Note: Descriptions are shown in the official language in which they were submitted.
CA 02346321 2001-05-04
CLUTCH WITH NO RELATIVE ROTATION
ackground of the Invention
1. Field of the Invention
This invention relates generally to a clutch and particularly to a clutch with
no
relative rotational movement between the sheaves.
2. Description of the Prior Art
In a driven clutch, there are two sheaves. The first is called a stationary
sheave
because it is locked rigidly to the post. The other sheave is called moveable
because it
translates along the cam profile of a cam. The cam profile is for torque
sensing. As the
moveable sheave moves along the cam, the moveable sheave rotates about the
post and
slides linearly closer to or further away from the stationary sheave due to
the cam angle.
This continuously variable transmission delivers torque by squeezing a belt
tight enough
to prevent slipping. The cam angle allows the continuously variable
transmission to be
torque sensing. The more torque that is put into the continuously variable
transmission,
the tighter the continuously variable transmission squeezes the belt. This
will shift the
continuously variable transmission into a lower ratio. Likewise, when the
torque drops,
the continuously variable transmission exerts less belt squeeze because of the
reaction
force in the cam allows the continuously variable transmission to shift into a
higher ratio.
This feature gives continuously variable transmissions of this type their
torque sensing
capabilities. In the prior art, the continuously variable transmissions with
the two
sheaves separate, the torque going through the cam is half the torque through
the
secondary clutch. The other half goes directly through the stationary sheave
into the post
that is fixed to it. To change ratios, the movable sheave, which typically has
a 13 to 16
degree angle on the sheave face, rotates about the post on the cam, moving
away from the
stationary sheave, changing the pitch diameter of the belt, thereby changing
the ratio of
the continuously variable transmission. In the prior art, the moveable sheave
follows the
cam profile, which causes relative rotational motion between the moveable and
stationary
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CA 02346321 2001-05-04
sheaves. This in turn causes undesirable friction between the faces of the
belt and the
stationary and moveable sheaves. This friction loss is called belt smear. This
smearing is
detrimental to belt life and is a performance and efficiency loss. Current
systems squeeze
the belt with between 300 to 1,000 pounds. When this much force is present,
energy is
wasted in smearing the belt.
The present invention addresses the problems associated with the prior art
continuously variable transmissions and provides for a driven clutch with no
relative
rotation between the two sheaves.
Summarv of the Invention
The present invention is a torque-sensing clutch including a post. A first
sheave
is operatively connected to the post. The first sheave is rotatable on the
post and is
stationary relative to longitudinal movement on the post. A second sheave is
longitudinally moveable and rotatable on the post. A first connector
operatively connects
the post to the second sheave for rotating the second sheave and for moving
the second
sheave longitudinally on the post. A second connector operatively connects the
first and
second sheaves, wherein the first and second sheaves rotate together and
reduce belt
smear.
In a second embodiment, the present invention is a continuous variable
transmission driven element for mounting on a rotatable shaft. The driven
element is
adapted for use in a belt-type continuous variable transmission operatively
connected by
an endless belt to a drive element. The driven element includes a post adapted
and
configured to be operatively connected to a rotatable shaft. A housing is
operatively
connected to the post, the housing rotatable on the post and being stationary
relative to
longitudinal movement on the post. A first conical-faced belt contacting
coaxially
mounted sheave portion is operatively connected to the housing. A second
conical-faced
belt contacting coaxially mounted sheave portion is longitudinally moveable on
the post
and is rotatable on the post. A connector is operatively cormecting the first
and second
sheave portions, wherein rotation of the second sheave portion causes rotation
of the first
sheave portion and reduces belt smear. A cam, having a cam surface, is
operatively
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CA 02346321 2007-05-24
connected to the second sheave portion. A spider is operatively connected to
the post, the
spider having a sliding member which is positioned on the cam surface, wherein
rotation of
the cam on the spider moves the second sheave portion longitudinally and
rotationally on the
post. A compression spring is positioned between the spider and second sheave
portion.
In a third embodiment, the invention is a continuous variable transmission
driven
element for mounting on a rotatable shaft. The driven element is adapted for
use in a belt-
type continuous variable transmission operatively connected by an endless belt
to a drive
element. The driven element includes a post adapted and configured to be
operatively
connected to a rotatable shaft. A housing is operatively connected to the
post, the housing
rotatable on the post and being stationary relative to longitudinal movement
on the post. A
first conical-faced belt contacting coaxially mounted sheave portion is
operatively connected
to the housing. A second conical-faced belt contacting coaxially mounted
sheave portion is
longitudinally moveable on the post and is rotatable on the post. A means for
connecting the
first and second sheave portions is provided, wherein rotation around the post
by both
sheave portions is equivalent, thereby reducing the belt smear. The connecting
means
provide for longitudinal movement of the second sheave portion on the post. A
cam, having
a cam surface, is operatively connected to the second sheave portion. A spider
is operatively
connected to the post, the spider having a sliding member which is positioned
on the cam
surface, wherein rotation of the cam on the spider moves the second sheave
portion
longitudinally and rotationally on the post. A compression spring is
positioned between the
spider and second sheave portion.
A first aspect of the invention provides for a torque-sensing clutch,
comprising:
a) a cylindrical base member;
b) a first sheave operatively connected to the cylindrical base member, the
first
sheave rotatable on the cylindrical base member and being stationary relative
to longitudinal
movement on the cylindrical base member;
c) a second sheave longitudinally moveable and rotatable on the cylindrical
base
member;
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CA 02346321 2007-05-24
d) a first connector operatively connecting the cylindrical base member to the
second sheave for rotating the second sheave and for moving the second sheave
longitudinally on the cylindrical base member; and
e) a second connector operatively connecting the first and second sheaves,
wherein the rotation of the second sheave causes rotation of the first sheave
to rotate
together without relative rotation as the second sheave moves longitudinally.
A second aspect of the invention provides for a continuously variable
transmission driven element for mounting on a rotatable shaft and adapted for
use in a belt-
type continuously variable transmission operatively connected by an endless
belt to a drive
element, the driven element comprising:
a) a post adapted and configured to be operatively connected to a rotatable
shaft;
b) a housing operatively connected to the post, the housing rotatable on the
post
and being stationary relatively to longitudinal movement on the post;
c) a first conical-faced belt contacting coaxially mounted sheave portion
operatively connected to the housing;
d) a second conical-faced belt contacting coaxially mounted sheave portion,
the
second sheave portion longitudinally movable and rotatable on the post;
e) a connector operatively connecting the first and second sheave portions,
wherein rotation of the second sheave portion causes rotation of the first
sheave portion and
reduces belt smear; and
f) a cam, having a cam surface, operatively connected to the second sheave
portion;
g) a spider operatively connected to the post, the spider having a sliding
member
which is positioned on the cam surface, wherein rotation of the cam on the
spider moves the
second sheave portion longitudinally on the post; and
h) a compression spring positioned between the spider and second sheave
portion.
A third aspect of the invention provides for a continuously variable
transmission
driven element for mounting on a rotatable shaft and adapted for use in a belt-
type
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CA 02346321 2007-05-24
continuously variable transmission operatively connected by an endless belt to
a drive
element, the driven element comprising:
a) a post adapted and configured to be operatively connected to a rotatable
shaft;
b) a housing operatively connected to the post, the housing rotatable on the
post
and being stationary relatively to longitudinal movement on the post;
c) a first conical-faced belt contacting coaxially mounted sheave portion
operatively connected to the housing;
d) a second conical-faced belt contacting coaxially mounted sheave portion,
the
second sheave portion longitudinally movable and rotatable on the post;
e) means for connecting the first and second sheave portions, wherein rotation
around the post by both sheave portions is equivalent, thereby reducing belt
smear;
f) said connecting means providing for longitudinal movement of the second
sheave portion on the post;
g) a cam, having a cam surface, operatively connected to the second sheave
portion;
h) a spider operatively connected to the post, the spider having a sliding
member
which is positioned on the cam surface, wherein rotation of the cam on the
spider moves the
second sheave portion longitudinally on the post; and
i) a compression spring positioned between the spider and second sheave
portion.
Brief Description of the Drawinjzs
Figure 1 is an exploded perspective of a driven clutch incorporating the
present
invention;
Figure 2 is a top perspective view of the second sheave, shown in Figure 1;
Figure 3 is an enlarged exploded perspective of a portion of the invention
shown
in Figure 1 as viewed from below;
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Figure 4 is a top perspective view of the assembled driven clutch shown in
Figure
1;
Figure 5 is a cross-sectional view of the driven clutch shown in Figure 4,
taken
generally along the lines 5--5;
Figure 6 is a cross-sectional view of the driven clutch shown in Figure 4
taken
generally along the lines 6--6;
Figure 7 is a cross-sectional view of the driven clutch in Figure 5 taken
generally
along the lines 7--7;
Figure 8 is an enlarged perspective of the spider in the cam, shown in Figure
1;
and
Figure 9 is an exploded perspective of a second embodiment of the present
invention.
Detailed Description of the Preferred Embodiment
Referring to the drawing, wherein like numerals represent like parts
throughout
the several views, there is generally designated at 100 a driven clutch. A
generally
cylindrical post 6 has a plurality of vertical splines 6a formed on its outer
surface. The
splines 6a encircle the post 6. A shoulder 6b is formed at its top and the
post 6 has a
smaller diameter at its top end. As seen in Figure 6, interior vertical
splines 6c are
formed over a portion of the longitudinal bore. This allows for a connection
to a
rotatable shaft, such as a transmission shaft. A first sheave 13 has a
generally cylindrical
housing 13a having an opening 13b formed therein. The sheave 13 also includes
a first
conical-faced belt contacting coaxially mounted sheave portion 13c which is
preferably
formed with the housing 13a to form a unitary, one-piece first sheave 13. The
housing
13a has two vertical slots 13d formed therein. The slots 13d are spaced 180
degrees from
each other. A bearing 14 is positioned in the opening 13b of the housing 13a
and the first
sheave 13 is coaxially mounted to the post 6 by snap rings 16 and 17. The
bearing 14
could, of course, also be a bushing.
A second, or moveable sheave 9, includes a generally cylindrical housing 9a
and a
conical-faced sheave portion 9b. The sheave portion 9b and housing 9a are
preferably
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CA 02346321 2004-04-16
formed as an integral one-piece unit. The sheave portion 9b is a conically-
faced belt
contacting sheave portion which is coaxially mounted on the post 6 through an
opening
9c. The second sheave 9 is rotatable on the post 6 and also may move
longitudinally
along the post 6 as will be described more fully hereafter. A bearing (or
bushing) 18 is
positioned in opening 9c and allows for rotating and translating on post 6.
The housing
9a is sized and configured to be positioned inside of the housing 13a. As is
well known
in the art, an endless V-shaped belt connects the drive element to the driven
clutch
between the two conical-faced sheave elements. Openings 9d are formed in the
housing
9a and are spaced 180 degrees. The openings 9d are longitudinal bores into the
housing
to receive the shaft of the pin 10. The openings 9d are in alignment with the
slots 13d.
As shown in Figure 5, a roller 11 is positioned in each opening 9d and
rotatably mounted
on a pin 10. The portion of the housing 9a that is on top of the opening 9d
has an
aperture 9e formed therein. A pin 15 is inserted in the aperture 9e and goes
through the
pin 10 and into the housing 9a on the other side of the pin 10. This secures
the pin 10 in
the housing 9a. Other suitable methods may of course be utilized to rotatably
mount the
rollers 11. The assembled roller 11 and pin 10 is seen in Figure 2. In
assembling the
clutch 100, the second sheave 9 is placed inside of the first sheave 13, as
shown in the
cross section views. Then the pin 10 and rollers I 1 are assembled. Access
openings 13e
are formed in the housing 13a to provide access for a tool to insert the pins
15 into the
housing 9a.
As can be seen in Figure 6, a circular flange 9f is formed as a portion of the
housing 9a and a bushing or bearing 18 is positioned inside of the flange 9f.
A washer 8
is positioned on the outside of the flange 9f, as shown in Figure 5. A
compression spring
7 is positioned around the post 6 and has one end bearing on the washer 8 and
the other
end bearing on a spider 5. The spider 5 is generally ring shaped and has a
planar surface
5a. A circular side member 5b is operatively connected to the planar surface
5a. An
inner side member 5c is operatively connected to the planar member 5a and a
plurality of
vertical splines 5d are formed therein. A circular depression 5e is formed
between the
side members 5b and 5c. The other end of the spring 7 is positioned in the
circular
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CA 02346321 2001-05-04
depression 5e. The spring initially holds the sheave portions together and the
cam, as
will be described more fully hereafter, is utilized to overcome the spring
force and
separate the sheave portions, thereby changing the effective diameter of the
driven
element. Two posts 5f are operatively connected to the spider 5 and extend
generally
outward and are spaced 180 degrees from each other. A roller 4 is rotatably
mounted on
the post 5f and secured by a washer 19 and snap ring 20. The splines 5d are in
alignment
with the splines 6a and secure the spider 5 to the post 6. It is understood
that other
suitable methods of connecting the spider to the post may be used such as a
press fit,
welding, use of LoctiteTMor use of a key.
A cam 1 has a base plate la in which four screw openings lb are formed. Screws
23 secure the cam 1 to the moveable sheave 9, as can be seen in Figure 5. The
cam 1 has
a circular opening lc for coaxially mounting the cam on the post 6. A bearing
or bushing
22 is mounted in the opening 1 c for rotatably mounting the cam 1 and the
second sheave
9 around the post 6. As shown in Figure 5, the snap ring 21 is positioned
around the post
6 and prevents movement of the spider 5 past the snap ring 21. The cam housing
1d has a
cam track that has a first cam surface 1 e for positive torque and a second
cam track 1 f for
negative torque. As can be seen, the cam surface 1 f has a back angle which
allows for
the belt to be squeezed when engine braking is needed.
The present invention ties the first sheave 13 to the second sheave 9 by a pin
10
and roller 11. It is understood that other suitable methods may be utilized to
secure the
roller 11 to the housing 9. Similarly, it is also understood that where a
roller 11 is
utilized, one skilled in the art would also recognize that a button or sliding
block or other
methods may be used to similarly connect the two sheaves 9 and 13. Another
example of
how the two sheaves 9 and 13 could be tied together is a keyway type of
arrangement
between the sheaves 9 and 13. On one of the sheaves, it would have an open
track, as
with sheave 13. The other sheave would have a boss extending from its side
that would
fit into the open track and thereby tie the two sheaves together. Preferably,
the open slot
or track would be on the moveable sheave and the boss on the inside of the
housing of the
stationary sheave. With the present invention, due to tying the two sheaves 9
and 13
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CA 02346321 2001-05-04
together, the rotational movement between the two sheaves 9 and 13 is
eliminated. This
will minimize the smearing of the belt. By eliminating, or substantially
reducing the
relative motion between the sheaves 9 and 13, belt life is also increased and
engine
braking is also improved. To allow the continuously variable transmission to
change
ratio, a bearing 14 or bar roller (anything to keep the stationary sheave
concentric to and
perpendicular to the axis of the post 6) is used to allow rotational movement
of the
stationary sheave 13 about the post. This bearing is then fixed to the post 6.
This can be
done by a retainer ring or shoulders on the posts 6. This allows the
stationary sheave 13
to rotate, but not translate along the post 6 and lets the moveable sheave 9
translate along
the post 6 and rotate relative to the post 6. The present invention which ties
the two
sheaves 9 and 13 together and sends all of the torque of the secondary clutch
through the
cam. This makes the present design more torque sensitive. Being more torque
sensitive
also provides for more effective engine braking. This can be done by sending
all of the
torque of the machine through the cam giving more control over how the belt is
squeezed.
There is engine braking by having two angles on the cam 1. The first cam
surface le is
used when the engine is driving the vehicle. The other cam surface lf is a
reverse angle
on the cam. When the vehicle is driving the engine during engine braking, the
roller 4
goes to the other side of the cam and hits the reverse angle lf. This provides
the torque
sensitivity required to squeeze the belt tight enough to couple the engine to
the driving
member and use the engine compression to decelerate the vehicle. With the
present
design, we can fine tune when the engine braking occurs by where we begin the
reverse
angle cut. By adjusting the cam profile to begin engine braking at 20 miles
per hour if
that is what the market wants or 40 miles per hour or whatever else is needed.
By
changing the cam profile, will also change the amount of engine braking.
As previously discussed, the present invention provides for the tying together
of
the two sheaves 9 and 13 so that there is no relative rotation between the
sheaves. This is
accomplished by the rollers 11 that fit inside of the slots 13d. Therefore,
when the sheave
9 rotates, the sheave 13 similarly rotates. Both sheaves 9 and 13 are free to
rotate around
the post 6. Further, the sheave 9 is able to move up and down the post 6
axially. This is
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CA 02346321 2004-04-16
caused by rotation of the cam 1. As the cam 1 rotates, it moves longitudinally
about the
sliding member of the spider 5 that are in the cam track. Because the cam and
the
moveable sheave 9 are fastened together, this motion moves the moveable sheave
9
rotationally and longitudinally. This causes the sheave 9 to rotate as the two
are tied
together by screws 23. This spider 5, which is fixed with respect to the post
6 will move
the moveable sheave 9 in and out as the spider moves along the cam surfaces of
the cam
1.
The present invention provides for the tying of the two sheaves 9 and 13 so
that
there is no relative rotation between the sheaves. The invention has been
described with
respect to a specific clutch configuration. However, it is understood that
this invention
may be used with many other types of clutches, either more sophisticated or
simpler in
design. A simpler clutch could be built that would be built on to a
cylindrical base
member. The cylindrical base member could either be a post as previously
described or it
could be built directly on to a transmission shaft. The base member would have
a cam
track machined on to its outer diameter. The stationary sheave would be fixed
to the base
member so that it could rotate. The moveable sheave would have a pin in it
that is
positioned in the cam profile on the shaft. A compression spring is positioned
between
the moveable sheave and the shoulder on the snap ring of the shaft. Then a
suitable
connector, as previously described, or other similar connectors would be
utilized to tie
the moveable sheave together with the stationary sheave that would prevent the
relative
motion between the two sheaves.
The foregoing paragraph describes another method of connecting the post to the
second sheave in addition to the description as shown in Figures 1 through 8
wherein a
cam I and spider 5 arrangement is utilized. It is understood that other
suitable methods
could be utilized to make this first connection. The second connector utilized
in the
present invention is the connector previously described to tie the first and
second sheaves
together wherein the first and second sheaves rotate together to reduce belt
smear.
A second embodiment of the present invention is shown in Figure 9. Only those
components which are different from that shown in the first embodiment are
shown and it
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CA 02346321 2001-05-04
is only these different components that will be described, it being understood
that the
remainder of the components are similar to that shown in the first embodiment.
The
second embodiment is an engagement clutch mechanism that when engaged will
deliver
torque from the sheaves and belt through the spider and into the post. This
mechanism
can be a cone, plate or other clutch design. When this clutch is disengaged,
no torque
will be delivered through this mechanism. This part of the system uses the
spider 105,
disengagement spring 103, and a cone 102 that is locked to the post 6. The
mechanism
works in the following manner.
At idle, low ratio, the rollers 4 on the spider 105 contact the bottom of the
cam
track in the cam 101 which is bolted to the moveable sheave 9. When the
rollers 4
bottom out in the cam 101, the force from the compression spring 7 is put into
the
moveable sheave and the cam. There is no force pushing the spider 105 into the
cone 102
in this position. Because there is no force from the spring and sheaves, the
disengagement spring 103 separates the cones and no torque is delivered.
Once the RPM of the engine starts going above idle, the CVT (continuously
variable transmission) will begin to shift to a higher ratio. As this begins
to shift, the
moveable sheave 9 and cam 101 will move away from the stationary sheave 13.
The
rollers 4 will then move off the bottom of the cam 101 and begin to move up
the cam
track. As soon as the rollers begin moving up the cam profile, the compression
spring 7
will push on the spider 105 with a certain force. The disengagement spring 103
will be
less than the compression spring force. Because of this force difference, the
compression
spring 7 overcomes the disengagement spring 103 and pushes the spider 105 into
the
engagement mechanism 102 and torque is delivered to the post 6. Another
important
function of the disengagement spring 103 is to keep the sheaves 9 and 13
squeezing the
belt tight.
This configuration will allow the belt to remain tight and keep the secondary
portion of the CVT to be spinning all the time. One problem with the existing
technology
is that when at idle the primary clutch is not squeezing the belt tight enough
to delivery
power or spin the belt. During CVT engagement, the engine RPM increases and
the
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CA 02346321 2001-05-04
primary portion of the CVT squeezes the belt with enough force to accelerate
the system
and move the vehicle. Once there is belt face force from the primary clutch,
the vehicle
will move. Up to this point however, the belt will slip. This is detrimental
to the life of
the belt. Our system will allow the engagement clutch, which is designed to
slip, to do
the slipping during engagement and save on belt life.
There are other systems in the market today that attempt to do something
similar
to the foregoing. One of these items is that people will put a starter,
centrifugal clutch
locking into a drum, on the crankshaft of an engine. When the engine gets to a
high
enough speed, the starter clutch will engage the crankshaft to the primary
clutch and
drive the vehicle. In this system, the belt part of the system is responsible
only for ratio
change and will always keep tight and the starter clutch does the engagement
and
overload slipping. One area that we feel the present invention is an
improvement is that
it is between the secondary clutch and the transmission or transaxle. This
gives the
benefit of having the slip torque set high enough to maximize the power to the
ground.
The other systems being on the engine are before the ratio reduction of the
CVT. If there
is a 30 foot-pound motor and a 3:1 CVT reduction, you get 90 foot-pounds into
the
transmission. The present invention could set the slip limit at 80 foot-
pounds. In the
other systems, if the slip feature is set at 10 foot-pounds below the rated
torque, the slip
torque would be 20 foot-pounds, you only get 60 foot-pounds to the
transmission.
This system can be run either as a dry system or as a wet system where it
would
run in an oiled environment. Either way this could be run as seen in Figure 9
or it could
be packaged inside a transmission or transaxle.
Another feature of the second embodiment is a one-way clutch 150 housed in the
spider 105. This clutch 105 can be used in two ways.
The first way a one-way clutch could be used is to use it as the primary
torque-
carrying member. It would engage when the operator is trying to put torque
through the
CVT. The torque goes through the cam 101 into the spider 105 and into the post
6. With
the one-way, the torque goes through the cam into the spider, into the one way
and into
the post. When there is a back-driving situation, the final driving member
overdrives the
CA 02346321 2001-05-04
CVT system, the one-way clutch would disengage from the post 6 and would let
the CVT
free wheel. This is a feature that would work very well in snowmobiles. One
example of
this is when a rider locks up the brake for an instant then goes to wide-open
throttle
immediately. As soon as the brake is released, the track accelerates the
jackshaft and
secondary clutch driving the CVT into the wrong ratio. Because the CVT is in
the wrong
ratio, there can be an engine bog until the CVT shifts back to the correct
ratio and the
engine will then run at the optimum RPM. The one-way clutch 150 would keep the
back
driving torque from driving the CVT into the incorrect ratio. Therefore,
throttle response
and efficiency would be vastly improved.
One other benefit of a one-way clutch is a lower rate compression spring 7
could
be used and you would still have the performance of a heavier spring. A heavy
spring is
currently needed to help with some of the problems mentioned in the above
paragraph.
With a one-way clutch, a lighter spring could be used resulting in a more
efficient CVT.
Other designs that don't use a one-way clutch balance backshifting, up
shifting,
top end speed, and efficiency. To get good back shifting, the current designs
need a very
high force spring. Belt life will be shortened, fuel mileage is diminished,
top end speed is
lower and overall efficiency will drop. To get better top end speed, fuel
mileage, belt
life, and efficiency, you need to run with a spring with less force. When you
do this, the
CVT will not back shift as fast as it would with a spring with less force.
With a one-way
bearing in either a tied together or a non-tied together CVT we can run spring
with lower
overall force but still get good back shifting. In general, we want to
minimize spring
force required to get the vehicle moving. Any more spring force will lower the
overall
performance and efficiency of the machine except for back shifting which it
will
improve. To make the CVT work you need specific belt face forces. The higher
the
spring rate required to get the back shifting, the less torque sensing we can
put through
the cam.
Another use for a one-way clutch 150 is in engine braking. As mentioned with
the cone 102 or plate clutch feature, the belt and secondary sheave will
always be
spinning. There are times such as going down a steep hill, when the engine
will be at idle
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CA 02346321 2001-05-04
but engine braking is needed. The one-way clutch would engage when the engine
is at
idle, the cone or plate clutch is disengaged, and the post is trying to go
faster than the
spider (tires are going faster than the motor). When the one-way clutch
engages, it would
give engine braking to the tires during slow speed, engine at idle maneuvers.
The engine-braking concept would allow the user to use a standard primary
clutch
with a special secondary clutch. While at speed, the cone clutch mechanism
will stay
engaged and keep the belt tight thereby creating engine braking. During idle
or when the
CVT is in low gear and the cone clutch is disengaged, the one-way clutch will
engage
and keep the sheaves tight allowing engine braking.
The above specification, examples and data provide a complete description of
the
manufacture and use of the composition of the invention. Since many
embodiments of
the invention can be made without departing from the spirit and scope of the
invention,
the invention resides in the claims hereinafter appended.
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