U.S. patent application number 11/931788 was filed with the patent office on 2009-04-30 for clutch actuation system.
This patent application is currently assigned to BRP-ROTAX GMBH & CO. KG. Invention is credited to Fritz EINBOECK.
Application Number | 20090107794 11/931788 |
Document ID | / |
Family ID | 40282192 |
Filed Date | 2009-04-30 |
United States Patent
Application |
20090107794 |
Kind Code |
A1 |
EINBOECK; Fritz |
April 30, 2009 |
CLUTCH ACTUATION SYSTEM
Abstract
A multiple-disk clutch used in the power train of a motor
vehicle for transmitting power from the crankshaft of an engine to
a transmission input shaft is disclosed. The multiple-disk clutch
comprises an actuation system supported at least in part by one of
the inner and outer clutch member, and connected to a pressure
member. The multiple-disk clutch is positioned within the
multiple-disk clutch. The actuation system is adapted to overcome
the biasing force of a spring or springs and release the
compression force exerted by the pressure member on the driving and
the driven friction disks such that the friction disks are spaced
apart and power transmission through the multiple-disk clutch is
interrupted.
Inventors: |
EINBOECK; Fritz;
(Gunskirchen, AT) |
Correspondence
Address: |
OSLER, HOSKIN & HARCOURT LLP (BRP)
2100 - 1000 DE LA GAUCHETIERE ST. WEST
MONTREAL
QC
H3B4W5
CA
|
Assignee: |
BRP-ROTAX GMBH & CO. KG
Gunskirchen
AT
|
Family ID: |
40282192 |
Appl. No.: |
11/931788 |
Filed: |
October 31, 2007 |
Current U.S.
Class: |
192/70.28 |
Current CPC
Class: |
F16D 2023/123 20130101;
F16D 13/56 20130101; F16D 25/082 20130101; F16D 43/12 20130101 |
Class at
Publication: |
192/70.28 |
International
Class: |
F16D 13/46 20060101
F16D013/46 |
Claims
1- A multiple-disk clutch for transmitting power from a crankshaft
of an engine to a transmission input shaft, the multiple-disk
clutch comprising: an inner clutch member disposed on a first side
of the multiple-disk clutch and adapted to be connected to the
transmission input shaft, an outer clutch member disposed on a
second side of the multiple-disk clutch and adapted to be connected
to the crankshaft, a plurality of driving friction disks connected
to and extending away from one of the inner and outer clutch
member, a plurality of driven friction disks connected to and
extending away from the other one of the inner and outer clutch
member, the driven friction disks and the driving friction disks
being arranged alternately, the plurality of alternating driven and
driving friction disks defining a central cavity; a first pressure
member disposed in alignment with the alternating driving and the
driven friction disks and axially movable to compress the driving
and the driven friction disks together and to disengage the driven
friction disks from the driving friction disks, the first pressure
member being biased to compress the driving and driven friction
disks together by at least one spring, and an actuation system
supported at least in part by one of the inner and outer clutch
member and connected to the first pressure member, the actuation
system adapted to overcome the biasing force of the at least one
spring and release the compression force exerted by the first
pressure member on the driving and the driven friction disks such
that the friction disks are spaced apart and power transmission
through the multiple-disk clutch is interrupted.
2- A multiple-disk clutch as defined in claim 1, wherein the
actuation system is positioned at least in part within a central
cavity formed by the plurality of alternating driven and driving
friction disks.
3- A multiple-disk clutch as defined in claim 1, wherein the
actuation system includes at least two bearings sandwiched between
a first actuator plate and a second actuator plate, each actuator
plate including cavities for receiving the bearings and each cavity
including a ramping area, the actuator plates being adapted to
rotate in opposite direction such that the bearings are forced up
the ramping areas thereby pushing the actuator plates apart and
forcing the pressure member to release the compression force on the
driving and the driven friction disks.
4- A multiple-disk clutch as defined in claim 3, further comprising
a first lever shaft connected at one end thereof to the first an
actuator plate, and a second lever shaft connected at one end
thereof to the second actuator plate, the first lever shaft having
a first lever connected at the other end thereof, the second lever
shaft having a second lever connected at the other end thereof,
movement of at least one of the first and second levers causing
rotation of the first and second actuator plates.
5- A multiple-disk clutch as defined in claim 4, wherein the first
and second levers are connected together via a cable linked to one
of a clutch handle and pedal for interaction with an operator.
6- A multiple-disk clutch as defined in claim 2, wherein the at
least one spring is positioned within the central cavity formed by
the plurality of alternating driven and driving friction disks.
7- A multiple-disk clutch as defined in claim 1, wherein the
actuation system includes a hydraulic piston/cylinder assembly, a
hydraulic line connected and in fluid communication with the
piston/cylinder assembly, the piston/cylinder assembly being
connected to the pressure member, wherein in operation hydraulic
fluid under pressure expands the piston/cylinder assembly which in
turn pushes the pressure member to release a compression force
exerted by the pressure member on the driving and the driven
friction disks.
8- A multiple-disk clutch as defined in claim 7, wherein the
hydraulic line is adapted to extend through the transmission input
shaft and is connected at one end to the piston/cylinder assembly
and at its other end to one of a clutch handle and pedal for
interaction with an operator.
9- A multiple-disk clutch as defined in claim 7, wherein the
hydraulic line extends through a piston of the piston/cylinder
assembly.
10- A multiple-disk clutch as defined in claim 2, wherein the
pressure member is positioned within the central cavity formed by
the plurality of alternating driven and driving friction disks.
11- A multiple-disk clutch as defined in claim 1, further
comprising a centrifugal actuation system including a second
pressure member disposed in alignment with the alternating driving
and the driven friction disks and axially movable to compress the
driving and the driven friction disks together and positioned
opposite the first pressure member; the centrifugal actuation
system being adapted to apply pressure to the alternating driving
and the driven friction disks as a function of the RPM of the
multiple-disk clutch.
12- A multiple-disk clutch as defined in claim 11, wherein the
axial movement of the first pressure plate is independent of the
axial movement of the second pressure plate.
13- A multiple-disk clutch for transmitting power from a crankshaft
of an engine to a transmission input shaft, the multiple-disk
clutch comprising: an inner clutch member disposed on a first side
of the multiple-disk clutch and adapted to be connected to the
transmission input shaft, an outer clutch member disposed on a
second side of the multiple-disk clutch and adapted to be connected
to the crankshaft, a plurality of driving friction disks connected
to and extend away from one of the inner and outer clutch member, a
plurality of driven friction disks connected to and extend away
from the other one of the inner and outer clutch member, the driven
friction disks and the driving friction disks being arranged
alternately, a first pressure member disposed in alignment with the
alternating driving and the driven friction disks and axially
movable to compress the driving and the driven friction disks
together and to disengage the driven friction disks from the
driving friction disks, the first pressure member being biased to
compress the driving and driven friction disks together by at least
one spring, and a first actuation system supported at least in part
by one of the inner and outer clutch member and connected to the
first pressure member, the actuation system adapted to overcome the
biasing force of the at least one spring and release the
compression force exerted by the first pressure member on the
driving and the driven friction disks such that the friction disks
are spaced apart and power transmission through the multiple-disk
clutch is interrupted, and a second centrifugal actuation system
including a second pressure member disposed in alignment with the
alternating driving and the driven friction disks and axially
movable to compress the driving and the driven friction disks
together and positioned opposite the first pressure member, the
centrifugal actuation system being adapted to apply pressure to the
alternating driving and the driven friction disks as a function of
the RPM of the multiple-disk clutch.
14- A multiple-disk clutch as defined in claim 13, wherein the
first actuation system includes at least two ball bearings
sandwiched between a first actuator plate and a second actuator
plate, each actuator plate including cavities for receiving the
ball bearings and each cavity including a ramping area, the
actuator plates being adapted to rotate in opposite direction such
that the ball bearings are forced up the ramping areas thereby
pushing the actuator plates apart and forcing the pressure member
to release the compression force on the driving and the driven
friction disks.
15- A multiple-disk clutch as defined in claim 14, further
comprising a first lever shaft connected at one end thereof to the
first an actuator plate, and a second lever shaft connected at one
end thereof to the second actuator plate, the first lever shaft
having a first lever connected at the other end thereof, the second
lever shaft having a second lever connected at the other end
thereof, movement of at least one of the first and second levers
causing rotation of the first and second actuator plates.
16- A multiple-disk clutch as defined in claim 13, wherein the
first actuation system includes a hydraulic piston/cylinder
assembly, a hydraulic line connected and in fluid communication
with the piston/cylinder assembly, the piston/cylinder assembly
being connected to the first pressure member, wherein in operation
hydraulic fluid under pressure expands the piston/cylinder assembly
which in turn pushes the first pressure member to release the
compression force exerted by the first pressure member on the
driving and the driven friction disks.
17- A multiple-disk clutch as defined in claim 16, wherein the
hydraulic line extends through the first pressure member.
18- A multiple-disk clutch as defined in claim 16, wherein the
axial movement of the first pressure plate is independent of the
axial movement of the second pressure plate.
19- A multiple-disk clutch for transmitting power from a crankshaft
of an engine to a transmission input shaft, the multiple-disk
clutch comprising: an inner clutch member disposed on a first side
of the multiple-disk clutch and adapted to be connected to the
transmission input shaft, an outer clutch member disposed on a
second side of the multiple-disk clutch and adapted to be connected
to the crankshaft, a plurality of driving friction disks connected
to and extend away from one of the inner and outer clutch member, a
plurality of driven friction disks connected to and extend away
from the other one of the inner and outer clutch member, the driven
friction disks and the driving friction disks being arranged
alternately, a pressure member disposed in alignment with the
alternating driving and the driven friction disks and axially
movable to compress the driving and the driven friction disks
together and to disengage the driven friction disks from the
driving friction disks, the pressure member being biased to
compress the driving and driven friction disks together by at least
one spring, and an actuation system positioned at least in part
within a central cavity formed by the plurality of alternating
driven and driving friction disks and connected to the pressure
member, the actuation system supported at least in part by one of
the inner and outer clutch member and adapted to overcome the
biasing force of the at least one spring and release a compression
force exerted by the pressure member on the driving and the driven
friction disks such that the friction disks are spaced apart and
power transmission through the multiple-disk clutch is
interrupted.
20- A multiple-disk clutch as defined in claim 19, wherein the at
least one spring is supported by the inner clutch member.
Description
FIELD OF THE INVENTION
[0001] The present invention relates generally to a multiple-disk
clutch and in particular to an actuation system for a multiple-disk
clutch used in the power train of a motor vehicle.
BACKGROUND OF THE INVENTION
[0002] Multiple-disk clutches typically include driving friction
disks and driven friction disks arranged alternately, an outer
clutch member, an inner clutch member and a pressure mechanism. The
pressure mechanism applies pressure to the superposed driving and
driven clutch disks to transmit power from the outer clutch member
to the inner clutch member through friction between the driving and
the driven clutch disks. When the pressure applied to the driving
and the driven clutch disks by the pressure mechanism is removed,
the driving and the driven clutch disks are spaced apart to stop
power transmission.
[0003] The pressure mechanism of a multiple-disk clutch is
generally positioned on the outer portion of the multiple-disk
clutch for easy access and connection. An actuating system
connected to the pressure mechanism for removing the pressure
exerted by the pressure mechanism on the friction disks is also
generally positioned on the outer portion of the multiple-disk
clutch for easy access and connection. This arrangement of pressure
mechanism and actuating system increases the width of the clutch
assembly making the clutch and transmission assembly bulkier.
[0004] Thus, there is a need for a multiple-disk clutch that is
less bulky than conventional multiple-disk clutch assembly.
STATEMENT OF THE INVENTION
[0005] It is an object of the present invention to ameliorate at
least some of the inconveniences present in the prior art.
[0006] It is also an object of the present invention to provide a
multiple-disk clutch for transmitting power from a crankshaft of an
engine to a transmission input shaft. The multiple-disk clutch
comprises an inner clutch member disposed on a first side of the
multiple-disk clutch and adapted to be connected to the
transmission input shaft, an outer clutch member disposed on a
second side of the multiple-disk clutch and adapted to be connected
to the crankshaft, a plurality of driving friction disks connected
to and extend away from one of the inner and outer clutch member, a
plurality of driven friction disks connected to and extend away
from the other one of the inner and outer clutch member The driven
friction disks and the driving friction disks are arranged
alternately, the plurality of alternating driven and driving
friction disks defining a central cavity. A pressure member is
disposed in alignment with the alternating driving and the driven
friction disks and is axially movable to compress the driving and
the driven friction disks together and to disengage the driven
friction disks from the driving friction disks. The pressure member
is biased to compress the driving and driven friction disks
together by at least one spring. An actuation system is supported
at least in part by one of the inner and outer clutch member and is
connected to the pressure member The actuation system is adapted to
overcome the biasing force of the at least one spring and release
the compression force exerted by the pressure member on the driving
and the driven friction disks such that the friction disks are
spaced apart and power transmission through the multiple-disk
clutch is interrupted.
[0007] In another aspect, the actuation system is positioned at
least in part within a central cavity formed by the plurality of
alternating driven and driving friction disks.
[0008] In another aspect, the actuation system includes at least
two ball bearings sandwiched between a first actuator plate and a
second actuator plate, each actuator plate including cavities for
receiving the ball bearings and each cavity including a ramping
area, the actuator plates being adapted to rotate in opposite
direction such that the ball bearings are forced up the ramping
areas thereby pushing the actuator plates apart and forcing the
pressure member to release the compression force on the driving and
the driven friction disks.
[0009] In a further aspect, the at least one spring is positioned
within the central cavity formed by the plurality of alternating
driven and driving friction disks.
[0010] In an additional aspect, the pressure member is positioned
within the central cavity formed by the plurality of alternating
driven and driving friction disks.
[0011] In a further aspect, the actuation system includes a
hydraulic piston/cylinder assembly, a hydraulic line connected and
in fluid communication with the piston/cylinder assembly. A piston
of the piston/cylinder assembly is connected to the pressure
member. In operation, hydraulic fluid under pressure pushes the
piston which in turn pushes the pressure member to release the
compression force exerted by the pressure member on the driving and
the driven friction disks.
[0012] In a further aspect, the multiple-disk clutch further
comprises a centrifugal actuation system including a second
pressure member disposed in alignment with the alternating driving
and the driven friction disks and axially movable to compress the
driving and the driven friction disks together and positioned
opposite the first pressure member; the centrifugal actuation
system being adapted to apply pressure to the alternating driving
and the driven friction disks as a function of the RPM of the
multiple-disk clutch.
[0013] In yet another aspect, the present invention provides a
multiple-disk clutch for transmitting power from a crankshaft of an
engine to a transmission input shaft, the multiple-disk clutch
comprising an inner clutch member disposed on a first side of the
multiple-disk clutch and adapted to be connected to the
transmission input shaft, an outer clutch member disposed on a
second side of the multiple-disk clutch and adapted to be connected
to the crankshaft, a plurality of driving friction disks connected
to and extend away from one of the inner and outer clutch member, a
plurality of driven friction disks connected to and extend away
from the other one of the inner and outer clutch member, the driven
friction disks and the driving friction disks being arranged
alternately, a first pressure member disposed in alignment with the
alternating driving and the driven friction disks and axially
movable to compress the driving and the driven friction disks
together and to disengage the driven friction disks from the
driving friction disks, the pressure member being biased to
compress the driving and driven friction disks together by at least
one spring. A first actuation system is supported by one of the
inner and outer clutch member and is connected to the first
pressure member, the actuation system adapted to overcome the
biasing force of the at least one spring and release the
compression force exerted by the first pressure member on the
driving and the driven friction disks such that the friction disks
are spaced apart and power transmission through the multiple-disk
clutch is interrupted. The multiple-disk clutch comprises a second
centrifugal actuation system including a second pressure member
disposed in alignment with the alternating driving and the driven
friction disks and axially movable to compress the driving and the
driven friction disks together and positioned opposite the first
pressure member, the centrifugal actuation system being adapted to
apply pressure to the alternating driving and the driven friction
disks as a function of the RPM of the multiple-disk clutch.
[0014] In an additional aspect, the first actuation system includes
a hydraulic piston/cylinder assembly positioned within the
multiple-disk clutch, a hydraulic line connected and in fluid
communication with the piston/cylinder assembly, the
piston/cylinder assembly being connected to the first pressure
member, wherein in operation hydraulic fluid under pressure expands
the piston/cylinder assembly which in turn pushes the first
pressure member to release the compression force exerted by the
first pressure member on the driving and the driven friction
disks.
[0015] In another aspect, the present invention provides a
multiple-disk clutch for transmitting power from a crankshaft of an
engine to a transmission input shaft, the multiple-disk clutch
comprising an inner clutch member disposed on a first side of the
multiple-disk clutch and adapted to be connected to the
transmission input shaft, an outer clutch member disposed on a
second side of the multiple-disk clutch and adapted to be connected
to the crankshaft, a plurality of driving friction disks connected
to and extend away from one of the inner and outer clutch member, a
plurality of driven friction disks connected to and extend away
from the other one of the inner and outer clutch member, the driven
friction disks and the driving friction disks being arranged
alternately, a pressure member disposed in alignment with the
alternating driving and the driven friction disks and axially
movable to compress the driving and the driven friction disks
together and to disengage the driven friction disks from the
driving friction disks, the pressure member being biased to
compress the driving and driven friction disks together by at least
one spring, and an actuation system positioned at least in part
within a central cavity formed by the plurality of alternating
driven and driving friction disks and connected to the pressure
member, the actuation system supported by one of the inner and
outer clutch member and adapted to overcome the biasing force of
the at least one spring and release the compression force exerted
by the pressure member on the driving and the driven friction disks
such that the friction disks are spaced apart and power
transmission through the multiple-disk clutch is interrupted.
[0016] In yet another aspect, the at least one spring is supported
by the inner clutch member.
[0017] Embodiments of the present invention each have at least one
of the above-mentioned objects and/or aspects, but do not
necessarily have all of them. It should be understood that some
aspects of the present invention that have resulted from attempting
to attain the above-mentioned objects may not satisfy these objects
and/or may satisfy other objects not specifically recited
herein.
[0018] Additional and/or alternative features, aspects and
advantages of the embodiments of the present invention will become
apparent from the following description, the accompanying drawings
and the appended claims.
BRIEF DESCRIPTION OF THE DRAWINGS
[0019] For a better understanding of the present invention as well
as other aspects and further features thereof, reference is made to
the following description which is to be used in conjunction with
the accompanying drawings, where:
[0020] FIG. 1 is a cross-sectional view of a clutch and clutch
actuation system in accordance with a first embodiment of the
invention;
[0021] FIG. 2a is a top plan view of one component of the clutch
actuation system shown in FIG. 1;
[0022] FIG. 2b is a cross-sectional view of the component of the
clutch actuation system shown in FIG. 2a in a first position;
[0023] FIG. 2c is a cross-sectional view of the component of the
clutch actuation system shown in FIG. 2a in a second position;
[0024] FIG. 3 is a side elevational view of an outer casing of the
clutch and clutch actuation system shown in FIG. 1 showing the
portions of the clutch actuation system extending outside the outer
casing.
[0025] FIG. 4 is a cross-sectional view of a clutch and clutch
actuation system in accordance with a second embodiment of the
invention;
[0026] FIG. 5 is a cross-sectional view of a clutch and clutch
actuation system in accordance with a third embodiment of the
invention;
[0027] FIG. 6 is a top plan view of a schematic engine/transmission
assembly including a clutch and clutch actuation system in
accordance with any one of the embodiment of the invention;
[0028] FIG. 7 is a cross-sectional view of a clutch and clutch
actuation system in accordance with a fourth embodiment of the
invention; and
[0029] FIG. 8 is a cross-sectional view of a clutch and clutch
actuation system in accordance with a fifth embodiment of the
invention;
DESCRIPTION OF PREFERRED EMBODIMENT(S)
[0030] FIG. 1 is a longitudinal sectional view of a first
embodiment of a multiple-disk clutch 10 in accordance with the
present invention and parts associated with the multiple-disk
clutch 10. The multiple-disk clutch 10 is mounted onto one end of a
transmission input shaft 12 within a transmission casing 30. The
transmission input shaft 12 extends parallel to the transmission
output shaft 16 which is connected to a belt pulley or chain
sprocket 18 transmitting power to the wheel(s) of a vehicle (not
shown). Note that the transmission output shaft 16 can also be
connected to a differential and drive shaft mechanism as is well
known in the art. The transmission input shaft 12 and output shaft
16 are supported for rotation by a series of bearings 20.
[0031] The crankshaft 21 of an engine (not shown), is connected to
a drive gear 22 which is engaged with a driven gear 24. The driven
gear 24 is coaxial with the transmission input shaft 12 and is
supported for rotation by a needle bearing 26 on the transmission
input shaft 12.
[0032] The multiple-disk clutch 10 as well as the transmission
input and output shafts 12 and 16 are housed within the
transmission casing 30. A removable side cover 32 allows access to
the multiple-disk clutch 10 for servicing and general
maintenance.
[0033] The multiple-disk clutch 10 includes an inner clutch member
40 disposed on the inner side of the multiple-disk clutch 10 and
connected to the transmission input shaft 12, and an outer clutch
member 42 disposed on the outer circumference of the multiple-disk
clutch 10 and connected to the driven gear 24. An inner clutch
element 46 extends from the inner clutch member 40. A series of
driving friction disks 50 are connected to and extend inwardly from
the outer clutch member 42. A series of driven friction disks 52
are connected to and extend outwardly from the inner clutch element
46. It is understood that the driving friction disks 50 could
extend outwardly and the driven friction disks 52 could extend
inwardly from the inner and outer clutch members 40 and 42
depending on the arrangement of the clutch members 40 and 42
relative the driven gear 24 and the transmission input shaft 12.
The driven friction disks 52 and the driving friction disks 50 are
arranged axially alternately. The driving friction disks 50 are
axially movable relative to the outer clutch member 42, and the
driven friction disks 52 are axially movable relative to the inner
clutch element 46.
[0034] A pressure member 60 is mounted via coil springs 64 onto
spring holders 54 which extend from the inner clutch member 40. As
shown in FIG. 1, the body of the pressure member 60 has a cross
section having a generally U-shape, the bottom of the "U" being
moveably connected to the spring holders 54 via coil springs 64. A
pressure plate 63 that circumscribes the alternately arranged
driving and driven friction disks 50 and 52, extends from the outer
leg of the U-shape body of the pressure member 60. A release plate
62 extends from the inner leg of the U-shape body of the pressure
member 60 and abuts against bearing 66. The pressure plate 63
applies pressure to the superposed driving and driven friction
disks 50 and 52 to transmit power from the outer clutch member 42
to the inner clutch member 40 by the agency of friction between the
driving and the driven friction disks 50 and 52. When the pressure
applied to the driving and the driven friction disks 50 and 52 by
the pressure plate 63 is released, the driving and the driven
friction disks 50 and 52 are spaced apart to stop power
transmission.
[0035] The central portion of the multiple-disk clutch 10 includes
an actuation system 70 adapted for moving the pressure member 60
and releasing the pressure applied to the driving and the driven
friction disks 50 and 52 by the pressure plate 63. The actuation
system 70 includes a central lever shaft 72 having an actuator
plate 74 at one end thereof and a first lever 76 connected at the
other end thereof, a peripheral lever shaft 80, hollowed and
coaxial with the central lever shaft 72, the peripheral lever shaft
80 having an actuator plate 82 at one end thereof and a second
lever 84 at the other end thereof, and a series of ball bearings 88
sandwiched between the actuator plates 74 and 82. Note that the
ball bearings 88 could be replaced by roller bearings having a
conical shape.
[0036] In operation, power from the engine is delivered from the
engine crankshaft 21 to the driven gear 24 via the meshing of the
drive gear 22 and driven gear 24. The rotation of the driven gear
24 is transferred to the outer clutch member 42 connected to the
driven gear 24. the power is transferred from the outer clutch
member 42 to the inner clutch element 46 via the friction disks 50
and 52. The inner clutch member 46 being connected to transmission
input shaft 12 transfers power directly to the input shaft 12 which
in turn transfers power to the transmission output shaft 16 through
the gear meshing 13. The transmission output shaft 16 is connected
to the belt pulley 18 which transmits power to the wheel(s) of a
vehicle (not shown).
[0037] With reference to FIGS. 2a, 2b and 2c, the actuator plates
74 and 82 each include cavities 90 for receiving the bearings 88.
As illustrated, each cavity 90 includes a ramping area 92. With
reference to FIG. 3, which is a front view of the casing 30 of the
multiple-disk clutch 10, the first and second levers 76 and 84 are
mounted onto the central lever shaft 72 and the peripheral lever
shaft 80 respectively and are offset relative to one another. A
sliding cable 100 is connected to the end 101 of the second lever
84 while a cable sleeve 102 is connected to the end 103 of the
first lever 76. The sliding cable 100 and the cable sleeve 102 are
both connected at their other ends to a clutch handle or pedal (not
shown) operated by the driver such that when the driver of the
vehicle actuates the clutch handle or pedal, the sliding cable 100
pulls the first lever 76 and the second lever 84 towards each other
as illustrated by arrows A to disengage the driving and driven
friction disks 50 and 52 of the multiple-disk clutch 10.
[0038] In operation, when the first lever 76 and the second lever
84 are actuated by the operator of the vehicle as illustrated by
arrows A in FIG. 3, the actuator plates 74 and 82 are rotated in
opposite direction as illustrated by arrows B in FIG. 2c. With the
opposite rotation of actuator plates 74 and 82, the ball bearings
88 are forced up the ramping areas 92 onto flat surfaces 94 and in
so doing, push the actuator plates 74 and 82 apart as illustrated
by arrows C in FIG. 2c thereby increase the distance between
actuator plates 74 and 82.
[0039] Referring back to FIG. 1, the actuator plate 74 is supported
by bearing 68 which is supported by the end of the transmission
input shaft 12, while the actuator plate 82 is abutting bearing 66
which is supporting the release plate 62 as previously mentioned.
Therefore, in operation, when the first lever 76 and the second
lever 84 are actuated by the operator of the vehicle as illustrated
by arrows A in FIG. 3; the ball bearings 88 effectively push the
release plate 62 via bearing 66, overcome the force of the coil
springs 64 and release the pressure exerted by the pressure plate
63 onto the driving and the driven friction disks 50 and 52 such
that the friction disks 50 and 52 are spaced apart and the power
transmission through the multiple-disk clutch 10 is interrupted. It
is understood that when the first and second levers 76 and 84 are
not actuated, the coil springs 64 maintain the pressure plate 63
firmly against the driving and the driven friction disks 50 and 52
allowing power transmission through the multiple-disk clutch
10.
[0040] The portion of the actuation system 70 exerting the forces
onto the release plate 62 in order to disengage the friction disks
50 and 52 is located within the multiple-disk clutch 10 and more
precisely, within a central cavity 51 formed by the plurality of
alternating driven and driving friction disks 50 and 52, such that
the moving parts are protected against the environment and the
overall size of the multiple-disk clutch 10 is reduced.
[0041] Furthermore, because the actuation system 70 of the
multiple-disk clutch 10 is supported by bearings 66 and 68, and
therefore by inner clutch member 40 and by the transmission input
shaft 12 and by the pressure plate 63, the actuation system 70 is
stiffer than prior art system which are typically supported by the
side cover of the clutch. The added stiffness of supporting the
actuation system 70 on the internal components of the multiple-disk
clutch 10 enables the design of an actuation system 70 that
requires less travel to disengage the friction disks 50 and 52 as
the bending of the side cover of the clutch is removed from the
equation. Thus, for a given length of the first and second levers
76 and 84 (FIG. 3), the disengagement of the friction disks 50 and
52 requires less force to be applied by the driver when the driver
actuates the clutch handle or pedal. This is particularly
advantageous for clutch handle since the available force of a human
hand is limited. In prior art systems, the clutch actuation system
is supported either by the side cover of the transmission or by the
housing of the transmission resulting in an elastic deformation
that increases the length of travel requires to disengage the
friction disks. Mounting the actuation system 70 on the inner
clutch member 40 eliminates the elastic deformation of prior art
systems. The actuation system 70 could also be mounted on the outer
clutch member 42 with similar results.
[0042] Referring now to FIG. 4, there is shown a second embodiment
of the invention, wherein the multiple-disk clutch 10 is actuated
by a hydraulic actuating system. The pressure member 60 is
similarly mounted via coil springs 64 onto spring holders 54 which
extend from the inner clutch member 40 as described for the first
embodiment. The release plate 62 of the pressure member 60 is
abutting against a bearing 130 which is mounted onto the piston 122
of a piston/cylinder assembly 122/124 located within the
multiple-disk clutch 10. The cylinder 124 is mounted directly onto
bearing 68 supporting the inner clutch member 40 and the end of the
transmission input shaft 12. A hydraulic line 126 extends through
the length of the transmission input shaft 12 and is connected at
one end to the piston/cylinder assembly 122/124 and is in fluid
communication with the chamber 128 of the piston/cylinder assembly
122/124. The other end 129 of the hydraulic line 126 is connected
to a clutch handle or pedal (not shown) of the vehicle typically
through a second piston/cylinder assembly near the clutch handle or
pedal as is well known in the art.
[0043] In operation, to disengage the pressure plate 63 from the
friction disks 50 and 52, the operator of the vehicle actuates the
clutch handle or pedal which pushes hydraulic fluid through the
hydraulic line 126 into the chamber 128 of the piston/cylinder
assembly 122/124. The piston 122 is pushed outwardly by the
hydraulic pressure as indicated by arrow C which in turn pushes the
release plate 62 that overcomes the force of the coil springs 64
thereby releasing the pressure exerted onto the friction disks 50
and 52 by the pressure plate 63 such that the friction disks 50 and
52 are spaced apart and the power transmission through the
multiple-disk clutch 10 is interrupted.
[0044] The hydraulic actuating system is positioned within the
multiple-disk clutch 10 and more precisely, within a central cavity
51 formed by the plurality of alternating driven and driving
friction disks 50 and 52, such that the moving parts of the
piston/cylinder assembly 122/124 are protected against the
environment and the overall size of the multiple-disk clutch 10 is
reduced.
[0045] The piston/cylinder assembly 122/124 of the multiple-disk
clutch 10 is supported by bearing 68, and therefore by inner clutch
member 40 and by the transmission input shaft 12. The
piston/cylinder assembly 122/124 is more rigid than prior art
system which are typically supported by the side cover of the
transmission housing. The added stiffness of supporting the
piston/cylinder assembly 122/124 on the internal components of the
multiple-disk clutch 10 requires less travel to disengage the
friction disks 50 and 52 as the bending of the side cover of the
clutch is removed from the equation. Thus, the disengagement of the
friction disks 50 and 52 requires less hydraulic fluid to displace
the piston 122. In prior art systems, the hydraulic clutch
actuation system is typically supported either by the side cover of
the transmission or by the housing of the transmission resulting in
an elastic deformation that increases the length of travel of the
piston required to disengage the friction disks. Mounting the
piston/cylinder assembly 122/124 on the inner clutch member 40
eliminates the elastic deformation of prior art systems. The
piston/cylinder assembly 122/124 could also be mounted on the outer
clutch member 42 with similar results.
[0046] Referring now to FIG. 5, there is shown a third embodiment
of the invention, wherein the multiple-disk clutch 10 is also
actuated by a hydraulic actuating system similar to the hydraulic
system shown in FIG. 4. The pressure member 60 is similarly mounted
via coil springs 64 onto spring holders 54 which extend from the
inner clutch member 40 as described for the first and second
embodiments. The release plate 62 of the pressure member 60 is
abutting against a bearing 130 which is mounted onto the piston 142
of a piston/cylinder assembly 142/144 located within the
multiple-disk clutch 10. The cylinder 144 is mounted directly onto
bearing 68 supporting the inner clutch member 40 and the end of the
transmission input shaft 12. A hydraulic line 145 extends through
an aperture 152 of the side cover 150, through the bearing 130 and
through the piston 142 and is connected at one end to the chamber
148 and in fluid communication with chamber 148 of the
piston/cylinder assembly 142/144. The other end 147 of the
hydraulic line 145 is connected to a clutch handle or pedal (not
shown) of the vehicle typically through a second piston/cylinder
assembly near the clutch handle or pedal as is well known in the
art. The hydraulic line 145 therefore is connected to the
piston/cylinder assembly 142/144 through the side cover 150
contrary to the second embodiment illustrated in FIG. 4 in which
the hydraulic line 126 is connected to the piston/cylinder assembly
122/124 through the transmission input shaft 12.
[0047] In operation, to disengage the pressure plate 63 from the
friction disks 50 and 52, the operator of the vehicle actuates the
clutch handle or pedal which pushes hydraulic fluid through the
hydraulic line 145 into the chamber 148 of the piston/cylinder
assembly 142/144. The piston 142 is pushed outwardly by the
hydraulic pressure as indicated by arrow C which in turn pushes the
release plate 62 that overcomes the force of the coil springs 64
thereby releasing the pressure exerted onto the friction disks 50
and 52 by the pressure plate 63 such that the friction disks 50 and
52 are spaced apart and the power transmission through the
multiple-disk clutch 10 is interrupted.
[0048] As previously mentioned with reference to FIG. 4, because
the piston/cylinder assembly 142/144 of the multiple-disk clutch 10
is supported by bearing 68, and therefore by inner clutch member 40
and by the transmission input shaft 12, the piston/cylinder
assembly 142/144 is more rigid than prior art system which are
typically supported by the side cover of the transmission housing.
The added stiffness of supporting the piston/cylinder assembly
142/144 on the internal components of the multiple-disk clutch 10
requires less travel to disengage the friction disks 50 and 52 as
the bending of the side cover of the transmission is removed from
the equation. Thus, the disengagement of the friction disks 50 and
52 requires less hydraulic fluid to displace the piston 142. In
prior art systems, the hydraulic clutch actuation system is
typically supported either by the side cover of the transmission or
by the housing of the transmission resulting in an elastic
deformation that increases the length of travel of the piston
required to disengage the friction disks. Mounting the
piston/cylinder assembly 142/144 on the inner clutch member 40
eliminates the elastic deformation of prior art systems. The
piston/cylinder assembly 122/124 could also be mounted on the outer
clutch member 42 with similar results.
[0049] In each embodiment of the invention previously described,
the actuating system (mechanical, hydraulic, or a combination of
both) is supported by the inner clutch member 40 rendering the
actuating system more rigid and requiring less travel to disengage
the friction disks 50 and 52 than prior art systems.
[0050] Also, in each embodiment of the invention previously
described, the actuating system (mechanical, hydraulic, or a
combination of both) positioned within the multiple-disk clutch 10
and more precisely, within a central cavity 51 formed by the
plurality of alternating driven and driving friction disks 50 and
52, such that the moving parts of the actuating system are
protected against the environment and the overall size of the
multiple-disk clutch 10 is reduced.
[0051] With reference to FIG. 6, there is shown schematically an
engine 99 mounted to a transmission casing 30 including any one of
the embodiment of the multiple-disk clutch described herein.
[0052] Referring now to FIG. 7, there is shown a fourth embodiment
of the invention, wherein a multiple-disk clutch 200 is actuated by
a mechanical actuation system 70 identical to the first embodiment
illustrated in FIG. 1 combined with a centrifugal actuation system
300 positioned inside the multiple-disk clutch 200.
[0053] The actuation system 70 includes a central lever shaft 72
having an actuator plate 74 at one end thereof and a first lever 76
connected at the other end thereof, a peripheral lever shaft 80,
hollowed and coaxial with the central lever shaft 72, the
peripheral lever shaft 80 having an actuator plate 82 at one end
thereof and a second lever 84 at the other end thereof, and a
series of ball bearings 88 sandwiched between the actuator plates
74 and 82.
[0054] The multiple-disk clutch 200 includes an inner clutch member
240 disposed on the inner side of the multiple-disk clutch 200 and
connected to the transmission input shaft 212, and an outer clutch
member 242 disposed on the outer circumference of the multiple-disk
clutch 200. The outer clutch member 242 is connected to the driven
gear 224 via fasteners 225, the driven gear 224 being engaged to
the drive gear 22 of the crankshaft 21 of an engine (not shown) to
which the transmission 30 (FIG. 6). An inner clutch element 246
extends from the inner clutch member 240. A series of driving
friction disks 250 are connected to and extend inwardly from the
outer clutch member 242. A series of driven friction disks 252 are
connected to and extend outwardly from the inner clutch element
246. The driven friction disks 252 and the driving friction disks
250 are arranged axially alternately. The driving friction disks
250 are axially movable relative to the outer clutch member 242,
and the driven friction disks 252 are axially movable relative to
the inner clutch element 246. A pressure member 260 is mounted via
coil springs 264 to the inner clutch member 40. The pressure member
260 is in the form of a pressure plate 263 that circumscribes the
alternately arranged driving and driven friction disks 250 and 252.
The pressure plate 263 applies pressure to the alternately arranged
driving and driven friction disks 250 and 252 to engage the outer
clutch member 242 with the inner clutch member 240 and transmit
power from the crankshaft 21 to the transmission input shaft 212.
The pressure member 260 includes a release portion 262 abutting
against bearing 66 which is mounted onto the actuator plate 82 of
the actuation system 70. When the pressure applied to the driving
and the driven friction disks 250 and 252 by the pressure plate 263
is released, the driving and the driven friction disks 250 and 252
are spaced apart and power transmission is interrupted. The
actuation system 70 is supported by bearing 68 which is supported
by a cylindrical housing 317 itself resting on a second bearing
315.
[0055] The centrifugal actuation system 300 is positioned on the
opposite side of the driving and the driven friction disks 250 and
252 relative to the actuation system 70 and is mounted to the inner
portion 243 of the outer clutch member 242 via fasteners 225. The
centrifugal actuation system 300 includes a second pressure plate
302 having a shoe portion 303 that circumscribes the alternately
arranged driving and driven friction disks 250 and 252 and is
designed to apply pressure to the driving and driven friction disks
250 and 252 to engage the outer clutch member 242 with the inner
clutch member 240 from the opposite side of the driving and the
driven friction disks 250 and 252 relative to the actuation system
70. The centrifugal actuation system 300 also includes a series of
cavities 306, each housing a weighted ball bearing 308 which can
also be a weighted cylindrical bearing. The cavities 306 are
defined by a first ramping surface 310 located on the inner portion
243 of the outer clutch member 242, a second ramping surface 304 on
one side of the second pressure plate 302 opposite the friction
disks 250 and 252, and by an inner elbow extension 312 of the
second pressure plate 302. The second pressure plate 302 is resting
on a bearing 315 itself mounted onto a cylindrical housing 317
located in the central portion of the multiple-disk clutch 200.
[0056] The actuation system 70 is supported by bearing 68 which is
supported by the cylindrical housing 317 itself resting on the
second bearing 315 which is supported by the second pressure plate
302 of the centrifugal actuation system 300. The actuation system
70 is therefore supported by the outer clutch member 242. Because
the actuation system 70 of the multiple-disk clutch 200 is
supported by bearing 68, and therefore by the outer clutch member
242 and by the driven gear 224, the actuation system 70 is stiffer
than prior art system which are typically supported by the side
cover of the clutch. The added stiffness of supporting the
actuation system 70 on the internal components of the multiple-disk
clutch 200 enables the design of an actuation system 70 that
requires less travel to disengage the friction disks 250 and 252 as
the bending of the side cover of the clutch is removed from the
equation. Thus, for a given length of the first and second levers
76 and 84 (FIG. 3), the disengagement of the friction disks 250 and
252 requires less force to be applied by the driver when the driver
actuates the clutch handle or pedal. This is particularly
advantageous for clutch handle since the available force of a human
hand is limited. In prior art systems, the clutch actuation system
is supported either by the side cover of the transmission or by the
housing of the transmission resulting in an elastic deformation
that increases the length of travel requires to disengage the
friction disks. Mounting the actuation system 70 on the outer
clutch member 242 eliminates the elastic deformation of prior art
systems. The actuation system 70 could also be mounted on the inner
clutch member 240 with similar results.
[0057] In operation, as the engine rpm increases, the weighted ball
bearing 308 of each cavity 306 is forced to move outwardly as
illustrated by arrow "F" up the ramping areas 304 and 310 thereby
pushing to the second pressure plate 302 against the driving and
driven friction disks 250 and 252 such that the shoe portion 303
applies pressure onto the driving and driven friction disks 250 and
252 to engage the outer clutch member 242 with the inner clutch
member 240 and transmit power from the crankshaft 21 to the
transmission input shaft 212. The centrifugal actuation system 300
engages the outer clutch member 242 with the inner clutch member
240 by applying pressure to the driving and driven friction disks
250 and 252 on the opposite side relative to the actuation system
70.
[0058] As previously described with reference to FIGS. 1 to 3, when
the operator of the vehicle actuates the actuation system 70, the
first lever 76 and the second lever 84 are pulled towards each
other thereby rotating the actuator plates 74 and 82 in opposite
direction, forcing the ball bearings 88 up the ramping areas 92
onto flat surfaces 94 and in so doing, pushing the actuator plates
74 and 82 apart as illustrated by arrows C in FIG. 2c thereby
increase the distance between actuator plates 74 and 82 and
disengaging the inner and outer clutch member 240 and 242 such that
the friction disks 250 and 252 are spaced apart and power
transmission through the multiple-disk clutch 200 is
interrupted.
[0059] The manual actuation system 70 and the centrifugal actuation
system 300 remain independent from each other. Because the
actuation system 70 is effectively supported by the second pressure
plate 302 of the centrifugal actuation system 300, the distance
required between actuator plates 74 and 82 to disengage the inner
and outer clutch member 240 and 242 is independent of the position
of the weighted ball bearing 308 within the cavities 306. The inner
and outer clutch member 240 and 242 can be disengaged by the same
movement of the first and second lever 76 and 84 of the manual
actuation system 70, irrespective of the centrifugal actuation
system 300.
[0060] Combining the actuation system 70 with the centrifugal
actuation system 300 enables the driver of the vehicle on which it
is mounted to increase the rpm of the engine with the outer clutch
member 242 and the inner clutch member 240 partially engaged by the
centrifugal actuation system 300 while applying the brakes prior to
engaging the inner and outer clutch member 240, 242 by releasing
the clutch handle or pedal connected the manual actuation system 70
thus allowing for an aggressive take-off. Furthermore, in an
emergency braking situation, the manual actuation system 70 is able
to disengage the inner and outer clutch member 240 and 242 whereas
with a centrifugal actuation system alone, the clutch could not be
disengaged until the engine rpm went down to the threshold of
engagement.
[0061] With reference to FIG. 8, there is shown a fifth embodiment
of the invention in which a multiple-disk clutch 350 includes a
centrifugal actuation system 352 similar to the one shown and
described with reference to FIG. 7, combined with an hydraulic
actuation system 400 positioned within the multiple-disk clutch 350
and more precisely, within a central cavity 351 formed by the
plurality of alternating driven and driving friction disks 450 and
452.
[0062] The multiple-disk clutch 350 includes an inner clutch member
440 disposed on the inner side of the multiple-disk clutch 350 and
connected to the transmission input shaft 412, and an outer clutch
member 442 disposed on the outer circumference of the multiple-disk
clutch 350. The outer clutch member 442 is connected to the driven
gear 424 via fastener 425. The driven gear 424 is engaged to the
drive gear 22 of the crankshaft 21 of an engine (not shown) to
which the transmission 30 (FIG. 6). An inner clutch element 446
extends from the inner clutch member 440. A series of driving
friction disks 450 are connected to and extend inwardly from the
outer clutch member 442. A series of driven friction disks 452 are
connected to and extend outwardly from the inner clutch element
446. The driven friction disks 452 and the driving friction disks
450 are arranged axially alternately. The driving friction disks
450 are axially movable relative to the outer clutch member 442,
and the driven friction disks 452 are axially movable relative to
the inner clutch element 446.
[0063] The hydraulic actuation system 400 includes a pressure
member 460 which also defines the cylinder portion of the hydraulic
actuation system 400. The pressure member 460 extends radially into
the pressure plate 463 that circumscribes the alternately arranged
driving and driven friction disks 450 and 452. The pressure plate
463 includes a cylinder portion 461 extending inwardly therefrom.
The hydraulic actuation system 400 also includes a piston portion
470 inserted within the cylinder portion 461 at one end and mounted
to a bearing 473 at the other end. The cylinder portion 461 and the
piston portion 473 together define a hydraulic chamber 475. An
hydraulic fluid conduit 479 connects the chamber 475 to a clutch
handle or pedal (not shown) of the vehicle typically through a
second piston/cylinder assembly near the clutch handle or pedal as
is well known in the art. A spring washer 477 abutting against the
pressure member 460 maintains the pressure plate 463 in contact
with the driving and driven friction disks 450 and 452 and
maintains pressure onto the driving and driven friction disks 450
and 452 such that the inner and outer clutch members 440 and 442
remain engaged to transmit motive power from the crankshaft 21 of
the engine (not shown) to the transmission input shaft 412.
[0064] In operation, the spring disk 477 abutting against the
pressure member 460 maintains pressure onto the driving and driven
friction disks 450 and 452. When the driver of the vehicle actuates
the clutch handle or pedal of the vehicle, hydraulic fluid under
pressure is introduced into the chamber 475 as indicated by arrow
`P`. The hydraulic fluid under pressure expands the volume of the
chamber 475 with the effect of pushing the pressure member 460
outwardly as indicated by arrow `O` and overcoming the force of the
spring washer 477 thereby releasing the pressure exerted on the
driving and driven friction disks 450 and 452 by the pressure plate
463 and disengaging the multiple-disk clutch 350 such that the
friction disks 450 and 452 are spaced apart and power transmission
through the multiple-disk clutch 350 is interrupted.
[0065] The centrifugal actuation system 352 is positioned on the
opposite side of the driving and the driven friction disks 450 and
452 relative to the pressure plate 463. The centrifugal actuation
system 352 is supported by the outer clutch member 442. The
centrifugal actuation system 352 includes a second pressure plate
354 having a shoe portion 355 that circumscribes the alternately
arranged driving and driven friction disks 450 and 452 and is
designed to apply pressure to the driving and driven friction disks
450 and 452 to engage the outer clutch member 442 with the inner
clutch member 440 from the opposite side of the driving and the
driven friction disks 450 and 452 relative to the pressure plate
463. The centrifugal actuation system 352 also includes a series of
cavities 356, each housing a weighted ball bearing 358 which can
also be a weighted cylindrical bearing. The cavities 356 are
defined by a first ramping surface 360 located on the inner portion
443 of the outer clutch member 442, a second ramping surface 362 on
one side of the second pressure plate 354 opposite the friction
disks 450 and 452, and by an inner elbow extension 364 of the
second pressure plate 354. The second pressure plate 354 is resting
on a bearing 473 which also supports the piston portion 470 of the
hydraulic actuation system 400.
[0066] The hydraulic actuation system 400 is therefore supported by
the centrifugal actuation system 352 via bearing 473 and the second
pressure plate 354. As the centrifugal actuation system 352 is
supported by the outer clutch member 442, the hydraulic actuation
system 400 is effectively supported by the outer clutch member 442.
Because the hydraulic actuation system 400 of the multiple-disk
clutch 350 is supported by bearing 473, and therefore by the outer
clutch member 442 and by the driven gear 424 via the centrifugal
actuation system 352, the hydraulic actuation system 400 is more
rigid than prior art system which are typically supported by the
side cover of the transmission housing. The added rigidity of
supporting the hydraulic actuation system 400 on the internal
components of the multiple-disk clutch 350 requires less travel to
disengage the friction disks 450 and 452 as the bending of the side
cover of the transmission is removed from the equation. Thus, the
disengagement of the friction disks 450 and 452 requires less
hydraulic fluid to displace the pressure member 460. In prior art
systems, the hydraulic clutch actuation system is typically
supported either by the side cover of the transmission or by the
housing of the transmission resulting in an elastic deformation
that increases the length of travel of the piston required to
disengage the friction disks. Mounting the hydraulic actuation
system 400 on the outer clutch member 442 eliminates the elastic
deformation of prior art systems. The hydraulic actuation system
400 could also be mounted on the inner clutch member 440 with
similar results.
[0067] In operation, as the engine rpm increases, the weighted ball
bearing 358 of each cavity 356 is forced to move outwardly as
illustrated by arrow "F" up the ramping areas 3360 and 362 thereby
pushing to the second pressure plate 354 against the driving and
driven friction disks 450 and 452 such that the shoe portion 355
applies pressure onto the driving and driven friction disks 450 and
452 to engage the outer clutch member 442 with the inner clutch
member 440 and transmit power from the crankshaft 21 to the
transmission input shaft 412. The centrifugal actuation system 352
engages the outer clutch member 442 with the inner clutch member
440 by applying pressure to the driving and driven friction disks
450 and 452 on the opposite side relative to the pressure plate
463.
[0068] The hydraulic actuation system 400 and the centrifugal
actuation system 352 remain independent from each other. Because
the hydraulic actuation system 400 is supported by the second
pressure plate 354 of the centrifugal actuation system 352 via the
bearing 473, the volume of hydraulic fluid required to move the
pressure member 460 to disengage the inner and outer clutch member
440 and 442 is independent of the position of the weighted ball
bearing 358 within the cavities 356. The inner and outer clutch
member 440 and 442 can be disengaged by the same movement of the
clutch handle connected to the hydraulic actuation system 400,
irrespective of the centrifugal actuation system 352.
[0069] As previously mentioned with reference to FIG. 7, combining
the hydraulic actuation system 400 with the centrifugal actuation
system 352 enables the driver of the vehicle on which it is mounted
to increase the rpm of the engine with the outer clutch member 442
and the inner clutch member 440 partially engaged by the
centrifugal actuation system 352 while applying the brakes prior to
engaging the inner and outer clutch member 440, 442 by releasing
the clutch handle or pedal connected to the hydraulic actuation
system 400 thus allowing for an aggressive take-off. Furthermore,
in an emergency braking situation, the hydraulic actuation system
400 is able to disengage the inner and outer clutch member 440 and
442 whereas with a centrifugal actuation system alone, the clutch
could not be disengaged until the engine rpm went down to the
threshold of engagement.
[0070] Modifications and improvement to the above described
embodiments of the present invention may become apparent to those
skilled in the art. The foregoing description is intended to be
exemplary rather than limiting. Furthermore, the dimensions of
features of various components that may appear on the drawings are
not meant to be limiting, and the size of the components therein
can vary from the size that may be portrayed in the figures herein.
The scope of the present invention is therefore intended to be
limited solely by the scope of the appended claims.
* * * * *