U.S. patent application number 10/318519 was filed with the patent office on 2004-06-17 for one-way clutch assembly having integrated damping.
Invention is credited to Kremer, John M..
Application Number | 20040112703 10/318519 |
Document ID | / |
Family ID | 32325970 |
Filed Date | 2004-06-17 |
United States Patent
Application |
20040112703 |
Kind Code |
A1 |
Kremer, John M. |
June 17, 2004 |
ONE-WAY CLUTCH ASSEMBLY HAVING INTEGRATED DAMPING
Abstract
A clutch assembly (10) having an inner race (12), an outer race
(14), and an engagement mechanism (16) disposed between the inner
and outer races. The engagement mechanism (16) is operable to move
between a disengaged position wherein the inner and outer races may
freely rotate in one direction relative to one another and an
engaged position wherein in the inner and outer races are locked so
as to translate torque therebetween in the opposite rotational
direction. The inner race (12) and outer race (14) may be defined
by a plurality of plates (18, 22) and layers of elastomer (20, 24)
that are disposed between adjacent plates in laminated fashion. The
inner race and/or outer race may further include at least one
bearing surface through which a force may be translated. The
bearing surface is defined by a plurality of plates (70, 76) that
are offset relative to an adjacent plate by a predetermined
distance. The elastomeric layer (20, 24) allows movement of the
offset plate (70, 76) in the direction of a force acting on the
bearing surface such that the offset plates (70, 76) and the
elastomeric layers (20, 24) act to absorb energy and dampen noise
and vibration when the bearing surface is subjected to a force.
Inventors: |
Kremer, John M.; (Sterling
Heights, MI) |
Correspondence
Address: |
BORGWARNER, INC.
POWERTRAIN TECHNICAL CENTER
3800 AUTOMATION AVENUE SUITE 100
AUBURN HILLS
MI
48326
US
|
Family ID: |
32325970 |
Appl. No.: |
10/318519 |
Filed: |
December 12, 2002 |
Current U.S.
Class: |
192/46 ; 192/207;
192/45.1 |
Current CPC
Class: |
F16D 41/12 20130101 |
Class at
Publication: |
192/046 ;
192/045.1; 192/207 |
International
Class: |
F16D 011/00 |
Claims
We claim:
1. A clutch assembly (10) comprising: an inner race (12), an outer
race (14), and an engagement mechanism (16) disposed between said
inner race (12) and said outer race (14), said engagement mechanism
(16) operable to move between a disengaged position wherein said
inner and outer races may freely rotate in one direction relative
to one another and an engaged position wherein said inner and outer
races are locked so as to translate torque therebetween in the
opposite rotational direction; said inner race (12) defined by a
plurality of plates (18) and layers of elastomer (20) disposed
between adjacent plates in laminated fashion, said inner race (12)
further including at least one bearing surface through which a
force may be translated, said bearing surface defined by a
plurality of plates (70) that are offset relative to an adjacent
plate by a predetermined distance, said elastomeric layer (20)
allowing movement of said offset plate (70) in the direction of a
force acting on said bearing surface such that said offset plates
(70) and elastomeric layers (20) act to absorb energy and dampen
noise and vibration when said bearing surface is subjected to a
force.
2. A clutch assembly (10) as set forth in claim 1 wherein said
inner race (12) includes a plurality of teeth (34) formed on the
outer circumference (36) of said inner race (12), said at least one
bearing surface including a flank (38) defined on each of said
plurality of teeth (34), each flank (3 8) adapted to transmit a
force between said inner race (12) and said outer race (14) through
said engagement mechanism (16).
3. A clutch assembly (10) as set forth in claim 1 wherein said
engagement mechanism (16) includes a plurality of pawls (32)
moveable between a disengaged position wherein said inner race and
said outer race are freely rotatable relative to one another and an
engaged position wherein at least one of said pawls (32) are in
force transmitting contact with at least one flank defined on at
least one of said plurality of teeth (34) and wherein said offset
plates (70) moves relative to said elastomer so as to reduce the
amount of offset thereby absorbing the energy of the force and
dampening noise and vibration.
4. A clutch assembly (10) as set forth in claim 1 wherein said
inner race (12) includes a plurality of splines (26) adapted to
cooperate in force transmitting manner with a corresponding splined
member, at least one of said splines (26) including said bearing
surface through which force may be transmitted wherein said offset
plates (70) moves relative to said elastomer so as to reduce the
amount of offset thereby absorbing the energy of the force and
dampening noise and vibration.
5. A clutch assembly (10) as set forth in claim 1 wherein said
inner race (12) includes a plurality of splines (26) adapted to
cooperate in force transmitting manner with a corresponding spline
member, each of said splines (26) including at least one of said
bearing surfaces through which force may be transmitted wherein
said offset plates (70) moves relative to said elastomer so as to
reduce the amount of offset thereby absorbing the energy of the
force and dampening noise and vibration.
6. A clutch assembly (10) comprising: an inner race (12), an outer
race (14), and an engagement mechanism (16) disposed between said
inner race and said outer race, said engagement mechanism (16)
operable to move between a disengaged position wherein said inner
and outer races may freely rotate in one direction relative to one
another and an engaged position wherein said inner and outer races
are locked so as to translate torque therebetween in the opposite
rotational direction; said outer race (14) defined by a plurality
of plates (22) and layers of elastomer (24) disposed between
adjacent plates in laminated fashion, said outer race (14) further
including at least one bearing surface through which a force may be
translated, said bearing surface defined by a plurality of plates
(76) that are offset relative to an adjacent plate by a
predetermined distance, said elastomeric layer allowing movement of
said offset plates (76) in the direction of a force acting on the
bearing surface such that said offset plates (76) and elastomeric
layers (24) act to absorb energy and dampen noise and vibration
when said bearing surface is subjected to a force.
7. A clutch assembly (10) as set forth in claim 6 wherein said
outer race (14) includes a plurality of pockets (30) formed on the
inner circumference (40) of said outer race (14), each pocket (30)
including a leading end (42) and a trailing end (44), said at least
one bearing surface including said trailing end (44) such that each
trailing end (44) is adapted to transmit a force between said inner
race and said outer race through said engagement mechanism.
8. A clutch assembly (10) as set forth in claim 7 wherein said
engagement mechanism (16) includes a plurality of pawls (32)
moveably supported by said pockets (30) between a disengaged
position wherein said inner race (12) and said outer race (14) are
freely rotatable relative to one another and an engaged position
wherein at least one of said pawls (32) are in force transmitting
contact with said trailing end (44) of said pocket (30) and said
inner race (12) and wherein said offset plates (76) move relative
to said elastomer (24) so as to reduce the amount of offset thereby
absorbing the energy of the force and dampening noise and
vibration.
9. A clutch assembly (10) as set forth in claim 1 wherein said
outer race (14) includes a plurality of splines (28) adapted to
cooperate in force transmitting manner with a corresponding splined
member, at least one of said splines (28) including said bearing
surface through which force may be transmitted wherein said offset
plates (76) moves relative to said elastomer (24) so as to reduce
the amount of offset thereby absorbing the energy of the force and
dampening noise and vibration.
10. A clutch assembly (10) as set forth in claim 1 wherein said
outer race (14) includes a plurality of splines (28) adapted to
cooperate in force transmitting manner with a corresponding spline
member, each of said splines (28) including at least one of said
bearing surfaces through which force may be transmitted wherein
said offset plates (76) moves relative to said elastomer so as to
reduce the amount of offset thereby absorbing the energy of the
force and dampening noise and vibration.
Description
BACKGROUND OF THE INVENTION
[0001] 1. Field of the Invention
[0002] The present invention relates, generally, to clutch
assemblies and, more specifically, to a one-way clutch assembly
having an integrated damping feature.
[0003] 2. Description of the Related Art
[0004] Generally speaking, land vehicles require three basic
components. These components include a power plant (such as an
internal combustion engine), a power train and wheels. The power
train's main component is typically referred to as the
"transmission." Engine torque and speed are converted in the
transmission in accordance with the tractive-power demand of the
vehicle. Transmissions include one or more gear sets, which may
include an inner gear, intermediate planet or pinion gears which
are supported by their carriers, and outer ring gears. Various
components of the gear sets are held or powered to change the gear
ratios in the transmission.
[0005] One-way clutches are frequently employed in transmissions,
transfer cases, and differentials to selectively transmit torque in
one rotational direction, but not in the opposite rotational
direction. To this end, one-way clutches typically include an inner
race, an outer race, and an engagement mechanism disposed
therebetween. The inner race is typically splined to a shaft or hub
and the outer race is often connected to a transmission case,
clutch hub, or stator assembly via splined connection. The
engagement mechanism is operable to lock the inner and outer races
together thereby transmitting torque in one relative direction. The
engagement mechanism is further operable to allow freewheeling
rotation between the inner and outer races in the opposite
rotational direction. Engagement mechanisms commonly used in
one-way clutches of the related art include pawls, sprags, and
rollers. A cage, along with biasing members, such as springs, are
also sometimes employed to retain the pawls, sprags, or rollers
between the inner and outer races as well as to selectively assist
in the change of operational modes between torque translation and
freewheeling actuation of the clutch, depending on the direction of
rotation between the inner and outer races.
[0006] As noted above, one-way clutches of this type have been
employed in numerous applications in transmission, transfer cases,
and differentials. For example, one-way clutches have been employed
in conjunction with multiple friction clutches and planetary gear
sets to effect low and reverse gear ratios in conventional
transmissions. One-way clutches have also been employed in transfer
cases that provide full time, part time, and "on demand" four wheel
drive (4WD) capabilities. In these situations, the one-way clutch
is typically disposed between the primary driveline and the
secondary driveline. When the primary drive line attempts to over
speed the secondary drive line, as will occur, for example, where
the rear wheel is supported on a slick surface, such as ice and is
spinning and the front wheels are solidly supported, the one-way
clutch engages and transfers torque to the slipping wheel. In this
way, 4WD is achieved, but in this case, only under circumstances
that require it.
[0007] The one-way overrunning clutches of the related art are, for
the most part, designed to be self-actuating. Thus, the clutches
are designed to automatically shift between a locked-up mode
wherein the inner and outer races are either held stationary or
rotate together and a freewheeling mode wherein the inner and outer
races freely rotate relative to one another. While the one-way
clutches known in the related art have generally worked well for
their intended purposes, they also have certain physical
limitations and drawbacks.
[0008] For example, the inner and outer races may have to rotate
over a relatively large angular distance while transitioning from
the freewheeling mode to the locked-up mode. This angular distance
is generally referred to in the related art as "backlash." Backlash
can result in unacceptable levels of noise and vibration as the
engagement mechanism is deployed for torque translation between the
inner and outer races. Generally speaking, the greater the backlash
or angular distance traveled before engagement, the greater the
noise and vibration generated during the transition from
freewheeling to locked-up modes. Thus, excessive backlash causes
undesirable driveline vibration and noise and ultimately results in
a reduction in mechanical life due to the sometimes severe,
repetitive impact forces that are generated during the operation of
a one-way clutch employed, for example, in an automotive
driveline.
[0009] Accordingly, there remains a need in the art for a one-way
clutch that is capable of efficiently, effectively, and smoothly
transitioning between a freewheeling mode of operation and, a
locked-up mode of operation. In addition, there remains a need in
the art for such a one-way clutch that also dampens or attenuates
the noise and vibration that are generated during this transition
using clutches known in the related art.
SUMMARY OF THE INVENTION
[0010] The disadvantages in the related art are overcome in the
clutch assembly of the present invention having an inner race, an
outer race, and an engagement mechanism disposed between the inner
and outer races. The engagement mechanism is operable to move
between a disengaged position wherein the inner and outer races may
freely rotate in one direction relative to one another and an
engaged position wherein in the inner and outer races are locked so
as to translate torque therebetween in the opposite rotational
direction. The inner race is defined by a plurality of plates and
layers of elastomer that are disposed between adjacent plates in
laminated fashion. The inner race further includes at least one
bearing surface through which a force may be translated. The
bearing surface is defined by a plurality of plates that are offset
relative to an adjacent plate by a predetermined distance. The
elastomeric layer allows movement of the offset plate in the
direction of a force acting on the bearing surface such that the
offset plates and the elastomeric layers act to absorb energy and
dampen noise and vibration when the bearing surface is subjected to
a force.
[0011] Alternatively, or in addition to the laminated inner race,
the outer race may similarly be defined by a plurality of plates
and layers of elastomer that are disposed between adjacent plates
in laminated fashion. The outer race may therefore include at least
one bearing surface through which a force may be translated. The
bearing surface is defined by a plurality of plates that are offset
relative to an adjacent plate by a predetermined distance. The
elastomeric layer allows movement of the offset plate in the
direction of a force acting on the bearing surface such that the
offset plates and elastomeric layers act to absorb energy and
dampen noise and vibration when the bearing surface is subjected to
a force.
[0012] In this way, even in circumstances where the clutch assembly
includes a certain amount of "backlash," the bearing surfaces on
the inner and/or outer races act to dampen or attenuate the noise
and vibrations that are generated when the clutch is transitioned
between its overrunning or freewheeling mode to its locked-up mode.
Furthermore, the bearing surfaces may be formed on any suitable
force transmitting surface or surfaces located on the inner and/or
outer race. Accordingly, the bearing surfaces may be located at the
inner splined surface of the inner race, the teeth formed on the
outer circumference of the inner race, at strategic locations
formed in the pocket defined on the inner circumference of the
outer race as well as the outer splined surface of the outer race.
Furthermore, those having ordinary skill in the art will appreciate
that the bearing surface is not required to be deployed on every
force transmitting surface of the clutch assembly but may be
strategically employed at selective location to attenuate noise and
vibration that is generated during normal operations of a one-way,
overrunning clutch assembly. In this way, the one-way clutch
assembly of the present invention is capable of efficiently,
effectively, and smoothly transitioning between a freewheeling mode
of operation and a locked-up mode of operation while, at the same
time, reducing or dampening the noise and vibration that is
generated during this transition.
BRIEF DESCRIPTION OF THE DRAWINGS
[0013] Other objects, features and advantages of the present
invention will be readily appreciated as the same becomes better
understood after reading the subsequent description taken in
connection with the accompanying drawings.
[0014] FIG. 1 is a cross-sectional side view of the one-way clutch
assembly of the present invention showing the clutch assembly
operating in its locked-up mode with the mechanism in its engaged
position;
[0015] FIG. 1A is an enlarged side view illustrating a pawl of the
engagement mechanism deployed in torque translating disposition
between the inner race and the outer race;
[0016] FIG. 2 is a cross-sectional side view of the one-way clutch
assembly of the present invention showing the clutch assembly
operating in its freewheeling mode with the engagement mechanism in
its disengaged position;
[0017] FIG. 3 is an enlarged side view of the inner race of the
clutch assembly of the present invention;
[0018] FIG. 4 is a view taken substantially along line 4--4 of FIG.
3 and illustrating a bearing surface on the inner race;
[0019] FIG. 5 is an enlarged view of the splines located at the
inner circumferential diameter of the inner race and illustrating
another bearing surface on the inner race;
[0020] FIG. 6 is a cross-sectional side view of the inner race
taken substantially along lines 6--6 of FIG. 3;
[0021] FIG. 7 is an enlarged side view of the outer race of the
clutch assembly of the present invention;
[0022] FIG. 8 is a cross-sectional view taken substantially along
lines 8--8 of FIG. 7 and illustrating a bearing surface defined on
the outer race;
[0023] FIG. 9 is an enlarged view of the spline defined on the
outer circumference of the outer race and illustrating another
bearing surface; and
[0024] FIG. 10 is a cross-sectional side view of the outer race
taken substantially along lines 10--10 of FIG. 7.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENT(S)
[0025] A clutch assembly of the present invention is generally
indicated at 10 in FIGS. 1 and 2, where like numerals are used to
designate like structure throughout the drawings. In the preferred
embodiment illustrated in these figures, the clutch assembly is a
one-way overrunning clutch. The clutch assembly 10 is particularly
adapted for use as a component of drivelines of land-based
vehicles, such as in transmissions, transfer cases, differentials,
torque converters, and the like. However, those having ordinary
skill in the art will appreciate that the clutch assembly of the
present invention may be employed in numerous applications.
[0026] With continuing reference to FIG. 1, the clutch assembly 10
of the present invention includes an inner race, generally
indicated at 12, an outer race, generally indicated at 14, and an
engagement mechanism, generally indicated at 16, that is supported
between the inner and outer races. The engagement mechanism 16 is
operable to move between a disengaged position shown in FIG. 2 and
an engaged position shown in FIG. 1. In the disengaged position,
the inner and outer races 12, 14, respectively may freely rotate
relative to one another in one direction. In the engaged position,
the inner and outer races 12, 14 are locked so as to translate
torque therebetween in the opposite rotational direction from which
it freewheels. Either one of or both of the inner and outer races
12, 14 may be defined by a plurality of plates and layers of
elastomer that are disposed between adjacent plates in laminated
fashion. Thus, as illustrated in FIG. 6, the inner race 12 includes
a series of plates 18 with layers of elastomer 20 sandwiched
therebetween. Similarly, as shown in FIG. 10, the outer race 14 may
include a plurality of plates 22 with layers of elastomer 24
sandwiched therebetween. The elastomer 20,24 employed between the
plates 18 and 20 of the laminated inner and outer races 12, 14,
respectively, may be of any suitable type such as neoprene,
nitrile, and butyl. Those having ordinary skill in the art will
appreciate that many different types and kinds of elastomers maybe
used and that the exact composition of the elastomer employed for
this purpose is not critical to the invention. The purpose of the
laminated structure of the inner and outer races 12, 14 will be
described in greater detail below.
[0027] The inner race 12 includes a plurality of splines 26 formed
about the inner circumference thereof. The splines 26 are adapted
to cooperate in force transmitting manner with a corresponding
splined member such as a hub or a shaft (not shown). Similarly, the
outer race 14 includes a plurality of splines 28 formed on the
outer circumference thereof. The splines 28 on the outer race 14
are adapted to cooperate in force transmitting manner with a
corresponding splined member such as a transmission case, clutch
hub, or stator assembly (not shown but commonly known in the
art).
[0028] As best shown in FIGS. 1 and 7, the engagement mechanism 16
includes a plurality of pockets, generally indicated at 30 and a
corresponding plurality of pawls, generally indicated at 32. In
addition, as best shown in FIG. 3, the engagement mechanism 16
includes a plurality of teeth, generally indicated at 34. In the
preferred embodiment illustrated in these figures, the teeth 34 are
formed on the outer circumference 36 of the inner race 12. Each
tooth defines a flank 38. On the other hand, the plurality of
pockets 30 are formed on the inner circumference 40 of the outer
race 14. However, those having ordinary skill in the art will
appreciate from the description that follows that the teeth 34 may
be formed on the outer race 14 and the pockets 30 may be formed on
the inner race 12 without departing from the scope of the present
invention.
[0029] The pawls 32 act to translate torque between the inner and
outer races 12, 14 in one rotational direction. This occurs when
the pawls 32 are disposed in their engaged position (FIG. 1 and
1A). The specific structure of the pawls 32 and pockets 30 as well
as the interaction of the engagement mechanism 16 between the inner
and outer races 12, 14 that provides this functionality will be
discussed in greater detail below.
[0030] Referring now to FIGS. 1A and 7, additional details of the
preferred embodiment of the engagement mechanism 16 will be
addressed. More specifically, each pocket 30 defines a leading end
42, a trailing end 44. In addition, each of the plurality of
pockets 30 defines a ramp surface 46. A back portion 48 is defined
adjacent to the trailing end 44 and a cradle portion 50 is defined
between the back portion 48 and the leading end 42 of the pocket
30. An inner recess 52 is formed between the leading end 42 and the
cradle portion 50. A biasing member 54 is supported within the
inner recess 52 as will be described in greater detail below.
[0031] As alluded to above, each of the pawls 32 is moveably
supported in a corresponding pocket 30 between an engaged position
(FIG. 1A) and a disengaged position (FIG. 2). However, those having
ordinary skill in the art will appreciate that not all pawls are
deployed in the engaged position at one time. Rather, as
illustrated in FIG. 1, only one pawl may be deployed in torque
translating disposition at any given time. Alternatively, more than
one pawl may also be deployed at the same time. When a pawl 32 is
disposed in its engaged position, it provides torque translation
between the inner and outer races 12, 14 in one rotational
direction. On the other hand, when a pawl 32 is disposed in its
disengaged position, torque translation between the inner and outer
races is interrupted in the one rotational direction. To this end,
each of the pawls 32 includes a leading edge 56 and a trailing edge
58 formed on opposite sides of the pawls 32. The leading edge 56 of
the pawls 32 engages the teeth 34 defined on the outer
circumference 36 of the inner race 12 so as to translate torque
between the inner and outer races in one rotational direction when
the pawls 32 are in their engaged position. On the other hand, the
leading edge 56 of the pawls 32 is disposed in non-contacting
relationship with the teeth 34 so that torque translation is
interrupted between the inner and outer races when the pawls 32 are
in their disengaged position.
[0032] As best shown in FIG. 2, the trailing edge 58 of each pawl
32 is supported by the ramp surface 46 when the pawl 32 is in its
disengaged position. The trailing edge 58 is adapted to slidingly
move relative to the ramp surface 46 defined in the pocket 30 as
the pawl 32 is moved from its disengaged position to its engaged
position as illustrated in FIG. 1 and 1A.
[0033] In addition, each pawl 32 also includes a top portion 62
that corresponds to the back portion 48 defined in each pocket. The
top portion 62 is in contacting relationship with the back portion
48 of the pocket 30 when the pawl 32 is moved to its engaged
position. A biased surface 64 is defined proximate to the leading
edge 56 and a ridge portion 66 is defined between the biased
surface 64 and the top portion 62 of the pawl 32. The biasing
member 54 that is supported within the inner recess 52 of the
pocket 30 acts on the biased surface 64 of the pawl to bias the
pawl 32 toward the engaged position as illustrated in FIGS. 1 and
IA. The ridge portion 66 on each pawl 32 is adapted to be generally
received in the cradle portion 50 of the pocket 30 so as to
facilitate pivotal movement of the pawl 32 between the engaged and
disengaged positions. A bottom surface 68 extends between the
leading edge 56 and the trailing edge 58 of the pawl 32 opposite
the top portion 62 and the biased surface 64.
[0034] Furthermore, while the pawls 32 may have any suitable
geometric shape, as illustrated, for example, in FIGS. 1-2, the
pawls 32 have a generally triangular shape when viewed from the
side. The pawls 32 are supported in circumferentially spaced
orientation about the rotational axis A of the clutch assembly 10.
In addition, each pawl 32 defines a longitudinal axis that extends
in the direction of the rotational axis A. In the preferred
embodiment, the biasing member 54 is a Z-shaped spring having a
longitudinal axis which corresponds to the longitudinal axis of the
associated pawl 32 and is disposed within the inner recess 52 so as
to be substantially parallel with the rotational axis A of the
clutch assembly 10. However, those having ordinary skill in the art
will appreciate that any number of biasing members known in the
related art may be suitable for this purpose.
[0035] The laminated inner race 12 of the clutch assembly 10 of the
present invention further includes at least one bearing surface
through which a force may be translated. In this case, the bearing
surface is defined by a plurality of plates 70 that are offset
relative to an adjacent plate 18 by a predetermined distance. The
elastomeric layer 20 located between adjacent plates 18, 70 allows
movement of the offset plate 70 in the direction of a force acting
on the bearing surface. In this way, the offset plates 70 and
elastomeric layers 20 in the laminated inner race 12 act to absorb
energy and dampen noise and vibration when the bearing surface is
subjected to a force. More specifically, and in one representative
example illustrated in FIGS. 3 and 4, the bearing surface may be
defined at the flank 38 located on one or more of the teeth 34
formed on the outer circumference 36 of the inner race 12. As
illustrated in FIG. 4, every other plate in the laminated inner
race 12 includes or terminates in an offset portion "X". However,
those having ordinary skill in the art will appreciate that the
inner race 12 may include additional offset plates 70 than those
illustrated in FIG. 4 and, similarly, may include less offset
plates 70 as illustrated in this figure without departing from the
scope of the present invention.
[0036] As noted above, each flank 38 is adapted to transmit a force
between the inner race 12 and the outer race 14 through the
engagement mechanism 16. When the engagement mechanism 16 is
disposed in its engaged position, at least one of the pawls 32 is
in force transmitting contact with at least one of the flanks 38.
The leading edge 56 of the pawl 22 engages the tooth 34 at the
location of the flank 38. In this operative mode, the offset plates
70 move relative to the elastomer 20 so as to reduce the amount of
offset "X" thereby absorbing the energy of the force and dampening
the noise and vibration that may otherwise occur at the interaction
of the pawl 32 and the tooth 34.
[0037] Alternatively, and referring now to FIGS. 3 and 5, at least
one of the splines 26 formed on the inner circumference of the
laminated inner race 12 may include a bearing surface. However,
those having ordinary skill in the art will appreciate that a
plurality of the splines 26 may include the bearing surface through
which force may be transmitted. In this case, the offset plates 70
of the bearing surface move relative to the elastomer 20 so as to
reduce the amount of offset "X" thereby absorbing the energy of the
force acting through the splines 26 and dampening noise and
vibration generated during the operation of the clutch
assembly.
[0038] On the other hand, and as noted above, the outer race 14 may
be formed of a laminated construction. In this case, the outer race
14 may further include at least one bearing surface through which a
force may be translated. The bearing surface is defined by a
plurality of plates 76 that are offset relative to an adjacent
plate 22 by a predetermined distance. The elastomeric layer 24
allows movement of the offset plate 76 in a direction of the force
acting on the bearing surface such that the offset plates 76 and
the elastomeric layers 24 act to absorb energy and dampen noise and
vibration when the bearing surface is subjected to a force. The
bearing surface may be located at a number of places on the outer
race 14. For example, as best shown in FIGS. 7 and 8, the bearing
surface may be defined at the trailing end 44 of one or more
pockets 30 formed on the inner circumference 40 of the outer race
14. As illustrated in FIG. 8, every other plate in the laminated
outer race 14 includes or terminates in an offset portion 70.
However, those having ordinary skill in the art will appreciate
that the outer race 14 may include additional offset plates 76 than
those illustrated in FIG. 8 and, similarly, may include less offset
plates 76 as illustrated in this figure without departing from the
scope of the present invention.
[0039] As noted above, the trailing end 44 of the pocket 30 is
adapted to transmit a force between the inner race 12 and the outer
race 14 through the pawl 32. When the engagement mechanism 16 is
disposed in its engaged position, at least one of the pawls 32 is
disposed in force transmitting contact with the trailing end 44 of
its associated pocket 30 and the opposed tooth 34 formed on the
outer circumference 36 of the inner race 12. When the bearing
surface is formed on the trailing end 44 of the pocket 30, the
offset plates 76 move relative to the elastomer so as to reduce the
amount of offset "X" thereby absorbing the energy of the force and
dampening the noise and vibration that occurs during the operation
of the clutch assembly.
[0040] Alternatively, and as best shown in FIGS. 7 and 9, the
bearing surface may be formed on at least one of the splines 28
defined on the outer circumference of the outer race 14. However,
those having ordinary skill in the art will appreciate that the
bearing surface could be defined on a plurality of these splines
28. In either event, the offset plates 76 of the bearing surface
move relative to the elastomer 24 in response to a force
transmitted through the spline 28 to reduce the amount of offset
"X" thereby absorbing the energy of the force and dampening noise
and vibration.
[0041] In this way, even in circumstances where the clutch assembly
10 includes a certain amount of "backlash," the bearing surfaces
formed at strategic locations on the inner and/or outer races 12,
14 act to dampen or attenuate the noise and vibrations that are
generated when the clutch 10 is transitioned between its
overrunning or freewheeling mode to its locked-up mode. The bearing
surfaces may be formed on any suitable force transmitting surface
or surfaces located on the inner and/or outer race. Accordingly,
the bearing surfaces may be located at the inner splined surface 26
of the inner race 12, the teeth 34 formed on the outer
circumference 36 of the inner race 12, at strategic locations
formed in the pocket 30 defined on the inner circumference 40 of
the outer race 14 as well as the outer splined surface 28 of the
outer race 14. Furthermore, those having ordinary skill in the art
will appreciate that the bearing surface is not required to be
deployed on every force transmitting surface of the clutch assembly
but may be strategically and alternatively employed at selective
location to attenuate noise and vibration that is generated during
normal operations of a one-way, overrunning clutch assembly. In
this way, the one-way clutch assembly 10 of the present invention
is capable of efficiently, effectively, and smoothly transitioning
between a freewheeling mode of operation and a locked-up mode of
operation while, at the same time, reducing or dampening the noise
and vibration that is generated during this transition.
[0042] As will be clear from the foregoing discussion, the one-way
overrunning clutch assembly 10 may be employed in any number of
applications to provide the operational modes described above. For
example, the clutch assembly 10 may be employed in transmissions,
transfer cases, differentials, and torque converters.
[0043] The invention has been described in an illustrative manner.
It is to be understood that the terminology which has been used is
intended to be in the nature of words of description rather than of
limitation. Many modifications and variations of the invention are
possible in light of the above teachings. Therefore, within the
scope of the claims, the invention may be practiced other than as
specifically described.
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