Controlled power clutch

• US 4,081,065 A
• Filed: 12/23/1976
• Issued: 03/28/1978
• Est. Priority Date: 12/23/1976
• Status: Expired due to Term

• Current Assignee: Robert R. Smyth, William B. Smyth
• Original Assignee: Robert R. Smyth, William B. Smyth
• Inventors: Smyth, Robert R., Smyth, William B.
• Primary Examiner(s): King, Lloyd L.
• Application Number:
  US05/753,639
• Time in Patent Office: 460 Days
• Field of Search: 192/.032, 192/.033, 192/.076
• US Class Current: 477/176
• CPC Class Codes: B60W 10/02 including control of driveline clutches
• CPC Class Codes: B60W 10/04 including control of propulsion units
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 2050/0009 Proportional differential [PD] controller
• CPC Class Codes: B60W 2050/001 Proportional integral [PI] controller
• CPC Class Codes: B60W 2510/0291 Clutch temperature
• CPC Class Codes: B60W 2510/0638 Engine speed
• CPC Class Codes: B60W 2540/10 Accelerator pedal position
• CPC Class Codes: B60W 2710/025 Clutch slip, i.e. difference between input and output speeds
• CPC Class Codes: B60W 2710/1038 Output speed
• CPC Class Codes: B60W 30/18 Propelling the vehicle
• CPC Class Codes: B60W 30/18027 Drive off, accelerating from standstill
• CPC Class Codes: B60W 30/1819 Propulsion control with control means using analogue circuits, relays or mechanical links
• CPC Class Codes: B60Y 2200/14 Trucks; Load vehicles, Busses
• CPC Class Codes: F16D 25/087 the clutch being actuated by the fluid-actuated member via a diaphragm spring or an equivalent array of levers F16D25/085, F16D25/086 take precedence
• CPC Class Codes: F16D 2500/1025 with threaded transmission
• CPC Class Codes: F16D 2500/1028 Pneumatic
• CPC Class Codes: F16D 28/00 Electrically-actuated clutches arrangements for synchronisation F16D23/02; clutches actuated directly by means of an electromagnet F16D27/00; automatic clutches F16D43/00 - F16D45/00; external control F16D48/00
• CPC Class Codes: F16D 43/25 controlled by thermo-responsive elements
• CPC Class Codes: F16D 48/064 Control of electrically or electromagnetically actuated clutches F16D48/062, F16D48/068 take precedence

Abstract

A controlled power clutch in which a series of signals are developed to represent engine speed, engine acceleration and throttle position, as well as a signal representing the heat buildup within the clutch over a period of time. The clutch has substantially conventional mechanical components. The clutch includes a control means for controlling the engagement of the mechanical clutch elements and particularly to control the amount of partial engagement in the transition from the clutch being completely disengaged to being completely engaged, the amount of partial engagement being adjusted in response to throttle position and acceleration of the drive shaft.

Claims

1. A power controlled clutch for coupling a driven shaft to the crank shaft of an engine having an adjustable throttle comprising,

first and second engageable clutch elements, said first clutch element being connected to said crank shaft and said second clutch element being connected to said driven shaft,

control means for controlling the amount of engagement of said engageable clutch elements, said control means having a first state in which said first and second clutch elements are completely disengaged, a second state in which said first and second clutch elements are completely engaged providing a positive mechanical link between said crank shaft and said driven shaft, and a third state occurring during the transition from said first state to said second state, when said first and second engageable elements are partially engaged, said control means being operative during said third state to engage said first and second clutch elements sufficiently to maintain the speed of rotation of said drive shaft at a value in predetermined relation to the adjustment position of said throttle and the acceleration of said drive shaft.

2. A clutch in accordance with claim 1 wherein said control means further includes means for changing from said second state to said third state whenever said first and second clutch elements have been partially engaged for a sufficient time to exceed a predetermined amount of heat dissipation within said clutch.

4. A controlled clutch in accordance with claim 1 wherein said control means operates in said third state to minimize the function F, where ##EQU4## where A is a predetermined quantitative factor which

N is the engine speed,

dN/dt is the acceleration of said drive shaft, and

K is an adjustable weighting factor.

5. A controlled clutch in accordance with claim 4 and further including means for changing said control means from either said first or said second state whenever the integral value of a function

6. A controlled clutch in accordance with claim 4 wherein A varies with variations in throttle position.

3. A clutch in accordance with claim wherein said control means includes a first sensing element for sensing the rotational speed and change of rotational speed of said drive shaft and providing a first output signal proportional to the rotational speed of said driven shaft and a second output signal proportional to the acceleration of said crank shaft and wherein said control means includes means for providing an output signal which varies with variation in the adjustment of said throttle.

7. A controlled clutch for coupling a driven shaft to the crank shaft of an automotive engine having an adjustable throttle position comprising,

first and second engageable clutch elements, said first clutch element being connected to said crank shaft and said second clutch element being connected to said driven shaft, control means for controlling the engagement of said first and second clutch elements, said control means including,

an operator actuated control switch having a first position for disengagement of said clutch and a second position for re-engagement of said clutch, said control means operating in response to said switch being set to said first position to entirely disengage said first and second clutch elements, said control means operating in response to said control switch changing from said first position to said second position to partially engage said clutch elements sufficient to maintain said drive shaft at a speed of rotation in predetermined relation to the position of adjustment of said throttle and to the acceleration of said drive shaft and to thereafter completely engage said first and second clutch elements to provide a positive mechanical link between said crank shaft and said driven shaft.

8. A controlled clutch in accordance with claim 7 wherein said first and second clutch elements are driven into engagement by a linear actuator operated by an electrical motor and wherein said control means includes an electrical circuit for providing actuating current to said electric motor.

9. A controlled clutch in accordance with claim 7 wherein said control circuit includes means responsive to a condition where said crank shaft rotational speed and said throttle position have values over predetermined times sufficient to produce excessive heat absorption within said clutch, to change said first and second clutch elements from a partially engaged position to a completely disengaged position.

10. Apparatus in accordance with claim 8 wherein said control means includes a further operator actuating means allowing the operator to change the state of engagement of said first and second engageable clutch elements from being partially engaged to either being fully engaged or being fully disengaged.

11. A clutch in accordance with claim 9 wherein said control circuit provides an output signal to said operator whenever said first and second clutch elements have been partially engaged under conditions that generate excessive heat absorption within said clutch.

12. Apparatus in accordance with claim 9 and further including sensing means for providing first output signal indicating the adjustment position of said throttle, a second output signal indicative of the speed of rotation of said drive shaft and a third output signal indicative of the acceleration of said drive shaft.

13. A clutch in accordance with claim 9 wherein said control circuit additionally provides an output signal to said operator whenever the first and second clutch elements having been disengaged because of said heat absorption have dissipated sufficient heat to permit re-engagement of said first and second clutch elements.