Clutch With Inertia Control Valve

This invention relates to clutch engagement controls and more particularly to acceleration responsive clutch engagement control valves.

It is an object of this invention to provide in an improved clutch engagement control valve for modulating the clutch engagement force in response to rotary acceleration of the clutch.

It is another object of this invention to provide an improved clutch engagement control valve responsive to the acceleration of the clutch wherein the valve has one member secured for rotation at clutch input speed and a second member resiliently connected to the one member whereby relative movement occurs between the valve members upon a predetermined acceleration of the clutch to open the valve for modulating the clutch engagement pressure force thereby preventing the transmission of torsional vibrations associated with the acceleration.

These and other objects and advantages of the present invention will be more apparent from the following description and drawings in which:

FIG. 1 is a cross-sectional side view of a torque converter and lock-up clutch having a control valve therein;

FIG. 2 is a cross-sectional view taken along the line 2--2 of FIG. 1;

FIG. 3 is a partial sectional side view of a clutch and converter showing a modification of the invention; and

FIG. 4 is a view taken along the line 4--4 of FIG. 3.

Referring to the drawings, in particular FIG. 1, there is shown a torque converter, generally designated 10, having an impeller 11 which is connected to be driven directly by an engine through an input shell 12. The converter 10 also includes a turbine member 14 and a stator 16 which cooperate with the impeller 11 to provide a well known fluid drive device. The stator 16 is splined to a stationary stator shaft 18 through a one way clutch 20 in a well known manner. The turbine 14 is secured to a hub 22 which in turn is splined to a torque converter output shaft 24.

Disposed between the input shell 12 and the turbine 14 is a clutch pressure plate 26 which has secured thereto a friction lining 28 adapted to engage the input shell 12 thereby providing a direct friction drive connection between the clutch pressure plate 26 and the input shell 12. The clutch pressure plate 26 has secured thereto a conventional torsional vibration damper 30, which damper 30 is splined to the hub 22. The system described thus far is substantially a conventional lock-up clutch for a torque converter wherein fluid pressure is admitted to the chamber 32, between the turbine 14 and the clutch pressure plate 26, to engage the clutch and fluid pressure is admitted to the chamber 34, between the input shell 12 and the clutch pressure plate 26, to disengage the clutch. These types of lock-up clutches in combination with the torque converter are well known and well defined in the art and therefore it is considered that those skilled in the art will be knowledgable in the operation of such clutching arrangements.

A clutch control valve assembly 36 is secured to the clutch pressure plate 26. This is most clearly seen in FIGS. 1 and 2. The control valve 36 is comprised of a housing 38 secured to the pressure plate 26. The housing 38 has an axially extending bore 40 in which is slidably disposed a valve member 42. The valve member 42 is centrally located in the bore 40 by a pair of compression springs 44 and 46 which are maintained within the valve bore 40 by pins 48 and 50 respectively. Both ends of bore 40 are open to the chamber 32. The housing 38 has formed therein a passageway 52 which is aligned with a passage 54 formed in the pressure plate 26. As seen in FIG. 2 when the valve member 42 is spring centered the aligned passages 52 and 54 are closed from the chamber 32.

The valve 36 is disposed on the pressure plate 26 perpendicular to a radius of the pressure plate 26 such that the valve member 42 will be responsive to angular accelerations of the clutch pressure plate. Thus if the clutch pressure plate accelerates at a sufficiently high level the valve member 42 will be moved in the bore 40 relative to the housing 38 a sufficient amount to permit fluid communication between the valve bore 40 and the openings 52 and 54 thereby providing fluid communication between chambers 32 and 34. Assuming the clutch has been engaged by fluid pressure in the chamber 32, the opening of passages 52 and 54 will reduce the differential pressure across the pressure plate 26 thereby decreasing the engagement force of the clutch such that a slipping condition can occur thereby preventing the passage of torsional vibrations which are the cause of the high angular accelerations of the clutch plate 26.

The limit of change in angular acceleration which can be allowed to occur without a substantial reduction in clutch capacity is controlled by the mass of the valve 42, the spring rate of the springs 44 and 46, the amount by which the valve 42 overlaps the opening 52, the dampening provided by the viscous friction or possible bleed orifices which can be included in a valve bore 40, and the spring rate of damper 30.

In the modifications shown in FIGS. 3 and 4 substantially the same input shell 12 and clutch pressure plate 26 are utilized. The control valve however has a substantially different form that is generally designated 60. The control valve consists of a cup shaped member 62 which is secured to the clutch pressure plate 26 and a disc member 64 which is rotatably disposed relative to the cup member 62. A pair of pin members 66 and 68 are operable to maintain the proper alignment between cup member 64 and disc member 62. The pin member 66 is secured in the pressure plate 26 and cup member 62 and passes freely through a slot 70 formed in the disc member 64. The pin member 68 is secured in the clutch pressure plate 26 and cup member 62 and passes freely through a slot 72 formed in the disc member 64. The slot 72 is substantially longer and wider than the slot 70 and has disposed therein a pair of springs 74 and 76 which maintain the disc 64 in an attitude relative to the cup member 62 such that a pair of openings 78 and 80 are radially displaced from an opening 82 formed in the cup member 62 and pressure plate 26. Assuming the angular acceleration rate of the clutch remains low, the springs 74 and 76 prevent the alignment of either openings 78 or 80 with the opening 82 and thereby maintaining the maximum clutch engagement force. However should the acceleration of the clutch plate exceed a predetermined level the disc member 64 will be rotated relative to the cup member 62 a sufficient amount such that either opening 78 or 80 will be aligned with opening 82 thereby permitting fluid communication between the pressure chambers 32 and 34 such that, as described previously, the clutch engagement force will be lessened thereby preventing the transmission of torsional vibrations.

It should be recognized that the engagement control valves 36 and 60 will function either on acceleration or deceleration (negative acceleration) and for the purposes of this disclosure the term "acceleration" is used to define both positive acceleration and negative acceleration. Thus the control valve will be operable both when the engine is driving the torque converter and, during vehicle coasting, when the torque converter is driving the engine, since the connection between chambers 32 and 34 can be made by either of the control valves 36 or 60 when the flow controlling elements valve, 42 or disc 64, are moved in either direction from their central location. The amount of movement of the control elements, valve 42 and disc 64, will control the amount of opening of the inter-connecting passages 52 or 82 such that modulation of the differential clutch pressure is readily accomplished.

Obviously, many modifications and variations of the present invention are possible in light of the above teaching. It is therefore to be understood, that within the scope of the appended claims the invention may be practiced otherwise than as specifically described.