Abstract: In carrying out a shifting operation in a working vehicle such as a tractor, an actual acceleration of the working vehicle is measured, and a feedback control of a control hydraulic pressure applied to a hydraulic clutch is performed to fix a jerk which is a differentiation of the measured acceleration with respect to time. Thereafter, a feedback control is performed to fix the acceleration. A theoretical running speed is derived from a rotating speed of the engine and a speed position detected. When an actual speed of the working vehicle becomes equal to the theoretical running speed, The control hydraulic pressure applied to the hydraulic clutch is increased to a maximum.

Abstract: A process for tuning the switching state of a torque converter lock-up clutch (WK) in an automatic transmission to the output speed of rotation (n.sub.-- ab) of the transmission output shaft or the wheel speeds of rotation (n.sub.-- wheel) of driving wheels of a vehicle by means of an electronic transmission controller (EGS) with computer unit and an electronic pressure regulator (EDS) includes the following steps:a) from the wheel speeds of rotation (n.sub.-- wheel) measured by a measurement device (1) on the driving wheels, or the output speed of rotation (n.sub.-- ab) of the transmission output shaft, a time-related gradient of speed of rotation (dn/dt) is detected during activated state of the torque converter lock-up clutch by the computer unit in a processing function (S3);b) in a discriminating function (S4) is checked whether the amount of the gradient of speed of rotation (dn/dt) is higher than a threshold value (GW .sub.

Abstract: A torque transmitting rotating body in the vehicle has a desired rotational direction during vehicle travel in response to an operator demand. Rotation of the body is determined by a speed sensor which provides a signal to a control system. The control system determines the direction of rotation from consecutive speed signals and a known input torque. The control then issues the appropriate commands to ensure the direction of rotation of the body is in accordance with the operator demand.

Abstract: A speed-sensitive clutch device incorporates at least one drive-transmitting coupling element (17) which is connected to a safety line drum (1) so that it bodily rotates with the drum (1) about its axis of rotation and is displaceable from an inactive position (FIG. 1) into a drive-transmitting position (FIG. 2) in which it transmits drive. And the speed-sensitive clutch device also incorporates an inertia member (20) which is freely rotatable about the axis of drum rotation and yet is free to move in rotation relative to the drum itself. The inertia member (20) is formed and disposed so that on rapid acceleration of the drum (1) it exerts pressure, due to its inertia, against a said coupling element (17) thereby to cause or assist movement of the coupling element from its inactive position into its drive-transmitting position.

Abstract: A method for controlling a clutch for an air conditioner compressor having an armature and a rotor separated by an air gap width powered by an internal combustion engine having a crankshaft includes the steps of receiving a signal to engage the clutch, moving the armature to the rotor over a predetermined time to reduce the air gap width to zero, measuring rotational acceleration of the crankshaft of the internal combustion engine, and changing the predetermined time to reduce the air gap width to zero such that subsequent movement of the armature reduces the changes in the rotational acceleration of the crankshaft.

Abstract: A one-way clutch uses an inertial device to urge a roller out of a recess in a caging member and into wedging contact between the inner and outer races of the one-way clutch.

Abstract: A control system/method for determining vehicular gross combined weight (GCW) is provided. GCW is determined immediately after upshifts of a transmission (10) and requires only input signals indicative of engine or driveline torque (DL), vehicle acceleration (dOS/dt) and currently engaged gear ratio (GR).

Abstract: An automatic transmission of a vehicle including a speed change gear mechanism including rotary members such as gears and gear carriers and hydraulically operated friction engaging means and adapted to provide various speed stages according to selective engagement and disengagement of the friction engaging means is controlled by such steps as detecting rotation speed of at least one of the rotary members during a shifting between the speed stages, changing hydraulic pressure of at least one of the friction engaging means during a first phase of the speed stage shifting so as to make the rotation speed of the one rotary member follow a first change performance curve calculated according to a first feedback control program, and changing the hydraulic pressure of the one friction engaging means during a second phase of the speed stage shifting so as to make the rotation speed of the one rotary member follow a second change performance curve calculated according to a second feedback control program in continuity

Abstract: In a tractor transmission system having electro-hydraulically actuated powershift clutches and a forward/reverse coupler mechanically coupled to a forward/reverse lever, a dump button is provided on the lever for releasing powershift clutch pressure. The forward/reverse coupler is uncoupled from the transmission input and output shafts when the button is depressed. An operator may shift between forward and reverse gears by depressing the button and shifting the lever. Upon release of the dump button, a microprocessor performs a control algorithm during which it senses engine speed and ground speed, computes acceleration/deceleration, and controls the clutch pressure of one of the powershift clutches to provide smooth acceleration in the direction selected by the shift lever. The arrangement is particularly suited for shuttle shift (forward/reverse) operations but may be used to provide smooth acceleration from a stopped position.

Abstract: A speed governor is enclosed within a generally cylindrical housing which defines an interior cylindrical surface. A rotor is rotatably supported within the enclosure of the housing and is coupled to a power coupling belt by a pulley formed in the rotor shaft. A pair of weighted arms are pivotally secured to the rotor forming a pair of centrifugal counterweights. A coil spring is commonly coupled between the counterweights to provide a drawing force urging the counterweights to a collapsed inward position. Each counterweight supports a friction pad on its outer surface facing the cylindrical surface of the governor housing.

Abstract: A vehicle speed is determined from a detected signal, e.g., pulses produced by a rotation sensor for detecting rotation of the output shaft of a transmission, which signal corresponds to rotation of road wheels. Then, the deceleration of the vehicle speed is calculated from the detected vehicle speed, and then a rate of change of the deceleration is calculated from the calculated deceleration. If the rate of change of the deceleration is larger than a predetermined value, thereby indicating a panic braking condition of the vehicle, an automatic clutch incorporated in the transmission is disengaged to prevent stalling of the vehicle engine.

Abstract: An ideal lateral acceleration is calculated based on vehicle speed and steering angle, and an actual lateral acceleration is calculated based on a lateral acceleration detected by a lateral G sensor. A breakaway point of tires is determined by comparing the actual lateral acceleration with the ideal lateral acceleration. A differential operation of a central differential is controlled by restricting the differential operation in accordance with a determined breakaway point and the difference between the ideal lateral acceleration and the actual lateral acceleration.

Abstract: An electric starter having an electric motor with a rotatable shaft, a pinion gear for driving a flywheel, and a friction clutch for transmitting torque which includes a drive plate connected to the shaft and a friction coupling for frictionally transmitting torque between the drive plate and pinion gear wherein the coupling is compressible and a stop limits compression to a predetermined maximum compression so as to set a predetermined slip torque or limit torque transfer to a predetermined maximum torque.

Abstract: A lockup torque converter of an automatic transmission for an automotive vehicle consists of an impeller connected to an engine, a turbine connected to the automatic transmission, and a lockup clutch disposed between first and second pressure chambers formed in a housing of said lockup torque converter for locking and releasing the lockup torque converter. A control unit supplies a hydraulic pressure into the first pressure chamber and withdraw a hydraulic pressure chamber from the second pressure chamber or reversely so as to actuate the lockup clutch to lock or unlock the lockup torque converter, respectively. A pressure regulating unit develops a pressure difference between the first and second pressure chambers when the shifting of the automatic transmission is detected, thereby causing the lockup clutch to allow the lockup torque converter to slip in accordance with certain conditions.

Abstract: The invention is concerned with an automatic control system for a clutch for coupling two rotatable shafts. The system comprises a piston for controlling a clutch mounted between two shafts. Control of the piston is obtained through a pressurized fluid which acts according to the position of a slide member which is movable in relative rotation controlled by a coupling device sensitive to a speed difference between the shafts. The invention is applicable to an automotive vehicle so as to put it temporarily into four wheel drive.

Abstract: Method and apparatus for controlling an electromagnetic clutch which is incorporated in a power transmission system of a vehicle to transmit a torque of an engine to drive wheels, when the vehicle is started on a road surface having a low coefficient of friction. The method or apparatus comprises: a step or device for increasing progressively a transmission torque which is transmitted by the electromagnetic clutch; a step or device for detecting a slip of the drive wheels on the road surface; and a step or device for reducing, upon detection of the slip of the drive wheels, the transmission torque of the electromagnetic clutch until the drive wheels have ceased to slip on the road surface.

Abstract: A motor vehicle has an antilock brake system which is provided for preventing wheels from locking, and an automatic transmission of the vehicle has a one-way clutch for transmitting the output of an engine of the vehicle to wheels of the vehicle at acceleration of the engine, and a clutch for transmitting torque from the wheels to the engine, thereby effecting engine braking. A detector is provided for detecting operation of the antilock brake system and for producing a signal. In response to the signal, the clutch is released, thereby rendering the engine braking ineffective.

Abstract: A system for controlling clutch current of an electromagnetic clutch at acceleration of a vehicle on a downhill. The clutch is engaged when vehicle speed is higher than a first reference speed. When the vehicle is accelerated on a downhill at a speed higher than a second reference speed which is lower than the first reference speed, the clutch is engaged to provide an engine braking effect.

Abstract: A valve member of a temperature sensitive fluid fan coupling for an engine cooling fan is formed from a plate material having a weight provided at its free end. The modulus of section of the longitudinally central portion of the plate material is reduced to impart flexibility thereto so that it is flexible in the direction of rotation. Accordingly, it is possible to enhance the effect of the action of the weight which causes the valve member to be displaced so as to cancel the pivotal displacement of the valve member caused by the displacement of a bimetal. Thus, it is possible to eliminate the discontinuity in the temperature sensitivity of the speed of rotation of the fan and hence lower the noise level, reduce the fuel consumption and minimize the change in temperature of cooling water.

Abstract: A system for disengaging an electromagnetic clutch of a vehicle at rapid deceleration of the vehicle. The rapid deceleration is detected by changing rate of engine speed when the magnitude of deceleration is larger than a reference value, the electromagnetic clutch is disengaged at an engine speed which is higher than idling speed.

Abstract: An electric door lock actuator includes an outer casing which houses a reversible electric motor. The motor is coupled to a inertial clutch assembly and a gear train to reciprocally move a rack which extends outwardly from the casing between an advanced and a retracted position. The clutch assembly includes a drive gear coupled to the electric motor, and driven gear connected to operate the rack through the gear train. The clutch also includes an inertially operated clutch plate eccentrically mounted on the clutch drive gear and having a pair of arcuately spaced driving teeth alternately operably engageable with the driven clutch gear when the motor is driven in either a forward or a reverse direction. The clutch is operative to connect the motor to either advance or retract the rack when the motor shaft is operated in either a forward or a reverse direction.

Abstract: A lockup clutch in a torque converter is connected by a lockup solenoid energized in response to a lockup signal generated by a lockup discrimination circuit. When a speed sensor detects a rate of deceleration higher than a predetermined level at the time the vehicle is abruptly braked, for example, a lockup control circuit overrides the lockup discrimination circuit to cut off the lockup signal for thereby de-energizing the lockup solenoid, whereupon the lockup clutch is disconnected.

Abstract: The control device comprises an electric motor-gearbox unit (2) acting on the thrust bearing (16) of a clutch (1) and a switching device (3) comprising four transistors adapted to apply the voltage from the battery (30) with either polarity to the motor (20) of the motor-gearbox unit (2) according to whether the output of "AND" gates (41 and 42) is at 1. This occurs, when end of travel switches (28 and 29) are closed, when positive pulses appear at the output (40c) of the microprocessor (40) and according to whether the output (40d) is at "0" or "1". The microprocessor produces pulses of defined duration at its output (40c) with a recurrence frequency which is a direct function of the frequency produced by the sensor (50) responsive to the rotation speed of the motor when above a threshold higher than the idling speed, in the clutch engagement phase, and which is such in the clutch release phase that the pulses are adjacent.

Abstract: A spindle press of the type in which an inertial mass controls the clutch connecting a continuously rotatable flywheel with the spindle and is effective when the ram is retarded to decouple the spindle from the flywheel. The control unit is provided directly on the ram and the mass is arranged so as to be movable at least with its principal component of movement in the working direction of displacement of the ram, thereby excluding from significance any distortion of the spindle and the spindle nut drive between the ram and the flywheel.

Abstract: A friction clutch device comprising a clutch spring capable of springing friction plates in a preset direction, a hydraulic device capable of generating oil pressure for likewise pressing said friction plates in said preset direction, and a release device which, when in inoperative conditions, permits the springing force of said clutch spring and the oil pressure of said hydraulic device to act as said pressing force with respect to said friction plates and which, when in operative conditions, effects the discharge of oil pressure from said hydraulic device and the release of the springing force of said clutch spring with respect to said friction plates.

Abstract: A limited slip differential includes a rotatably mounted differential casing with a pair of side gears rotatably mounted therein. One of the side gears includes an annular clutch plate having a frusto-conical clutch surface. A clutch ring is generally mounted for rotation with the differential casing and is capable of axial movement between a biased non-engaged position and an engaged position against biasing wherein a mating surface thereon is brought into contact with the frusto-conical clutch surface of the clutch plate. An inertial ring is mounted for rotation with the differential casing but is capable of circumferential movement relative thereto between a neutral position and an actuated position. When either of the side gears experiences a slipped condition, it rapidly accelerates to cause the differential casing to exceed a predetermined rate of acceleration.

Abstract: A motion snubbing device using an inertia mass, which is disposed within a housing and supported for free rotation on a shaft which is rotated with relative motion of telescoped support members. A spring plate is secured to the shaft and faces one end of the inertia member. A plurality of torque transmission balls are each interposed between each of recesses formed in the plate member near the periphery thereof and each of recesses formed in the corresponding end face of the inertia mass at corresponding positions. The plate is provided on its side opposite its recesses and near its periphery with brake shoes, and the housing has a frictional surface facing and adapted to cooperate with these brake shoes.

Abstract: A device for automatically actuating a clutch arranged between the output shaft of the engine and the input shaft of a motor vehicle transmission comprises a servo coupled to the clutch for selectively actuating the clutch, a first detection device for measuring the speed of the engine output shaft, a second detection device for measuring the speed of the transmission input shaft, and a control device coupled to the servo means and to the first and second detection devices for controlling the servo as a function of the speeds of the engine shaft and transmission shaft and their second derivatives with respect to time.

Abstract: A system for controlling the hydraulic pressure of a hydraulic control circuit associated with an automatic, variable speed transmission is provided. The hydraulic control circuit comprises a plurality of hydraulic pressure control valves, a plurality of flow path switching means and a plurality of solenoid valves, and operates to control the engagement and disengagement of the clutches and brakes disposed within the transmission. The energization of the solenoid valves of the hydraulic control circuit is controlled by an electronic system, which comprises a large scale integrated semiconductor logic unit, a semiconductor read-only memory, a semiconductor read-write memory and as required, input/output ports.

Abstract: An inertia operated clutch has a rotatable input member and coaxially rotatable output member, with a torque transmitting member which has a mass member connected thereto and a spring biasing the mass member to move the torque transmitting member to one of the torque transmitting or disengaged positions. The mass member is mounted such that angular acceleration of the input member above a predetermined rate causes inertia of the mass to overcome the biasing force of the spring to move the torque transmitting member to the other of the torque transmitting or non-torque transmitting position.

Abstract: Since the maximum jolt amplitude during gear shifts in an automatic transmission occurs when a frictional clutch band is first holding fully and since a mathematical relationship can be established between this maximum amplitude and the amplitude of the jolt while the band is slipping, the maximum permissible jolt amplitude during slippage (R.sub.O) is calculated as a function of the input and output speed of the transmission at the start of the gear shift and the predetermined maximum permissible over-all jolt amplitude (R.sub.max). The actual jolt amplitude is determined continuously, compared to R.sub.O, and the friction band is activated to maintain the actual jolt equal to R.sub.O, while the band is slipping.

Abstract: Segmental clutch shoes are operatively deployed between coaxial drive and driven members and are movable radially and circumferentially therebetween into and out of clutching engagement with a drum on the drive member. Equiangularly spaced projections are provided on the driven member corresponding to the number of clutch shoes and extend into recesses provided in the shoes. The trailing side of the projections are each provided with a cam ramp engageable by the shoe. The shoes are normally biased outwardly toward engagement with the rotating drum, and upon initial contact with the drum, are forced circumferentially into contact with the cam ramp. The load imposed on and by the driven member gives rise to a reactive energizing force to effect movement of the shoes outwardly on the cam ramp and into clutching engagement with the rotating drum to rotationally pick up the driven member.

Abstract: A devise for sensing sudden abnormal movement of a power operated tool, such as a hand held circular saw or drill. The device, comprising a wrap spring clutch and an inertia sensing means, further rapidly declutches the tool drive in response to the abnormal movement. The declutching reduces the severity of movement where it is power induced and renders the output drive inoperative to improve operator safety. The tool must be positively reset to accomplish further operation.

Abstract: A vibration damping mechanism particularly useful for accommodating both gradual displacements of piping or similar structures such as can be caused by thermal deformation and rapid vibrations such as can be caused by earthquakes or other externally applied forces. The mechanism comprises two housing portions movable relative to each other, one of the housing portions being attached at one end thereof to a stationary structure, such as a wall of a buidling, while the other housing portion is attached to a section of piping whose movement is to be damped. Substantially concentric wheel members are disposed internally of one of the housings, the wheel members being spring-biased relative to each other, to absorb both gradual and rapid displacements of the piping relative to the stationary structure.

Abstract: A novel torque exchange coupling for transmitting rotational mechanical power is described. The coupling includes a torque receiving member, a torque transmitting member and means for conveying rotational mechanical power between the torque transmitting and receiving members. Typically, the torque receiving member is a housing, a cam or other suitable structure which has a surface comprising a circuitous track. The linear circumference of the track is undulant with respect to its axis of rotation. The torque transmitting member is any suitable rotatable mounting means such as a rotor which is positioned in a rotational power conveying relationship with the undulant track of the torque receiving member. Alternatively, the function of the torque receiving and torque transmitting members can be reversed.

Abstract: As a clutch between a motor and a vehicle transmission is progressively engaged through the region of slipping engagement, the jolt effect produced is measured and at the same time the jolt effect that would be produced if the clutch were at once grippingly (fully) engaged is predicted. The higher of the respective measured and predicted jolt effects is subtracted from a signal representing maximum permissible jolt, and the resulting difference is used as the input of a three-term (PID) controller, the output of which produces a displacement of an electrically actuatable clutch control member. The controller and control member are so designed that when the controller is shut off, the clutch goes at once into full engagement. The circuit compares motor speed with transmission input speed in order to shut off the controller when these two speeds are equal, thus fully engaging the clutch, and also to shut off at the same time the jolt-measuring and predicting circuits.

Abstract: An engagement control valve for a lock-up clutch operable to control the clutch engagement force in response to the angular acceleration of the clutch. The valve has one member rotatable with the clutch and another member resiliently connected with the one member. The valve members cooperate to control the fluid passage such that, on sufficiently high angular acceleration of the clutch, the passage is open to reduce the engagement force of the clutch thus preventing the transmission of torsional vibrations which are not damped by a conventional damper.

Abstract: A governor for controlling the speed of a drive shaft comprising a flywheel mounted to a revolving drive shaft by a pair of diametrically opposed pins extending through the flywheel, along a diametrical line of the flywheel, and being respectively received by two oppositely disposed spiral slots along the cylindrical wall of the drive shaft. The flywheel and pins are slidably mounted to the drive shaft such that an increase or decrease in the speed of revolution of the drive shaft will cause the pins to move along the shaft in the slots and the flywheel to traverse along the axis of rotation of the drive shaft. Mechanical linkage is connected to the flywheel so that the movement of the flywheel will engage or disengage a friction clutch drive assembly operatively associated to the drive shaft, or alternatively, will control the rate of flow of fuel to an engine operatively connected to the drive shaft.

Abstract: A deceleration controlled and limited brake incorporates a deceleration sensor to limit the amount of braking torque which can be manually applied to a disc type brake. The deceleration sensor is a weighted lever which responds to deceleration by tending to disengage a disc clutch which the activated normal brake lever is engaging. The clutch force is applied at the end of a lever to provide the torque to engage the disc brake and provide deceleration of the vehicle containing the disc brake. Mechanical advantage together with deceleration control is provided by this clutch-brake assembly.

Abstract: A safety coupling for quickly disconnecting a cutting instrumentality from the power source of a hand-held power tool comprises a pawl on a rotating driving member engaging an abutment on a coaxial driven member. During normal operation a trip arm holds the pawl engaged. When the trip arm is tripped to release the pawl, a latch prevents reengagement of the pawl until reset.

Abstract: A control system for an automatic transmission of the type having an input shaft assembly, an output shaft assembly, a plurality of power transmitting gear assemblies connecting the input shaft assembly and output shaft assembly and adapted to be coupled to provide various ratios between input and output shaft assembly rotation, engaging devices for effecting changes in the ratios provided by the power transmitting gear assemblies, and servos for operating the engaging devices. Pressure regulating devices are provided for controlling the application of pressurized fluid to the servo means, and control apparatus is provided which is responsive to the rate of change of rotational speed, i.e., acceleration, of at least one of the rotatable components of the assemblies to control the output torque of the transmission during a shift from one ratio to another.

Abstract: A control system for regulating or controlling the actuating force of shifting elements which in automatically shifted change-speed transmissions act on friction elements that selectively brake, hold fast and release a structural element of such a change-speed transmission as a function of operating parameters; one of the operating parameters which is thereby used in the system of this invention is the predetermined change of the engine rotational speed as a function of time (dn/dt).