Zf Sachs Ag

Zf Meritor, LLC

Meritor Transmission Corporation

Arvin Meritor Technology, LLC

Muneer Abusamra

Ronald Peter Muetzel

Robert Anthony Sayman

Karl-Fritz Heinzelmann

Charles E Allen, Jr

Winfried Sturmer

Ronald B Morford

Ludger Ronge

Loren Christopher Dreier

James Henry Devore

Andrzej Szadkowski

James H DeVore

Matthew Girlando

Robert L Page

A vehicle driveline control system includes monitoring when the transmission is in gear and the clutch is left open. If that condition exists for a selected amount of time, the controller provides an indication to the driver regarding the open clutch status. In one example, the controller alters the RPM rate of the engine to provide audible feedback to the driver. For example, the controller raises the engine RPM rate from an idle rate to a higher rate to simulate what the driver hears upon vehicle launch. A variety of indicators and control strategies may be used with a system designed according to this invention.

Vehicle driveline control including open clutch indicator

A centrifugal clutch assembly includes a clutch cover attachable to a rotatable input member. Friction plates are clamped between pressure plates in response to rotation of the clutch assembly. Rotation of the clutch assembly causes at least one centrifugal weight to move radially outward to force the pressure plates against the friction plates. The radial position of the centrifugal weights is modified to tailor clutch actuation. This modification of centrifugal weight position causes a corresponding change to engagement characteristics of the clutch assembly allowing clutch actuation to be tailored to operating conditions.

Variable engagement centrifugal clutch assembly

A vehicle power train system includes an engine, a transmission, and a centrifugal clutch assembly that selectively couples an engine output shaft to a transmission input shaft in response to an operator input. An operator selects a desired vehicle-operating mode by actuating a shift lever or shift switch from a gear selection device. The gear selection device indicates many different operating modes and includes a low-speed maneuvering mode that is selected for low-speed operations such as coupling a truck to a trailer, or positioning a truck and/or trailer in relation to a loading dock area. Once the low-speed maneuvering mode is selected, a control unit controls at least one of engine speed and engine torque to indirectly effect clutch slippage, which results in improved vehicle speed control at low-speed operations.

Centrifugal clutch assembly with dedicated maneuvering mode

A clutch assembly includes a reaction surface that provides several disengagement surfaces that cause axial movement of a front plate to reduce torque transmission at rotational speeds above an engagement speed. The disengagement surfaces reduce torque to break torque lock at rotational speeds corresponding to desired gear changes. The clutch assembly is controlled to tailor the relationship between clutch torque and engine speed to current vehicle operating conditions to provide consistent vehicle performance over different operating conditions.

Multi-function centrifugal clutch

A master clutch includes a pressure plate adjacent to a friction disc. A centrifugal weight forces the pressure plate and friction disc into engagement when in a desired install position. A locking device retains the centrifugal weight in the desired installed position. A controller sends an electronic command to a system component, such as an engine, to disengage the locking device. In one example, the electronic command may be an engine speed command that is above an engine speed limit in a normal vehicle operating mode. Commanding the engine to run at a speed greater than the typical engine speed limit moves the centrifugal weight out of the desired installed position making the master clutch operational.

Disabling engine speed limiters during centrifugal clutch installation

A centrifugal clutch assembly includes movable centrifugal weight reaction surfaces that provide for actuation at varying rotational speeds. A radially movable front plate with a ramped surface changes the radial position at which the centrifugal weight begins moving the front plate axially to compress a clamp spring and begin clutch actuation. An axially movable back plate moves axially to change the magnitude of compression caused by axial movement of the front plate. The changes to clamping force corresponding to movement of the reaction surfaces of the centrifugal weight change the rotational speed required to beginning and maintain actuation of the clutch assembly.

Dynamic modification of centrifugal clutch

A centrifugal clutch assembly includes a sleeve movable to selectively engage the clutch assembly independent of rotational speed. The clutch assembly includes centrifugal weights that move radially responsive to rotation of the clutch assembly. The centrifugal weights move pressure plates between clamped and open positions in response to a desired rotational speed. The sleeve is movable to selectively engage the pressure plate independent of rotational speed of the clutch assembly.

Method and assembly for controlling a centrifugal clutch

A clutch assembly includes a clutch cover which can be secured to a flywheel; an intermediate plate spaced from the flywheel; a pressure plate arranged between the clutch cover and the intermediate plate and secured to the clutch cover by resilient straps which urge the pressure plate from an engaged position to a disengaged position; a first friction disk arranged between the pressure plate and the intermediate plate; and a second friction disk arranged between the intermediate plate and the flywheel. Linkage urges the intermediate plate toward the pressure plate so that the second friction disk can be fully disengaged from the flywheel when the pressure plate is retracted during disengagement.

Positive separator for multiple disc clutches

A normally open clutch assembly includes a device holding a centrifugal weight in a position causing axial movement of pressure plates and thereby a clamping force between pressure plates and the friction disks. The clamping force holds the friction disks in a desired aligned position during assembly.

Normally open clutch assembly device

A vehicle transmission system includes a transmission component that has an engaged condition where torque can be transferred from a vehicle engine to a drive component, and a non-engaged condition where torque is prohibited from being transferred to the drive component. A controller generates control signals to control whether the transmission component is in the engaged or non-engaged condition. The controller also identifies when a vehicle start maneuver is a coast start based on vehicle conditions existing just prior to or during the vehicle start maneuver. When a coast start is identified, the controller generates a control signal to either disengage the transmission component or to maintain the transmission component in the non-engaged condition until engine speed generally matches transmission component speed. The controller can directly control engagement by automatically actuating a movable transmission member or can indirectly control engagement by controlling engine speed. Once engine speed and transmission component speed are generally within a common speed range during coasting, the transmission component is engaged.

Vehicle transmission system with coast controls

A clutch assembly is provided that includes a flywheel. A clutch cover is secured to the flywheel. An intermediate plate is spaced from the flywheel, and a pressure plate is arranged between the clutch cover and the intermediate plate. The intermediate plate may be secured to the clutch cover by flexible straps or another similar device. The straps retract the pressure plate from an engaged position to a disengaged position. First and second friction discs are respectively arranged between the pressure plate and the intermediate plate and the intermediate plate and the flywheel. The pressure plate forces the intermediate plate and the friction discs toward the flywheel to couple and engine and transmission together. A separator moves the intermediate plate with the pressure plate from the engaged position to the disengaged position thereby permitting self-disengagement of the friction discs from the flywheel. The separator urges the intermediate plate in a direction toward the pressure plate, and preferably centers the intermediate plate between the pressure plate and the flywheel to permit sufficient space for the friction discs to self-disengage from the flywheel.

A clutch is provided that includes a sleeve having a retainer movable along a rotational axis. A clutch member, such as an adjusting ring, is movable along the rotational axis. The clutch member includes a perch spaced from the rotational axis protruding from a surface on the clutch member. The perch includes first and second opposing outer walls with the second outer wall extending from the surface on an angle toward the first outer wall. A lever including a portion having a slot is supported on the perch by the slot. The slot includes first and second opposing inner walls proximate to the first and second outer walls, respectively, with the first inner wall forming an apex with a first face of the lever adjacent to the surface. The apex defines a lever fulcrum about which the lever pivots. A connector secured to the clutch member with a portion of the second end portion arranged between the connector and the clutch member for retaining the second portion against the surface.

Clutch lever locator

A clutch assembly includes a diaphragm spring to bias a retainer assembly toward an engaged position. The retainer assembly actuates a lever to force a pressure plate into torque transmitting contact with a friction disc and a flywheel. Clutch straps bias the pressure plates toward a disengaged position. An adjusting ring shifts toward the flywheel to accommodate for wear of the friction disc. A resilient plate is attached to the adjusting ring and exerts a biasing force against the diaphragm spring. As the adjuster ring shifts toward the flywheel, the biasing force of the clutch straps increases and the biasing force of the resilient plate decreases to provide a substantially uniform clamp load throughout the life of the friction disc.

Resilient plate for adjustable clutches

A clutch is provided including a clutch cover assembly including a cover rotatable about and axis. The pressure plate is spaced apart from the clutch cover assembly and is moveable along the axis for engaging the clutch member. A sleeve including a retainer is moveable along the axis between engaged and disengaged positions. A lever having first and second opposing ends are respectively supported between the container and the clutch cover assembly. The lever includes a fulcrum arranged between first and second ends supported by a portion of the pressure plate. A resilient member is arranged between the portion of the pressure plate and the fulcrum for absorbing vibrational forces transmitted in the direction of the axis.

Resilient sensor for self-adjusting clutch

A plurality of clutch levers transmit force to a pressure plate of a clutch. The lever ratio of the clutch lever is variable as the clutch lever moves from an engaged to a disengaged state. When the clutch is engaged, the clutch lever presses the pressure plate to engage clutch discs. The lever ratio of the clutch lever is relatively large, allowing for an acceptable clamp load. When the clutch is disengaged, the clutch lever lifts from the pressure plate, disengaging the pressure plate from the clutch discs. When the clutch is disengaged, the lever ratio is relatively small, allowing for more clearance between the pressure plate and the flywheel and an increase in pressure plate lift. By using a clutch lever having a variable lever ratio, both clamp load and clutch lift can be maximized. The conditions exist during the entire lift of the clutch.

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Southern Pines, NC, United States of America

Muneer Abusamra