the device in response to wear on a friction surface within the device, and an adjustment limiting member for controlling adjustment thereof. In one embodiment, the adjustment mechanism includes a first cam ring rotatable relative to both a pressure plate and a cover, and a second cam ring engaging the first cam ring on a side of the first cam ring opposite the cover and rotatably fixed relative to the cover. The first cam ring is rotatable with respect to the second cam ring such that ramped surfaces cam against each other to increase the axial displacement of the first and second cam rings, whereby the axial displacement compensates for wear on the friction surface. The adjustment limiting device is selectively engagable with the first cam ring to inhibit rotation thereof.

Adjustable friction torque device

An installation device for a centrifugal clutch is disclosed. In an embodiment of the invention, the centrifugal clutch includes a clutch cover, a pressure plate for applying a clamping force against a friction plate, and at least one flyweight that moves radially outward under the effects of centrifugal force to cause the pressure plate to exert a clamping force against the friction plate. The installation device includes an installation hub moveable relative to the clutch cover between a first position, wherein the installation hub is engaged with the flyweight to force the engaged flyweight to move radially outward, and a second position, wherein the installation hub is disengaged from the flyweight. A resilient member biases the installation hub toward the second position and is selectively engaged with the clutch cover to inhibit movement of the installation hub toward the first position.

Friction clutch with installation device

A clutch ramp reaction plate is adapted to be positioned adjacent a centrifugal actuation module of a centrifugally actuated vehicular clutch. The ramp reaction plate includes attached individually machined ramp segments manufactured separately from the ramp reaction plate. In one embodiment, the ramp segments are made from a powdered metal process to assure uniform tolerances. In an alternate embodiment, the ramp segments are formed of hardened stamped steel material. The ramp reaction plate is machined to accept the segments, which includes a surface hardness higher than that of the ramp reaction plate to accommodate wear resistance. The ramp segments can be impregnated with lubricants or polytetrafluoroethylene materials to reduce rolling friction and wear between the ramp surfaces and mass weight rollers of the centrifugal actuation module that interacts with the ramp surfaces. The segments are attached to the ramp reaction plate by means of fasteners including bolts, rivets, or adhesives.

Ramp segments for centrifugal ramp reaction plate

An actuation module of a centrifugal clutch incorporates a plurality of actuating weights mounted on pivot links. The weights pivot radially outwardly under centrifugal forces induced by rotation of the actuation module. One weight is secured to each of the pivot links, and springs counter the radially outward movements of the weights. Each weight defines a slot; a roller is disposed in each of the slots. Each slot defines a pair of spaced walls; each of the rollers is rotatable on an axle secured between one pair of walls. The rollers engage cam ramps that rotate with the module but are axially displaceable with respect thereto for engagement and disengagement of the clutch. Each pair of walls is oriented in direction of pivotal movement of its associated weight. A roller thrust plate is secured between each roller and the wall of the slot spaced farthest away from the pivot link.

Thrust plate for rollers of centrifugal clutch module

A centrifugal master friction clutch having an installation device is provided that includes a cover assembly fixed for rotation with an engine flywheel and at least one friction plate fixed for rotation with a transmission input shaft. The cover assembly includes a pressure plate for applying a clamping force against the friction plate and a plurality of flyweights that rotate outward under the effects of centrifugal force to cause the pressure plate to exert a clamping force against the friction plate. The clutch installation device includes a first member rotatably disposed in the cover assembly radially inward of the flyweights. A portion of the first member is configured to engage at least one of the flyweights to force the engaged flyweight to rotate outward. A second member is included for engagably limiting the degree of rotation of the first member. A method of installing a centrifugal clutch is also described.

A clutch travel stop limits the amount of vehicular clutch travel adjustment normally permitted for compensating clutch component wear. The stop is attached to a centrifugal weight and roller clutch actuation module to control the amount of permissible wear of clutch components including, for example, friction plate linings. In one embodiment, the stop is defined by a protuberance, such as an integrally formed radially extending lug integrally affixed to an outer circumferential periphery of the housing of the centrifugal module. The lug is positioned to arrest relative movement between respective flanges of a clutch cover and the centrifugal module to limit adjustment of the clutch so that an over-adjustment condition is avoided. Potential damage to critical clutch components is thereby minimized, such as damage to flywheel and pressure plate components caused by fasteners that become exposed after clutch linings retained by the fasteners to the friction disc have become worn.

Clutch adjustment travel stop

A friction clutch for a motor vehicle includes a cover, a pressure plate, a biasing member and an adjustment mechanism. The adjustment mechanism includes a first annular cam, a second annular cam and a torsional spring and housing assembly. The cover has an axis of rotation. The pressure plate is coupled to the cover for rotation therewith about the axis. The pressure plate has a frictional engagement surface substantially normal to the axis. The pressure plate has a plurality of cooling blades extending from the pressure plate on a side opposite the frictional engagement surface. The blades are located at a first radial distance from the axis. The biasing member is interposed between the cover and the pressure plate, and biases the pressure plate toward an engaged pressure plate position. The adjustment mechanism is centered about the axis and is located at a first radial distance from the axis. The adjustment mechanism is operably disposed between the biasing member and the pressure plate. The first annular cam is rotatably fixed with respect to the pressure plate. The second annular cam is rotatable relative to the first annular cam. Both cams have a plurality of mutually engaged cam surfaces configured such that rotation of the second cam relative to the first cam in a first direct increases a height of the adjustment mechanism. The torsional spring and housing assembly is operably disposed between the first annular cam and the second annular cam, and includes a torsional spring and a housing. The housing receives the torsional spring. The housing has a flange. The flange is disposed over the blades of the pressure plate, thereby defining radially extending air flow channels. The pressure plate and the housing together define an impeller fan which forces air radially outwardly past the pressure plate with rotation of the pressure plate about the axis.

Friction clutch with impeller fan feature for pressure plate cooling

An adjustment mechanism for a frictional clutch for a motor vehicle includes a pressure plate, a first annular cam member, a second annular cam member, a cam spring, a cam control finger, an anti-rotation feature, and a control finger drag spring. The pressure plate has an axis of rotation and an engagement surface substantially normal to the axis of rotation. The first annular cam member is concentric with the axis of rotation and has a plurality of first ramped cam surfaces. The first annular cam member is rotatively fixed with respect to the pressure plate. The second annular cam member is rotatable relative to the first annular cam member and has a plurality of second ramped cam surfaces in engagement with the first ramped cam surfaces. The second annular cam member, together with the first annular cam member, define an effective pressure plate thickness. The second annular cam member also has an engagement step at its outer periphery. The cam spring is functionally disposed between the cam members and rotatively biases the cam members toward an increased cam height. The cam control finger is slidably disposed within an aperture in the pressure plate. The cam control finger has a shank portion which is disposed in the aperture in the pressure plate and is axially oriented for axial slidable displacements relative to the pressure plate. The cam control finger also includes an engaging portion radially extending from the shank portion and in engagement with the second annular cam member. The anti-rotation feature engages the finger thereby preventing rotation of the finger relative to the pressure plate. The control finger drag spring biases the finger into engagement with the side of the aperture and induces a frictional drag force resisting axial displacement of the control finger.

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Auburn, IN, United States of America

Martin E Kummer