3790results about "Automatic clutches" patented technology

A controllable selectable one-way clutch is provided for use within a hybrid transmission. The clutch comprises an outer and inner race, and a first and second selector plate. A transmission motor controller synchronizes the speeds of the races to facilitate application and release of the clutch, and a transmission controller communicates a signal to the clutch for re-positioning of the plates to apply and release the clutch. The clutch has three operational modes, including freewheeling and holding torque in one direction or both directions. A method is also provided for applying a selectable one-way clutch in a vehicle having a hybrid transmission with a motor controller and a transmission controller, including synchronizing the clutch speed using the motor controller, detecting the direction of the race speed difference, communicating the race speed difference to the transmission controller, and selecting between the clutch operational modes in response to the detected speed difference.

A clutch mechanism is disclosed for use with a hybrid electric vehicle wherein the electric motor-generator and engine are arranged in a series configuration. The clutch mechanism is positioned between and in communication with the electric motor-generator and engine to allow for either direct drive or a predetermined gear ratio between the electric motor-generator and engine. The electric motor-generator is preferably an integrated electric motor and generator. The engine is preferably a combustion engine.

The present invention provides a selectable one-way rocker clutch assembly having an inner race disposed radially within an outer race, first and second plurality of rockers, a selector ring and an apply plate. The inner race defines a plurality of pockets configured to operatively retain the first and second plurality of rockers. The first plurality of rockers is configured to resist rotation of the outer race relative to the inner race in a first direction. The second plurality of rockers is configured to resist rotation of the outer race relative to the inner race in a second direction. The selector ring is disposed radially between the inner race and outer race. The apply plate is configured to engage with the selector ring and, in so doing, rotate the selector ring to thereby selectively retract the first and/or second plurality of rockers and thus control the state of the rocker clutch assembly.

A dual mode one-way torque transmitting device includes an inner race having a first plurality of notches spaced about an axis. An intermediate race includes a second plurality of notches spaced about the axis, a first plurality of pockets spaced about the axis, and a first plurality of rockers, each rocker being located in a pocket of the intermediate race. A spring urges each rocker toward engagement with a notch on the inner race. An outer race includes a second plurality of pockets spaced about the axis, a second plurality of rockers, each rocker being located in a pocket on the outer race, and a plurality of actuators, each actuator alternately engages and disengages a rocker on the outer race and a notch on the intermediate race.

The present invention provides an improved fluid management system for dual and other multiple clutch assemblies having fluid-operated pistons and fluid operated balance chambers offsetting the undesired pressures exerted by fluids within the piston chamber induced by centrifugal forces. Among other improvements, the system provides an effective and cost efficient arrangement of fluid supply channels and supply openings capable of maintaining desired fluid levels in the balance chambers under low, otherwise insufficient, flow rate conditions. In another aspect, the system provides a reservoir for the balance chambers under conditions where the fluid flow is stopped or interrupted.

An overrunning coupling assembly includes a notch plate and an annular coupling pocket plate positioned in face-to-face relationship with respect to each other along a common axis. The pocket plate has strut pockets disposed at angularly spaced positions about the common axis. The notch plate has notch recesses at angularly spaced positions about the common axis and positioned in juxtaposed relationship with respect to the strut pockets. Torque-transmitting struts are positioned in each of the strut pockets. Each strut has first and second ears at one edge thereof for enabling pivotal motion of the struts about an ear axis intersecting the ears. The opposite edge of each strut is movable between disengaged and engaged positions with respect to one of the notch recesses whereby one-way torque transfer may occur between the plates. A lubricant flows between the notch plate and pocket plate. A spring is positioned in each strut pocket and biases the respective strut toward the notch plate. Each spring engages the respective strut intermediate the ear axis and the opposite edge. Each strut pocket provides sufficient clearance forward of the respective opposite edge of the strut to allow forward sliding movement of the respective strut during overrunning to cause the engagement of the respective spring and strut to occur nearer the ear axis, thereby reducing the length of a moment arm about which the spring acts upon the strut which enables frictional forces of the flowing lubricant to hold the strut in its disengaged position to prevent the strut from slapping against the notch recesses as the notch plate and pocket plate are respectively counterrotated.

A controllable overrunning coupling assembly includes a control member mounted for controlled shifting movement between a first pair of coupling faces of first and second coupling members relative to reverse pockets formed in one of the coupling faces. The first pair of coupling faces oppose each other and are oriented to face axially along a common rotational axis. The control member is operable for controlling position of only reverse struts in the reverse pockets without controlling the position of forward rockers in forward pockets formed in a coupling face of a second pair of coupling faces of the coupling members that oppose each other and are oriented to face radially with respect to the rotational axis.

An overrunning coupling assembly includes a control element mounted for controlled shifting movement between coupling faces of annular coupling members relative to a first set of pockets in the first member. The control element is operable for controlling position of only reverse struts in the first set of pockets without controlling the position of forward struts in a second set of pockets in the coupling face of the second member. The control element allows at least one of the reverse struts to engage at least one of a set of locking formations on the coupling face of the second coupling member in a first position of the control element. The control element maintains the reverse struts in their pockets in a second position of the control element.

An overrunning clutch assembly includes a first ring having pockets spaced mutually about an axis, rockers each located in a pocket, springs each urging a rocker to pivot in a respective pocket, and first notches arranged around the axis. A second ring includes second pockets spaced mutually about the axis, second rockers each located in a second pocket such that at least one second rocker is engageable with a notch, second springs each urging a second rocker toward engagement with a notch, and second notches around the axis, at least one rocker being engageable with at least one second notch. A control member moves about the axis alternately to prevent the first rockers from engaging the second notches and to permit the first rockers to engage the second notches.

An overrunning coupling assembly includes a notch plate and an annular coupling pocket plate positioned in face-to-face relationship with respect to each other along a common axis. The pocket plate includes strut pockets disposed at angularly spaced positions about the axis. The notch plate includes notch recesses at angularly spaced positions about the common axis and positioned in juxtaposed relationship with respect to the strut pockets. The notch plate includes an inner circumferential rail at a radially inward side of the notch recesses and an outer circumferential rail at a radially outward side of the notch recesses. Torque-transmitting struts are positioned in the strut pockets. Each strut has first and second ears at one edge thereof for enabling pivotal motion of the struts about an ear axis intersecting the ears. The opposite edge of each strut is engageable with one of the notch recesses whereby one-way torque transfer may occur between the plates. Each opposite edge has first and second corners. Each strut pocket is sufficiently enlarged to allow pivotal movement of each strut about a strut axis which is parallel with the common axis, thereby enabling one of the first and second corners to be selectively supported by one of the inner and outer circumferential rails to prevent the struts from slapping against the notch recesses as the notch plate and pocket plate are respectively counterrotated.

A bi-directional overrunning clutch is disclosed for controlling torque transmission between a secondary drive shaft and secondary driven shafts. The overrunning clutch includes a pinion input shaft in a differential housing that engages with a clutch housing rotatably disposed within the differential housing. At least one race is located adjacent to the clutch housing and is engaged with an output shaft. A cage is located between the race and the clutch housing. The cage is movable with respect to the clutch housing. A <DEL-S DATE="20030304" ID="DEL-S-00001"/>first<DEL-E ID="DEL-S-00001"/> coil is mounted within the differential housing adjacent to the cage and is adapted to produce an electromagnetic field when energized which causes the cage to drag with respect to the clutch housing. The dragging of the cage with respect to the clutch housing positions <INS-S DATE="20030304" ID="INS-S-00001"/>rolls within <INS-E ID="INS-S-00001"/>the cage to engage the clutch housing with the race when wheels on a primary drive shaft lose traction. <DEL-S DATE="20030304" ID="DEL-S-00002"/>A<DEL-E ID="DEL-S-00002"/> <INS-S DATE="20030304" ID="INS-S-00002"/>If desired a <INS-E ID="INS-S-00002"/>second coil <DEL-S DATE="20030304" ID="DEL-S-00003"/>is<DEL-E ID="DEL-S-00003"/> <INS-S DATE="20030304" ID="INS-S-00003"/>may be <INS-E ID="INS-S-00003"/>mounted within the differential housing adjacent <DEL-S DATE="20030304" ID="DEL-S-00004"/>adjacent<DEL-E ID="DEL-S-00004"/> to the cage. The second coil is adapted to produce an electromagnetic field when energized which advances cage with respect to the clutch housing causing the clutch housing to engage with the races. When the second coil is activated, the output shaft drives the pinion input shaft producing engine braking. An electronic control system is utilized to control the energizing of the coils.

The overrunning radial coupling assembly or clutch and a method of controlling the engagement of inner and outer plates or members of the assembly are provided wherein adjacent engaging radial locking pawls are selectively controlled by a single, rotatable control plate or element to obtain full lock, one-way lock and one-way overrun conditions. The assembly includes free-floating, forward pawls and free-floating, reverse pawls adjacent to their respective forward pawls. The forward and reverse pawls are movable between a notch-engaging, engaged position (i.e., full lock condition) and a disengaged position in which the outer member is permitted to free-wheel relative to the inner member in the one-way overrun condition in one direction about a first axis and the outer member is locked to the inner member in the one-way lock condition in the opposite direction. A number of different embodiments of the assembly and method are provided.

A motor unit comprises a housing for containing a motor, a motor shaft for receiving a motor provided driving force, a torque sensor mechanism for detecting torque, and a controller for controlling power to the motor in response to a detected amount of torque. An actuator couples the torque sensor to a sensor of the controller. The actuator is configured to move relative to the controller sensor thereby causing the sensor to produce a signal indicative of the detected level of torque. The controller is contained within the housing of the motor. The motor unit may also have an auxiliary shaft for receiving an externally provided driving force with a first torque transmission path for transferring the externally provided driving force to a drive mechanism and a second torque transmission path for transferring the motor provided driving force to said drive mechanism. A first one way drive means is provided in the first torque transmission path between the auxiliary shaft and the drive mechanism such that when the drive mechanism is being driven by the motor provided driving force through the second torque transmission path, the auxiliary shaft is able to freewheel. The motor unit can drive any apparatus, but may be used in a pedal driven apparatus such as a bicycle where an externally provided driving force is provided by manually operable pedals of said apparatus which are fixed for rotation with the auxiliary shaft. In this case, the auxiliary shaft comprises a pedal spindle of the bicycle and the drive mechanism comprises a sprocket or belt drive.

A clutch including: a first piston displaceable to operate a clutch pack; a second piston; a first fluid chamber partially formed by the pistons, wherein the second piston is displaceable by fluid pressure in the first fluid chamber; and a locking means fixable by the second piston to hold the pack closed. In a preferred embodiment, the locking means includes at least one displaceable ball. In another preferred embodiment, in response to a loss of fluid pressure in the first chamber, the second piston is displaceable to enable displacement of the locking means to open the pack. In a further preferred embodiment, the clutch includes a second chamber, separate from the first chamber and partially formed by the first piston. The first piston is displaceable in response to fluid pressure in the second chamber. The pack remains closed after a loss or reduction of fluid pressure in the second chamber.

The magnitude of torque which can be transmitted by a bypass clutch between the housing and the turbine of a torque converter between a prime mover, such as an engine, and an automatic transmission in the power train of a motor vehicle is selectively regulatable by a computerized regulating unit. The regulation involves the transmission of torque by the clutch in dependency upon the magnitude of the torque being transmitted by the output element of the engine and ascertaining as well as adaptively applying to the clutch a variable force so that the clutch can transmit a predetermined torque. This entails automatic selection of a minimum slip between a torque receiving and a torque transmitting part of the power train. Compensation, particularly long-range compensation, is carried out for the existence of possible differences between the predetermined and actual torques being transmitted by the clutch.