US20020084644A1 - Anti-friction cam-operated friction disk clutch - Google Patents
Anti-friction cam-operated friction disk clutch Download PDFInfo
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- US20020084644A1 US20020084644A1 US09/753,583 US75358301A US2002084644A1 US 20020084644 A1 US20020084644 A1 US 20020084644A1 US 75358301 A US75358301 A US 75358301A US 2002084644 A1 US2002084644 A1 US 2002084644A1
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- friction
- cam
- steering column
- shaft
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
- B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
- B62D1/16—Steering columns
- B62D1/18—Steering columns yieldable or adjustable, e.g. tiltable
- B62D1/184—Mechanisms for locking columns at selected positions
Definitions
- This invention relates to a cam-operated mechanism for clamping a vehicle steering column in a range of different adjusted positions.
- a vehicle steering column can be adjusted in accordance with different user preferences.
- the adjustment can be a tilt type adjustment around a horizontal axis extending transversely across the steering column, about one foot in front of the steering wheel.
- the driver of the vehicle can operate a manual lever on the steering column near the steering wheel, to vary the plane of the steering wheel to an inclination he considers to be most comfortable or preferable from an operating standpoint.
- the steering column can be slidably adjusted, to move the steering wheel toward or away from the driver.
- the steering wheel and steering column should be securely locked in any selected position of adjustment.
- the adjusting mechanism includes detent notches or ratchet teeth that provide a positive locking action.
- the adjusting mechanism includes a friction lock, usually plural friction disks that are moved together by a manually controlled mechanism.
- a friction lock is advantageous in that the steering column and steering wheel can have a relatively large or infinite number of adjusted positions, as opposed to a lesser number of discrete positions achieved with detent notches.
- the cam operator can include a rotary shaft extending through clearance openings in the friction disks.
- a cam on the shaft is aligned with a cam follower carried by one set of friction disks.
- Manual rotation of the shaft causes the cam to exert an axial force on the cam follower, whereby the friction disks are brought into pressure contact with one another.
- the frictional pressure contact between the friction disks holds the steering column and steering wheel in any selected position of adjustment.
- the present invention relates to a friction lock mechanism for a steering column, wherein the interface between a cam operator and cam follower is comprised of anti-friction elements.
- the interface between a cam operator and cam follower is comprised of anti-friction elements.
- the individual anti-friction elements rotate to relieve frictional drag between the cam and cam follower.
- the manual lever can thereby be more easily moved to the locked, or unlocked, position.
- the friction disks can have a relatively high pressure contact without requiring an abnormally great manual force on the operating lever.
- the rotary anti-friction elements can be carried by the cam follower or by the cam operator. In another arrangement the anti-friction elements can be floatably positioned between the cam and cam follower. Whatever the specific arrangement, the anti-friction elements minimize frictional drag between the cam and cam follower, with resultant advantages as regards a greater disk friction lock action and a lower manual operating force requirement.
- FIG. 1 is a schematic side elevational view of a vehicle steering column having a frictional locking means of the present invention installed thereon.
- FIG. 2 is an enlarged transverse sectional view taken on line 2 - 2 in FIG. 1
- FIG. 3 is an enlarged sectional view taken on line 3 - 3 in FIG. 1
- FIG. 4 is a fragmentary sectional view taken on line 4 - 4 in FIG. 3
- FIG. 5 is a fragmentary sectional view taken in the same direction as FIG. 3, but showing another form that the invention can take.
- FIG. 6 is a fragmentary sectional view taken in the same direction as FIG. 2, but illustrating another embodiment of the invention
- FIG. 7 is a fragmentary sectional view taken on line 7 - 7 in FIG. 6
- FIG. 1 there is fragmentarily shown a vehicle steering system that includes a steering wheel 10 carried on the upper end of an upper steering column assembly 12 .
- a mounting bracket 14 is attached to the vehicle chassis for supporting the upper steering column assembly.
- a lower steering column assembly 16 has a pivotal connection 18 with the upper steering column assembly at a second mounting bracket 20 .
- Upper steering column assembly 12 includes an outer tubular column member 22 that has a slidable telescopic fit on an inner tubular column member 24 , whereby the outer column member can be slidably adjusted along the upper steering column assembly axis to vary the position of steering wheel 10 .
- FIG. 1 shows two positions that the steering wheel can take (to bring the steering wheel toward the driver or away from the driver).
- Pivotal connection 18 enables the upper steering column assembly to be tiltably adjusted around a transverse pivot axis 21 whereby steering wheel 10 can have different inclinations.
- FIG. 1 shows the upper steering column set so that its longitudinal axis is represented by numeral 25 .
- the upper steering column can be tilted upwardly around pivot axis 21 to various positions, e.g. a position wherein the column axis is represented by numeral 25 a or a lowered position wherein the column axis is represented by numeral 25 b.
- the upper steering column assembly has two separate adjustments, i.e. a first slidable adjustment along the steering column axis, and a second tilt adjustment around axis 21 of pivot connection 18 . These adjustments can be achieved separately, or in combination, by a suitable manual force applied to the steering wheel.
- a friction lock clamping system controlled by a manual lever 27 .
- lever 27 is swingable upwardly around a transverse axis 29 to lock the clamping system; the lever is manually swung downwardly to unlock the clamping system.
- the upper steering column assembly With the clamping system in the unlocked condition, the upper steering column assembly can be adjusted, as previously described.
- the locked condition of the clamping system the upper steering column has a fixed stable positionment in the vehicle.
- FIGS. 2 and 3 illustrate some features of the friction lock clamping system.
- Upper steering column assembly 12 includes a slide member 30 secured to tubular column member 22 so that flat side surfaces 32 of member 30 are in slidable contact with two flat disk-like guide elements 34 extending downwardly from mounting bracket 14 .
- the upper steering column assembly is restrained against lateral play, but can be adjusted in the vertical plane (tiltably and or slidably), as previously described.
- Guide elements 34 are spaced inwardly from two additional flat disk elements 36 that are suspended from pins 38 suitably connected to bracket 14 . Elements 34 and 36 are stationary in the vertical plane. However, disk elements 36 are capable of transverse movement on pins 38 , such that elements 36 can be drawn toward elements 34 in order to lock steering column assembly 12 in selected positions of adjustment.
- the clamping (locking) mechanism includes four friction disks 40 carried by slide member 30 in interspersed relation to disk elements 34 and 36 . As shown in FIG. 3, disks 40 are attached to slide member 30 by means of pins 41 located a few inches on either side of disk elements 34 and 36 . Disks 40 are preferably flexible steel strips that can bend slightly when disk elements 36 are moved toward the associated disk elements 34 (by a cam mechanism 44 located on transverse shaft 46 ).
- Disks 40 and slide member 30 are formed with clearance slots 43 so that the steering column assembly can be adjusted (slidably and/or tiltably) without interference from shaft 46 .
- Shaft 46 is rotatably mounted on bracket 14 so that its axis 29 is fixed. However, shaft 46 can slide on axis 29 .
- the mounting mechanism for shaft 46 includes an anti-friction thrust bearing assembly 48 attached to one disk element 36 and an anti-friction cam mechanism 44 attached to the other disk element 36 .
- Bearing assembly 48 includes a first race 49 welded, or otherwise secured to, the associated disk element 36 , a second race 50 secured to shaft 46 , and anti-friction elements 52 interposed between the two races. Axial loadings on the shaft are applied to the anti-friction elements so that such loadings provide only minimal resistance to shaft rotation.
- Cam mechanism 44 includes a cam follower 54 welded, or otherwise secured to, the associated disk element 36 ; and a rotary cam member 56 secured to one end of shaft 46 , e.g. by a nut 57 .
- nut 57 also clamps lever 27 to the shaft.
- shaft 46 rotates on axis 29 .
- Inner annular surface 58 on cam follower 54 serves as a radial bearing for the shaft.
- End surface 60 on cam member 56 has a helical contour concentric around shaft axis 29 .
- Cam follower 54 has a row of anti-friction rollers 62 arranged in a helical pattern concentric around the shaft axis. As the shaft is turned around axis 29 , helical surface 56 moves along the anti-friction rollers, so that cam 56 has a screw-like motion around (and along) axis 29 .
- Anti-friction rollers 62 rotate around their individual axes, to relieve frictional drag between cam surface 60 and the cam follower. Rollers 62 form a low friction interface between cam 56 and cam follower 54 during shaft 46 rotational movement.
- Shaft 46 rotation in one direction causes cam end surface 60 to advance (in screw-like fashion) toward anti-friction bearing assembly 48 , whereby the two friction disk elements 36 are moved toward one another, as denoted by arrows 42 in FIG. 2. Disk elements 36 move toward the associated disk elements 34 , so that friction disks 40 are frictionally locked to disk elements 34 and 36 , thereby holding the upper steering column assembly in its adjusted position. Shaft 46 rotation in the other direction allows cam end surface 60 to move away from bearing assembly 48 , thereby producing slight separations between disks 40 and disk elements 34 and 36 , sufficient to permit any desired readjustment of the upper steering assembly 12 .
- the stroke of lever 27 to achieve a desired locking (clamping) action can be relatively slight, e.g. on the order of thirty five degrees measured around shaft axis 29 .
- the corresponding axial displacement of cam follower 54 is relatively small (i.e. enough to permit only slight separations between the friction elements).
- the axial stroke is indicated by numeral 64 .
- the axial separation of the friction disks and disk elements is somewhat exaggerated in FIGS. 2 and 3, for illustration purposes.
- the number of anti-friction rollers 62 employed on cam follower 54 can be varied while still practicing the invention. Typically, eleven rollers spaced thirty degrees apart, can be employed. As previously noted, the rollers are arranged in a helical pattern concentric around shaft axis 29 . The pitch of the roller helix pattern is the same as the helical pitch on cam surface 60 , so that surface 60 remains in continuous contact with the rollers during shaft rotation.
- the loadings on cam 56 are primarily axial in nature. Such loadings are applied (in opposite directions ) to anti-friction elements 52 and 62 , so that shaft 46 can be turned with a relatively small manual pressure on lever 27 , even though the frictional forces between friction elements 34 , 36 and 40 are relatively large as the clamping mechanism nears the locking condition. A high friction locking condition can be realized with only a small manual turning force. The manual force required to unlock the clamping mechanism can be correspondingly small.
- the anti-friction elements for the cam mechanism can be located on the cam follower, or on the cam, or in the interface between the cam and cam follower.
- FIG. 5 shows a construction of the present invention, wherein anti-friction elements (balls) 66 are located in the interface between cam member 56 and cam follower 54 .
- a floating cage 68 retains the anti-friction elements 66 in positions spaced slightly apart along two opposed helical races formed in the opposing surfaces of the cam and cam follower.
- Cage 68 has a helical configuration of the same pitch as the races, whereby anti-friction elements 66 have continuous contact with the races during shaft rotation.
- the FIG. 5 construction operates in essentially the same anti-friction mode as the earlier described construction.
- FIGS. 6 and 7 illustrate another form of the invention, wherein the anti-friction elements are located on cam member 56 .
- cam follower 54 has two mirror image cam surfaces 70 extending partway around the cam follower circumference.
- Each cam surface includes a ramp area 72 that achieves the desired axial stroke 64 when shaft 46 is turned around the shaft axis.
- Anti-friction rollers 74 are located on cam member 56 in rolling contact with cam surfaces 70 , whereby the rollers move along the cam surface as shaft 46 rotates on axis 29 .
- rollers 74 climb the two ramps 72 to move cam follower 54 leftwardly (as viewed in FIGS. 6 and 7).
- rollers 74 return to the conditions depicted in FIGS. 6 and 7, thereby allowing the frictional clamping elements to slightly separate, as previously described.
- FIGS. 5, 6 and 7 will include anti-friction thrust bearings of the type shown at 48 in FIG. 2.
- a primary feature of the invention is the employment of an anti-friction thrust bearing in combination with an anti-friction cam assembly, whereby the operating shaft 46 can be turned with a relatively small manual effort, while still achieving a strong frictional locking action between friction disks 40 and friction disk elements 34 and 36 .
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Abstract
Description
- This invention relates to a cam-operated mechanism for clamping a vehicle steering column in a range of different adjusted positions.
- A vehicle steering column can be adjusted in accordance with different user preferences. Typically, the adjustment can be a tilt type adjustment around a horizontal axis extending transversely across the steering column, about one foot in front of the steering wheel. The driver of the vehicle can operate a manual lever on the steering column near the steering wheel, to vary the plane of the steering wheel to an inclination he considers to be most comfortable or preferable from an operating standpoint. In some vehicles the steering column can be slidably adjusted, to move the steering wheel toward or away from the driver.
- For safety reasons the steering wheel and steering column should be securely locked in any selected position of adjustment. In some cases the adjusting mechanism includes detent notches or ratchet teeth that provide a positive locking action. In other cases the adjusting mechanism includes a friction lock, usually plural friction disks that are moved together by a manually controlled mechanism. A friction lock is advantageous in that the steering column and steering wheel can have a relatively large or infinite number of adjusted positions, as opposed to a lesser number of discrete positions achieved with detent notches.
- When the friction lock is operated by a cam mechanism the cam operator can include a rotary shaft extending through clearance openings in the friction disks. A cam on the shaft is aligned with a cam follower carried by one set of friction disks. Manual rotation of the shaft (by means of a manual lever carried by the shaft) causes the cam to exert an axial force on the cam follower, whereby the friction disks are brought into pressure contact with one another. The frictional pressure contact between the friction disks holds the steering column and steering wheel in any selected position of adjustment.
- One problem with typical friction locks is that the frictional pressure force existing between the friction disks is transmitted through the cam follower onto the cam operator. The cam operator becomes frictionally locked to the cam follower, so that the person has some difficulty in moving the lever to the unlocked position. On the other hand, when the person attempts to move the manual lever from the unlocked position to the locked position, the build up of frictional forces can cause the cam operator to prematurely frictionally lock to the cam follower, so that the friction disks fail to lock together with a sufficient frictional pressure. When the person exerts pressure on the steering wheel the wheel can abruptly move from a stable position in an uncontrolled fashion.
- The present invention relates to a friction lock mechanism for a steering column, wherein the interface between a cam operator and cam follower is comprised of anti-friction elements. When the driver swings the manual lever up or down, the individual anti-friction elements rotate to relieve frictional drag between the cam and cam follower. The manual lever can thereby be more easily moved to the locked, or unlocked, position. The friction disks can have a relatively high pressure contact without requiring an abnormally great manual force on the operating lever.
- The rotary anti-friction elements can be carried by the cam follower or by the cam operator. In another arrangement the anti-friction elements can be floatably positioned between the cam and cam follower. Whatever the specific arrangement, the anti-friction elements minimize frictional drag between the cam and cam follower, with resultant advantages as regards a greater disk friction lock action and a lower manual operating force requirement.
- Additional features and advantages of the invention will be apparent from the attached drawings and description of an illustrative embodiment of the invention.
- FIG. 1 is a schematic side elevational view of a vehicle steering column having a frictional locking means of the present invention installed thereon.
- FIG. 2 is an enlarged transverse sectional view taken on line2-2 in FIG. 1
- FIG. 3 is an enlarged sectional view taken on line3-3 in FIG. 1
- FIG. 4 is a fragmentary sectional view taken on line4-4 in FIG. 3
- FIG. 5 is a fragmentary sectional view taken in the same direction as FIG. 3, but showing another form that the invention can take.
- FIG. 6 is a fragmentary sectional view taken in the same direction as FIG. 2, but illustrating another embodiment of the invention
- FIG. 7 is a fragmentary sectional view taken on line7-7 in FIG. 6
- Referring to FIG. 1, there is fragmentarily shown a vehicle steering system that includes a
steering wheel 10 carried on the upper end of an uppersteering column assembly 12. Amounting bracket 14 is attached to the vehicle chassis for supporting the upper steering column assembly. - A lower
steering column assembly 16 has apivotal connection 18 with the upper steering column assembly at asecond mounting bracket 20. Uppersteering column assembly 12 includes an outertubular column member 22 that has a slidable telescopic fit on an innertubular column member 24, whereby the outer column member can be slidably adjusted along the upper steering column assembly axis to vary the position ofsteering wheel 10. FIG. 1 shows two positions that the steering wheel can take (to bring the steering wheel toward the driver or away from the driver). -
Pivotal connection 18 enables the upper steering column assembly to be tiltably adjusted around atransverse pivot axis 21 wherebysteering wheel 10 can have different inclinations. FIG. 1 shows the upper steering column set so that its longitudinal axis is represented bynumeral 25. The upper steering column can be tilted upwardly aroundpivot axis 21 to various positions, e.g. a position wherein the column axis is represented bynumeral 25 a or a lowered position wherein the column axis is represented bynumeral 25 b. - By way of summarization, the upper steering column assembly has two separate adjustments, i.e. a first slidable adjustment along the steering column axis, and a second tilt adjustment around
axis 21 ofpivot connection 18. These adjustments can be achieved separately, or in combination, by a suitable manual force applied to the steering wheel. - To lock the upper steering column assembly in selected positions of adjustment, there is provided a friction lock clamping system controlled by a
manual lever 27. In the particular system herein shown,lever 27 is swingable upwardly around atransverse axis 29 to lock the clamping system; the lever is manually swung downwardly to unlock the clamping system. With the clamping system in the unlocked condition, the upper steering column assembly can be adjusted, as previously described. In the locked condition of the clamping system, the upper steering column has a fixed stable positionment in the vehicle. - FIGS. 2 and 3 illustrate some features of the friction lock clamping system. Upper
steering column assembly 12 includes aslide member 30 secured totubular column member 22 so thatflat side surfaces 32 ofmember 30 are in slidable contact with two flat disk-like guide elements 34 extending downwardly frommounting bracket 14. The upper steering column assembly is restrained against lateral play, but can be adjusted in the vertical plane (tiltably and or slidably), as previously described. -
Guide elements 34 are spaced inwardly from two additionalflat disk elements 36 that are suspended frompins 38 suitably connected tobracket 14.Elements disk elements 36 are capable of transverse movement onpins 38, such thatelements 36 can be drawn towardelements 34 in order to locksteering column assembly 12 in selected positions of adjustment. - The clamping (locking) mechanism includes four
friction disks 40 carried byslide member 30 in interspersed relation todisk elements disks 40 are attached toslide member 30 by means ofpins 41 located a few inches on either side ofdisk elements Disks 40 are preferably flexible steel strips that can bend slightly whendisk elements 36 are moved toward the associated disk elements 34 (by acam mechanism 44 located on transverse shaft 46). - When
disk elements 36 are brought towarddisk elements 34, as denoted byarrows 42 in FIG. 2, theinterspersed disks 40 are frictionally locked todisk elements steering column assembly 12 in an adjusted position.Disks 40 andslide member 30 are formed withclearance slots 43 so that the steering column assembly can be adjusted (slidably and/or tiltably) without interference fromshaft 46. Shaft 46 is rotatably mounted onbracket 14 so that itsaxis 29 is fixed. However,shaft 46 can slide onaxis 29. - The mounting mechanism for
shaft 46 includes an anti-frictionthrust bearing assembly 48 attached to onedisk element 36 and ananti-friction cam mechanism 44 attached to theother disk element 36. - Bearing
assembly 48 includes afirst race 49 welded, or otherwise secured to, the associateddisk element 36, asecond race 50 secured toshaft 46, andanti-friction elements 52 interposed between the two races. Axial loadings on the shaft are applied to the anti-friction elements so that such loadings provide only minimal resistance to shaft rotation. -
Cam mechanism 44 includes acam follower 54 welded, or otherwise secured to, the associateddisk element 36; and arotary cam member 56 secured to one end ofshaft 46, e.g. by anut 57. In the illustrated arrangement,nut 57 also clampslever 27 to the shaft. When a manual turning force is applied to lever 27,shaft 46 rotates onaxis 29. Innerannular surface 58 oncam follower 54 serves as a radial bearing for the shaft. -
End surface 60 oncam member 56 has a helical contour concentric aroundshaft axis 29.Cam follower 54 has a row ofanti-friction rollers 62 arranged in a helical pattern concentric around the shaft axis. As the shaft is turned aroundaxis 29,helical surface 56 moves along the anti-friction rollers, so thatcam 56 has a screw-like motion around (and along)axis 29.Anti-friction rollers 62 rotate around their individual axes, to relieve frictional drag betweencam surface 60 and the cam follower.Rollers 62 form a low friction interface betweencam 56 andcam follower 54 duringshaft 46 rotational movement. -
Shaft 46 rotation in one direction causescam end surface 60 to advance (in screw-like fashion) towardanti-friction bearing assembly 48, whereby the twofriction disk elements 36 are moved toward one another, as denoted byarrows 42 in FIG. 2.Disk elements 36 move toward the associateddisk elements 34, so thatfriction disks 40 are frictionally locked todisk elements Shaft 46 rotation in the other direction allowscam end surface 60 to move away from bearingassembly 48, thereby producing slight separations betweendisks 40 anddisk elements upper steering assembly 12. - The stroke of
lever 27, to achieve a desired locking (clamping) action can be relatively slight, e.g. on the order of thirty five degrees measured aroundshaft axis 29. The corresponding axial displacement ofcam follower 54 is relatively small (i.e. enough to permit only slight separations between the friction elements). In FIGS. 3, the axial stroke is indicated bynumeral 64. The axial separation of the friction disks and disk elements is somewhat exaggerated in FIGS. 2 and 3, for illustration purposes. - The number of
anti-friction rollers 62 employed oncam follower 54 can be varied while still practicing the invention. Typically, eleven rollers spaced thirty degrees apart, can be employed. As previously noted, the rollers are arranged in a helical pattern concentric aroundshaft axis 29. The pitch of the roller helix pattern is the same as the helical pitch oncam surface 60, so thatsurface 60 remains in continuous contact with the rollers during shaft rotation. - The loadings on
cam 56 are primarily axial in nature. Such loadings are applied (in opposite directions ) toanti-friction elements shaft 46 can be turned with a relatively small manual pressure onlever 27, even though the frictional forces betweenfriction elements - As previously noted, the anti-friction elements for the cam mechanism can be located on the cam follower, or on the cam, or in the interface between the cam and cam follower.
- FIG. 5 shows a construction of the present invention, wherein anti-friction elements (balls)66 are located in the interface between
cam member 56 andcam follower 54. A floatingcage 68 retains theanti-friction elements 66 in positions spaced slightly apart along two opposed helical races formed in the opposing surfaces of the cam and cam follower.Cage 68 has a helical configuration of the same pitch as the races, wherebyanti-friction elements 66 have continuous contact with the races during shaft rotation. The FIG. 5 construction operates in essentially the same anti-friction mode as the earlier described construction. - FIGS. 6 and 7 illustrate another form of the invention, wherein the anti-friction elements are located on
cam member 56. In this case,cam follower 54 has two mirror image cam surfaces 70 extending partway around the cam follower circumference. Each cam surface includes aramp area 72 that achieves the desiredaxial stroke 64 whenshaft 46 is turned around the shaft axis. -
Anti-friction rollers 74 are located oncam member 56 in rolling contact with cam surfaces 70, whereby the rollers move along the cam surface asshaft 46 rotates onaxis 29. During shaft rotation in the clamping direction,rollers 74 climb the tworamps 72 to movecam follower 54 leftwardly (as viewed in FIGS. 6 and 7). During shaft rotation in the unclamping direction,rollers 74 return to the conditions depicted in FIGS. 6 and 7, thereby allowing the frictional clamping elements to slightly separate, as previously described. - Although not shown in the drawings, the embodiments depicted in FIGS. 5, 6 and7 will include anti-friction thrust bearings of the type shown at 48 in FIG. 2. A primary feature of the invention is the employment of an anti-friction thrust bearing in combination with an anti-friction cam assembly, whereby the operating
shaft 46 can be turned with a relatively small manual effort, while still achieving a strong frictional locking action betweenfriction disks 40 andfriction disk elements
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US09/753,583 US6450531B1 (en) | 2001-01-03 | 2001-01-03 | Anti-friction cam-operated friction disk clutch |
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US09/753,583 US6450531B1 (en) | 2001-01-03 | 2001-01-03 | Anti-friction cam-operated friction disk clutch |
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