Transmission inertia brake with ball ramp actuator

• US 5,528,950 A
• Filed: 03/28/1995
• Issued: 06/25/1996
• Est. Priority Date: 03/28/1995
• Status: Expired due to Term

• Current Assignee: Eaton Corp. (Wisconsin) (Eaton Corporation PLC.)
• Original Assignee: Eaton Corp. (Wisconsin) (Eaton Corporation PLC.)
• Inventors: Genise, Thomas A., Organek, Gregory J., Markyvech, Ronald K.
• Primary Examiner(s): Lorence, Richard M.
• Application Number:
  US08/412,254
• Time in Patent Office: 455 Days
• Field of Search: 192/4 R, 192/4 A, 192/7, 192/9, 74/339
• US Class Current: 74/339
• CPC Class Codes: F16D 2023/123 Clutch actuation by cams, ramps or ball-screw mechanisms
• CPC Class Codes: F16D 27/004 with permanent magnets combined with electromagnets
• CPC Class Codes: F16D 27/115 with more than two discs, e.g. multiple lamellae
• CPC Class Codes: F16H 2003/123 using a brake
• CPC Class Codes: F16H 2061/0411 by control of shaft brakes
• CPC Class Codes: F16H 3/12 with means for synchronisation not incorporated in the clutches
• CPC Class Codes: Y10T 74/19284 Meshing assisters

Abstract

An inertia brake is coupled to a rotating shaft of a vehicle transmission where a ball ramp actuator energized by an electrical coil is used to load a clutch pack which frictionally creates a braking torque on the rotating shaft to facilitate synchronous gear engagement. A control system includes an electronic control unit and an inertia brake controller where a variety of sensors provide signals to the electronic control unit uses the sensor signals to generate a deceleration signal to the inertia brake controller which in turn generates and supplies the appropriate level of electrical current to the electrical coil which is used to energize the ball ramp actuator thereby accurately controlling the rate of shaft rotational deceleration.

Claims

1. An inertia brake for braking the rotation of a freely rotating shaft in a transmission comprising:

a transmission housing containing a plurality of shafts and gears for changing the gear ratio in a vehicle driveline;

a housing having a cavity therein, said housing attached to said transmission housing;

a transmission shaft having a plurality of gears attached thereto substantially contained within said transmission housing;

a clutch pack having a plurality of drive plates nonrotatably attached to said transmission shaft and a plurality of stationary plates attached to said transmission housing;

a ball ramp actuator for loading said clutch pack comprising;

an activation ring adjacent to said clutch pack where axial movement of said activation ring results in a loading and an unloading of said clutch pack;

a control ring disposed adjacent to said activation ring, said control ring and said activation ring having opposed faces provided with circumferentially extending grooves, said grooves as at least three opposed pairs of grooves having portions of varying depth having a maximum depth at one end and a minimum depth at an opposite end, and rolling members disposed one in each opposed pair of grooves, the grooves on said activation ring and said control ring being arranged so that relative angular movement of said activation ring and said control ring from a starting position thereof causes axial movement of said activation ring away from said control ring to axially load said clutch pack;

an armature nonrotationally coupled to said control ring, said armature having a friction plate in frictional contact with a frictional surface formed in said housing for applying an activating force to said control ring;

an electrical coil disposed adjacent to said friction plate, said friction plate being forced against said friction surface by an electromagnetic field generated by said coil.

2. The inertia brake of claim 1, wherein said rolling members are spherical in shape.

3. The inertia brake of claim 1, further comprising a thrust plate supported by said housing, and a thrust bearing disposed between said thrust plate and said control ring for absorbing thrust loads.

4. The inertia brake of claim 3, further comprising a spacer ring having a width to provide axial separation between said clutch pack and said activation ring and between said thrust bearing and said control ring for preventing inadvertent actuation of said ball ramp actuator due to frictional drag.

5. The inertia brake of claim 1, further comprising a spring plate attached to said activation ring, and a spring acting against said spring plate forcing said activation ring away from said clutch pack.

6. The inertia brake of claim 1, wherein said stationary plates are positioned in an alternating configuration with said drive plates.

7. The inertia brake of claim 6, wherein said drive plates have a front surface and a back surface both covered with a friction material where said friction material contacts said adjacent stationary plates.

8. The inertia brake of claim 1, further comprising a control system having an electronic control unit for processing a variety of sensor signals and outputing a deceleration signal to an inertia brake controller where said inertia brake controller generates a current signal that is connected to and energizes said coil.

15. The inertia brake of claim 1, wherein said friction plate contacts said friction surface at a contact angle an extension of which intersects an axis of rotation of said friction plate.

16. The inertia brake of claim 1, wherein said friction plate contacts said friction surface such that increased axial movement of said friction plate toward said coil increases said activating force on said friction plate.

17. The inertia brake of claim 16, wherein said friction plate in combination with said friction surface form a cone clutch.

9. A gearchange transmission having an inertia brake comprising:

a transmission having a transmission case with a cavity formed therein, said transmission having a first gearset carried by a rotating transmission countershaft meshed with a second gearset carried by a rotating transmission mainshaft all contained substantially within said cavity;

a clutch pack having a plurality of drive plates nonrotatably attached to said transmission countershaft and a plurality of stationary plates attached to said transmission case;

a ball ramp actuator for loading said clutch pack comprising;

an activation ring adjacent to said clutch pack where axial movement of said activation ring results in a loading and an unloading of said clutch pack;

a control ring disposed adjacent to said activation ring, said control ring and said activation ring having opposed faces provided with circumferentially extending grooves, said grooves as at least three opposed pairs of grooves having portions of varying depth having a maximum depth at one end and a minimum depth at an opposite end, and rolling members disposed one in each opposed pair of grooves, the grooves on said activation ring and said control ring being arranged so that relative angular movement of said activation ring and said control ring from a starting position thereof causes axial movement of said activation ring away from said control ring to axially load said clutch pack;

activation means for applying a braking torque to said control ring.

10. The gearchange transmission of claim 9, wherein said clutch pack is comprised of a plurality of drive plates connected to said transmission countershaft interdigitated with a plurality of stationary plates connected to said transmission case.

11. The gearchange transmission of claim 10, wherein said drive plates have a frictional material applied to a first surface and a second surface of each of said drive plates which frictionally interact with said stationary plates.

12. The gearchange transmission of claim 9, wherein said activation means comprises an armature having a friction plate coupled to said control plate where said friction plate contacts a friction surface and applies a braking torque to said control plate and wherein a coil disposed adjacent to said armature electromagnetically attracts said armature causing said friction plate to contact said friction surface.

13. The gearchange transmission of claim 12, wherein said friction surface is formed in a coil housing, where said coil housing is attached to said transmission case and has a cavity formed therein for holding said coil.

14. The gearchange transmission of claim 10, further comprising a spacer ring disposed to provide axial separation between said clutch pack and said ball ramp actuator when said ball ramp actuator is in a nonenergized state.

18. The gearchange transmission of claim 12, wherein said friction plate contacts said friction surface such that increased axial movement of said friction plate toward said coil increases said braking torque on said friction plate.

19. The gearchange transmission of claim 12, wherein said friction plate in combination with said friction surface form a cone clutch.

20. The gearchange transmission of claim 12, wherein said friction plate contacts said friction surface at a contact angle an extension of which intersects an axis of rotation of said friction plate.