Abstract: A friction clutch assembly selectively engages an input member and an output member to allow selective transfer of torque therebetween. The friction clutch assembly includes a clutch pack including a first clutch member operatively coupled to the input member and a second clutch member operatively coupled to the output member. The clutch assembly further includes a plurality of lever arms and an actuating member with a movable member that is movably disposed between the plurality of lever arms. The movable member is movable generally along a linear axis between a disengaged position and an engaged position, and the movable member cams the plurality of lever arms relative to linear axis to cause the first and second clutch members to engage when the movable member moves to the engaged position. The first and second clutch members disengage when the movable member moves to the disengaged position.

Abstract: A first clutch assembly has an active state for transmitting rotational energy and an inactive state for not transmitting rotational energy. A generator has a generator shaft associated with the first clutch assembly. A second clutch assembly has an active state for transmitting rotational energy and an inactive state for not transmitting rotational energy. A transmission has a transmission shaft directly or indirectly associated with the second clutch assembly. A third clutch assembly has an active state for transmitting rotational energy and an inactive state for not transmitting rotational energy. An engine has an engine shaft associated with the third clutch assembly. A controller establishes an operational mode of the vehicle by controlling the states of the first clutch assembly, the second clutch assembly, and the third clutch assembly.

Abstract: An actuator arrangement for a clutch of a drive train for motor vehicles. The clutch is prestressed into an opened position and can be activated electromechanically. An electric motor can be coupled to the clutch in order to activate it. A control unit actuates the electric motor. The actuator arrangement has a safety device which is connected to the electric motor parallel to the control unit. The safety device is configured, in the case of a fault state, to supply electrical power to the electric motor independently of the control unit in order to open the clutch.

Abstract: A bi-directional clutch to be equipped on a vehicle, which is selectively automatically clutched off for putting the vehicle into a two-wheel drive mode or clutched on for putting the vehicle into a four-wheel drive mode, in correspondence to a condition of the vehicle during either forward traveling or backward traveling. The invention also relates to a vehicle equipped with the bi-directional clutch.

Abstract: An apparatus for adjusting the power transfer capabilities of two, shifting elements, by way of which output torque of a transmission of a vehicle can be conducted in a direction transverse to the longitudinal axis of the vehicle to driving wheels of a drivable vehicle axle with the inherent degrees of apportionment as conducted in relationship to the power transfer capability of the shifting elements. Each shifting element has an electric motor; a transmission operationally connected with the electric motor; and placed between the shifting element and the transmission apparatus, a drive converter apparatus, by way of which rotationally directed drive of the electric motors is respectively transformed into a translational activation motion for the control of the shifting elements. The drive converter apparatuses respectively possess a first drive element and a second drive element of which one drive element, converse to the other drive element, is of translational movement.

Abstract: A multi-position clutch allows selectively coupling at least two of at least three rotatable shafts is described herein. The clutch comprises at least three cooperation elements respectively associated to one of the at least three rotatable shafts for selective engagement therebetween; the at least three cooperation elements are mounted to the at least three rotatable shafts so as to be sequentially positioned for selective coupling of at least two adjacent cooperation elements. An actuating mechanism is provided for selectively coupling at least two adjacent cooperation elements from the at least three cooperation elements.

Abstract: Some embodiments of a clutch system may drive an output member to rotate at a first speed when the opposing clutch surfaces are engaged and to rotate at a second speed when the clutch surfaces are shifted to a disengaged position. In particular embodiments, the multi-speed clutch system may employ an eddy current drive system that causes the output portion to rotate even when the opposing clutch surfaces are disengaged.

Abstract: A friction clutch for a driven element is proposed, wherein the driven element can clutch be connected directly to a drive and can be matched to the speed of the drive by means of a friction disk clutch. According to the invention, an eddy-current clutch which can be activated or deactivated is provided by respectively mounting or removing at least one part (1, 12) of the eddy-current clutch by means of a quick-action connection (6, 10). It is also proposed that an eddy-current and/or permanent magnet means (1, 12) is distributed in an azimuthal or circumferential manner.

Abstract: An all-wheel transmission system includes an input shaft, a first output shaft and two mutually independently controllable friction clutches for the metering the transfer of drive torque from a powertrain to a first axle assembly and a second axle assembly. The first friction clutch includes a first clutch component rotationally connected to an input shaft and of a second clutch component rotationally connected to a first output shaft while the second friction clutch includes a first clutch component rotationally connected to the input shaft and a second clutch component rotationally connected to a second output shaft. One of the friction clutches can be selectively bridged via coordinate actuation of a bridging clutch.

Abstract: A multi-position clutch allows selectively coupling at least two of at least three rotatable shafts is described herein. The clutch comprises at least three cooperation elements respectively associated to one of the at least three rotatable shafts for selective engagement therebetween; the at least three cooperation elements are mounted to the at least three rotatable shafts so as to be sequentially positioned for selective coupling of at least two adjacent cooperation elements. An actuating mechanism is provided for selectively coupling at least two adjacent cooperation elements from the at least three cooperation elements.

Abstract: A friction clutch for a driven element that is connected directly to a drive by means of a first friction-disk clutch and being capable of being matched to the speed of the drive. When the first friction-disk clutch is disengaged, the drive of the driven element is adjusted to a relatively low take-up speed by means of an eddy-current clutch which can be engaged by means of a second friction-disk clutch. The driven element is arranged on a shaft or axle, so that, when the first and second friction clutches are disengaged, the drive of the driven element can be adjusted to a further take-up speed by means of the friction of a roller bearing. The eddy-current clutch includes an eddy-current part and a permanent magnet part which can be moved relative to the eddy-current part.

Abstract: A control method of a magnet type fan clutch is provided to improve engine performance, fuel economy, engine life, and vehicle acceleration and to reduce fan noise, and optimize fan horsepower. The magnet type fan clutch has a magnet coupling combined with an electromagnetic clutch. The method includes turning the electromagnetic clutch ON and OFF on the basis of cooling fluid temperature, engine oil temperature, transmission oil temperature, vehicle speed, engine rotation rate, accelerator opening, compressor pressure of an air conditioner, an On or Off signal of the air condition, a fuel injection indication amount, a clutch activation lower limit temperature and its lower temperature, and an engine rotation rate set value to control the fan rotation.

Abstract: Apparatus for transmitting motive power from a combustion engine or from an electric generator/motor to a driven shaft coupled to a rotating device, includes a main shaft having a first end connected to the combustion engine by a first engaging/disengaging device and a second end connected to the driven shaft by a second engaging/disengaging device, said shaft having, mounted thereon, a first electromagnetic clutch, the rotor of which is adapted to selectively receive motive power from a secondary shaft which is connected to the motor/generator, the main shaft being provided with a pulley carrying a drive belt which is wound onto a second pulley mounted idle on said secondary shaft and adapted to transmit motive power to the generator/motor via a third engaging/disengaging device.

Abstract: The invention relates to a device for driving a coolant pump (2) for the coolant circuit of an internal combustion engine in a motor vehicle comprising a drive train that encompasses a drive wheel (7), a viscous coupling (11), and a drive shaft (3). The inventive driving device is provided with a second coupling (15) which is embodied as a clutch and can be connected to the drive train parallel to the viscous coupling (11), resulting in increased redundancy and two-step rev control.

Abstract: A transfer case for selectively coupling a secondary driveline with a primary driveline comprises: a first output shaft; a second output shaft; a clutch assembly disposed at the second output shaft, the clutch assembly including inner and outer drum members, one of the inner and outer drum members rotatable in association with rotation of the first output shaft and the other one of the inner and outer drum members coupled with the second output shaft, the clutch assembly further including a plurality of frictional clutch plates, the frictional clutch plates formed of at least one frictional clutch plate coupled with the inner drum member and at least one frictional clutch plate coupled with the outer drum member; an actuator shaft rotatably coupled with an actuator; and a clutch actuator means coupled with the actuator for applying axial force to the frictional clutch plates to transmit a drive torque of the first output shaft to the second output shaft.

Abstract: A device for transmitting the movement to a fan for cooling the cooling fluid in a motor vehicle, mounted, by means of an idle support, on an axis parallel to the longitudinal axis (X-X) of the driving shaft of the vehicle, said device comprising movement generating means which are coaxial and integral with the driving shaft; means for transmitting the movement of the driving shaft to a first clutch; at least one first friction clutch with an electromagnetic actuating system, which is arranged on an axis parallel to the longitudinal axis (X-X) of the driving shaft and the rotor of which is connected to said movement transmission means and the engagement of which produces a rotation of the fan at a number of revolutions at least equal to that of the movement generating means.

Abstract: The system includes at least one transmission belt for coupling the shafts of auxiliary devices to a pulley which can be coupled for operation to the shaft of the combustion engine, and an electromagnetically operated clutch between this pulley and the shaft of the engine. An overrunning clutch is interposed between the pulley and the shaft of the engine. The clutch is normally disengaged and de-energized. The pulley has a hub fitted on an extension of the shaft of the engine with the interposition of the overrunning clutch, and has a channel-shaped cross section with a concavity facing the internal combustion engine. The electromagnetically operated clutch comprises a winding which is fixed to the engine and which extends into the concavity of the pulley, and a ferromagnetic ring carried in an axially translatable way by a support element fixed with respect to rotation to the extension of the shaft of the engine.

Abstract: A method for controlling operational sequencing of gears in an automatic transmission (102) which has been built in an auxiliary mode. In the case of such a shifting transmission it is possible that during the engagement of its transmission gear stage, impact noises or contact noises are present in the shifting procedure. This can occur by the generation of a tooth-on-tooth positioning between the toothing of a sliding collar (126) and the come-along toothing of an idler gear (130, 132). Provision is made for the control of the activation movement of the sliding collar (126) carried out in such a manner that an activation condition impact of the transmission parts, which are partakers in the shifting associated transmission part onto other transmission parts with the least possible impact force and/or with a least possible impact noise level.

Abstract: A door operating apparatus includes a motor bracket that covers a driving shaft of a driving motor; an output shaft that is disposed from the motor bracket toward the supporting bracket so as to be orthogonal to an extending direction of the driving shaft; a first rotational element that is linked with the driving shaft, and disposed on the output shaft; a second rotational element that is linked with a door operating mechanism, and disposed between the first rotational element and the supporting bracket on the output shaft; and a clutch unit including a clutch driving section that supports a rotation of the output shaft. When the first rotational element and the second rotational element are engaged by driving of the clutch driving section, the door operating mechanism is actuated by the driving force.

Abstract: A clutch mechanism of the present power device comprises a fixed gear member, a moving gear member engaged with the fixed gear member when moving to a clutch connecting position, an armature for moving the moving gear member to the clutch connecting position when rotated relatively to the moving gear member, an electromagnetic coil unit for applying a brake resistance to the armature, and a clutch holding surface for abutting against the moving gear member when the electromagnetic coil unit is turned off in the clutch connecting state and for holding the moving gear member at a brake-clutch connecting position. The abutment of the moving gear member against the clutch holding surface is released by rotating the moving gear member relatively to the armature in a state in which the electromagnetic coil unit is operated.

Abstract: A transfer case assembly (10) for selectively moving a seat assembly in a plurality of adjustment directions. The assembly comprises a motor (12) and a drive shaft (14) operatively connected to the motor (12) for rotation in response to actuation of the motor. A plurality of driving gears (16, 18, 20) are mounted to the drive shaft for rotation therewith. A plurality of driven (24, 28, 32) shafts corresponding with the respective plurality of driving gears are provided for independently controlling movement of the seat assembly in the fore/aft, up and down direction. A driven gear is rotatably mounted to each of the driven shafts and meshed with a respective one of the driving gears for rotation therewith. A coupler (22, 26, 30) is disposed adjacent to each of the driven gears for selectively coupling the driven gears to the respective driven shafts (24, 28, 32).

Abstract: A clutch device is configured to include a clutch mechanism, a clutch actuator operatively engaging and disengaging the clutch mechanism, a clutch lever, and an assist pressure generator which generates assist hydraulic pressure by driving an electric motor. The assist hydraulic pressure is supplied to the clutch actuator to operatively engage and disengage the clutch mechanism. The clutch device further includes a first turning angle sensor which detects the turn operation angle of the clutch lever, a control unit which controllably drives the electric motor based on the turning operation amount of the clutch lever and adjusts the driving force generating gain characteristic of the electric motor, and a gain adjustment knob which variably sets the gain characteristic. The clutch device makes it possible to changeably set the magnitude of an assist force of an assist device according to a rider's preference.

Abstract: An electromagnetic clutch selectively transferring engine power for a manual transmission includes a stator fixedly connected to an engine crankshaft via a flywheel, having an electromagnet and a lining drum, a clutch rotor for transmitting the engine power to a transmission power shaft by means of the magnetic force of the stator, a lining selectively contacting or releasing the lining drum of the stator, and a lining arm being rotated so that an end portion thereof presses the lining to the lining drum for physical contact between the lining and the lining drum.

Abstract: A transmission for driving one or more powered devices from a single drive motor. The transmission includes at least one output drive shaft, and at least one gear. Each gear is in constant driving engagement with at least one other gear, and one gear is engaged with the motor. Each of the output shafts is adapted to be coupled to at least one of the devices and at least one of the gears. The transmission also includes a plurality of clutches. Each of the clutches is uniquely associated with one of the output drive shafts and one of the gears, and each of the clutches selectively couples a gear to a corresponding output drive shaft. The transmission may include a control system for activating the motor and the clutches at desired time intervals.

Abstract: A transfer case (12) for distributing a driving torque of an input shaft (19) between two drivable output shafts (22, 29) is described. The transfer case (12) is realized with two controllable and adjustable frictionally engaged clutches (k_VA, k_HA), which are arranged between the input shaft (19) and the output shafts (22, 29) and whose transfer capabilities can be respectively adjusted via separate actuating devices (10, 11). A driving torque can be distributed between the drivable output torques (22, 29) in dependence upon the set transfer capabilities of the clutches (k_VA, k_HA). One clutch (k_HA) can also be radially enclosed by the other clutch (k_VA).

Abstract: An actuator is disclosed which can be used in multiple applications, and which provides both linear and rotary outputs. The device comprises a motor driven rotor having clutch plates on both sides thereof. One clutch plate includes a gear driven output, and the other clutch plate drives a linear rack for the linear output. An electromagnet controls the engagement of the first and second clutches.

Abstract: In automatic shift control apparatus and method for a manual transmission, at least one clutch is interposed between an engine and the manual transmission and a controller performs a feedback control for an engagement force of the clutch after a gear shift for the manual transmission is ended in such a manner that an input revolution speed of the clutch is directed toward another revolution speed thereof after the gear shift occurs at a predetermined time variation rate, the controller setting mutually different feedback control gains in a variation region of the input revolution speed of the clutch in which the input revolution speed of the clutch is directed toward the other revolution speed after the gear shift occurs and in a convergence region of the input revolution speed in which the input revolution speed of the clutch has reached to the other revolution speed after the gear shift occurs.

Abstract: A power drive assembly (110) for controlling movement of a closure panel (102, 105) of a vehicle includes a closure panel (102, 105) that moves relative to the vehicle between open and closed positions, and a latch (108, 115) for cinching the closure panel (102, 105) to the vehicle. The drive assembly (110) includes an actuator (134), a first torque output (136) coupled to effect movement of the closure panel (102, 105), a second torque output (138) coupled to the latch (115), and a clutch assembly (144, 150) coupled between the actuator (134) and the torque outputs (136, 138) for selectively transferring torque between the actuator (134) and the torque outputs (136, 138).

Abstract: A torque-transmitting mechanism has an electric motor apply apparatus. The electric motor is operable to control a drag torque on a rotatable plate for a torque-to-thrust apparatus. The control of the rotatable plate by the electric motor and drag torque results in a thrust force being applied to the torque-transmitting mechanism such that the torque-transmitting mechanism is conditioned to transmit torque between two members of a power transmission.

Abstract: Autopilot control of an aircraft is accomplished using a servo wherein the input shaft and output shaft are collinear. In one embodiment, the output shaft is supported, in part, by the input shaft. In further embodiments an engage clutch mechanism is provided to allow decoupling of the motor from the output shaft, and a slip clutch mechanism is provided to limit the torque output of the servo to enhance the safety of operation. The collinear shaft arrangement enables the engage clutch mechanism and slip clutch mechanism to synergistically utilize components for multiple functions.

Abstract: A variable speed slip clutch is provided. The clutch has an output shaft, a first and second input hub, and output hub, a wrap spring and a control hub. In one embodiment, the clutch includes a source coupler coupled to a first and a second input drive. The output shaft is configured to rotate. The first input hub is coupled to the first input drive and configured to rotate about the output shaft in a first direction. The second input hub is coupled to the second input drive and configured to rotate about the output shaft in a second direction opposite the first direction. The output hub fixed to the output shaft and configured to rotate therewith. The wrap spring has a first and a second end. The first end of the wrap spring is fixed to the output hub such that the first end of the wrap spring rotates with rotation of the output hub. The control hub is coupled to the second end of the wrap spring. In one embodiment a control motor is provided and coupled to the control hub.

Abstract: In an electromagnetically actuated dual clutch-brake combination (8), a drive input shaft (2) can be optionally engaged in drive connection with a first drive output shaft (4) or with a second drive output shaft (6). The second drive output shaft (6) is associated with an electromagnetic brake (52), which is provided in order to immobilize the second drive output shaft (6), whereas the first drive output shaft (4) can still be connected to the drive input shaft (2) by an electromagnetic clutch (28, 32). The electromagnetic dual clutch-brake combination is suitable for controlling a variable longitudinal differential lock and a shiftable range gear system of an all-wheel distributor gearbox, with only a single electric motor.

Abstract: A device for guiding torque of one drive shaft (3) connected with a driving appliance (2) onto a first or a second output shaft (4, 5). A torque fed via the drive shaft (3) can be applied, respectively, to one of the two output shafts (4, 5) depending on a control of a changeover device (6). The changeover device (6) comprises one electromagnetic clutch (7) which can produce a power flow between the drive shaft (3) and the first or the second output shaft (4 or 5). The electromagnetic clutch (7) comprises a coupling element (8) which is guided and displaced in an axially and rotatable manner and is fixedly connected with the drive shaft (3) and depending on a current supply of the electromagnetic clutch (7) produces the power flow between the drive shaft (3) and the first or the second output shaft (4 or 5).

Abstract: The invention provides a magnet type clutch device or a magnet type fan clutch device able to arbitrarily change the rotation speed of a fan by switching and controlling the directions of magnetic fluxes of a permanent magnet and an electromagnetic clutch. The magnet type clutch device or the magnet type fan clutch device constructed by integrating the electromagnetic clutch and a magnet coupling using the permanent magnet is characterized in that a magnetic loop element is assembled into a permanent magnet rotating body and the rotation speed of the fan, etc. can be changed by switching and controlling the magnetic flux direction of the electromagnetic clutch.

Abstract: A drive member (1) for a water pump of the cooling-water circuit of an internal combustion engine, with a drive wheel (7) and a shaft (4) which is coupled to the water pump, is proposed. According to the invention, for the transmission of torque between the drive wheel (7) and the shaft (4), an electromagnetically actuable friction-disk clutch (9, 10, 11, 12) and a second clutch device in the form of an eddy-current clutch (14) are provided, the latter taking up the shaft (4) when the friction-disk clutch is out of engagement. Moreover, a frictional shift clutch for a drive member of this type is proposed.

Abstract: An electromagnetic clutch assembly having a solenoid activated ball ramp operator provides reduced power consumption and improved control. The electromagnetic clutch assembly includes a primary or pilot friction clutch pack and a secondary or main friction clutch pack. An annular solenoid coil cooperates with an annular operator or plunger. When the coil is energized, the annular plunger translates and compresses the primary or pilot friction clutch pack. Activation of the pilot clutch pack retards motion of one of the members of the ball ramp operator which, in turn, compresses a secondary or main friction clutch pack disposed across the input and output members.

Abstract: In a power transfer device composed of a bottomed cylindrical housing 20a rotatably mounted on an inner shaft 20b and a main friction clutch 20c and a pilot friction clutch 30a coaxially assembled within a cylindrical space between the housing 20a and inner shaft 20b through a cam mechanism 30b, the thickness of a shim plate 39b for adjustment of a clearance between an inner clutch plate or outer clutch plate located at one side of an electromagnetic clutch 30a used as the pilot friction clutch and an inner end surface of an end wall block 21b threaded into an opening end portion of the housing 20a is determined on a basis of a clearance L1 between one side surface of a thrust bearing 39a assembled with an input cam member 35 of the cam mechanism 30b and an inner clutch plate or outer clutch plate located at one side of the electromagnetic clutch 30a.

Abstract: The present invention provides various clutch/gear assemblies that can be driven by a single motor. The clutch/gear assemblies comprise a smart material which changes shape when supplied with energy, e.g., current or heat. The smart material achieves one of a first or a second shape when supplied with energy, and achieves the other shape when it is not supplied with energy. When the smart material achieves a first shape it causes a clutch surface of the clutch/gear to engage and be driven by a shaft coupled to the motor and when the smart material achieves a second shape it allows the clutch surface to disengage from the shaft.

Abstract: In a power switching apparatus which switches a power transmitting state from a drive member to left and right two driven members, a circumferential connection surface of the drive member and each of circumferential connection surfaces in both of the driven members are wedge connected according to an interposition of rolling elements by bringing end surfaces of cages which are moved in an axial direction due to an electromagnetic force into frictional contact with the driven members and so as to rotate together therewith, in a state in which a switching means is set in an on mode.

Abstract: An overload protection arrangement for a portable power tool includes a magnetic clutch (5) arranged in a drive train of the power tool between an electromotor (1) and a tool chuck (3), control electronics (6) for controlling the magnetic clutch (5), a self-actuated torque-dependent overload clutch (7) likewise arranged in the drive train, and a sensor (8) for detecting an open condition of the overload clutch (7) upon the overload of the drive train and connected with the control electronics (6).

Abstract: An axial setting device comprising two plates (24, 29) which are relatively rotatable and coaxially supported relative to one another and between which balls are guided in pairs of ball grooves (34, 39) in the plates (24, 29), with the depth of said pairs of ball grooves (34, 39) being circumferentially variable; of the plates (24, 29), one is axially supported and one is axially displaceable against the elastic returning forces of spring means; at least one of the plates (24, 29) is drivable via a driveline by a driving motor (11). Within the driveline, between the driving motor (11) and the drivable plates (24, 29), there is inserted a switching coupling (83).

Abstract: A magnet type fan clutch apparatus is formed of an electromagnetic clutch mounted on one driving shaft, and a magnet coupling operatively connected to the electromagnetic clutch. The magnetic coupling includes a permanent magnet rotary body to which a fan is fixed, and a disc having a conductor or a hysteresis member opposed to the permanent magnet rotary body with a narrow clearance left therebetween; and formed so that the permanent magnet rotary body and disc are rotated together or relatively owing to an attraction working between the permanent magnet and conductor. The magnetic coupling is formed so as to be ON/OFF controlled by the electromagnetic clutch, and a seal structure is provided between the disc and permanent magnet rotary body.

Abstract: A shift assembly for a two-speed transfer case utilizes a single actuator to drive both the speed range selection mechanism and a modulating friction clutch pack which selectively transfers drive torque from a primary output to a secondary output. The shift assembly includes an actuator which rotates a shift rail and cam having an intermediate helical track and a dwell region at each end. A lost motion assembly operating in conjunction with the helical cam selectively engages and disengages the clutch when the cam follower is in one of the two dwell regions. Thus, the shift assembly provides sequential operation from full clutch engagement in a first speed range, clutch disengagement in the first speed range, de-selection of the first speed range, selection, and de-selection of neutral, selection of a second speed range and, up to full engagement of the clutch in the second speed range.

Abstract: A driving force distribution system selectively operates right and left electromagnetic clutches and, thereby assisting a vehicle in turning by transmitting torque from the inner turning wheel to the outer turning wheel. The right electromagnetic clutch includes an armature on the right side of a core housing a coil. The left electromagnetic clutch includes an armature on the left side of the core housing a coil. When the right electromagnetic clutch is engaged in order to assist the turning by transmitting torque from the right driven wheel to the left driven wheel when the vehicle is turning right, since the right electromagnetic clutch includes the armature on the right side of the core, the armature is urged leftward toward the core due to a centrifugal force caused by turning right to reduce an air gap, thereby enhancing the responsiveness of engagement of the right electromagnetic clutch as well as reducing the power consumption.

Abstract: A shift assembly for a two-speed transfer case utilizes a single actuator to drive both the gear or speed range selection mechanism and a modulating friction clutch pack which selectively transfers drive torque from a primary transfer case output to a secondary transfer case output. The shift assembly includes an actuator which rotates a shift rail and cam having an intermediate helical track and a dwell region at each end. A lost motion assembly operating in conjunction with the helical cam selectively engages and disengages the friction clutch pack when the cam follower is in one of the two dwell regions. Thus, the shift assembly provides sequential operation from full clutch engagement in a first speed range through clutch disengagement in the first speed range, de-selection of the first speed range and selection of neutral, de-selection of neutral and selection of the second speed range and thence increasing engagement, up to full engagement, of the friction clutch pack in the second speed range.

Abstract: An improved control method activates an electric motor to drive a torque-to-thrust converter for controlling the torque capacity of a clutch mechanism. The control utilizes a model-based feed-forward control in combination with a closed-loop position feed-back control. The desired clutch torque capacity is characterized in terms of a desired motor position, and the feed-forward control models the motor speed and position response to changes in the desired motor position. The modeled speed and position, in turn, are used to create a feed-forward command, and the feed-forward command is combined with a feedback command based on actual position error.

Abstract: An eddy current coupling (4) is proposed, with a first movable coupling element (13) comprising an electrically conductive eddy current portion (16), in which eddy currents can form. Furthermore, the eddy current coupling has a second coupling element (10) which is movable relative to the first coupling element (13) and on which magnets (14) are arranged in such a way that, in the event of a relative movement of the first and second coupling elements (10, 13) with respect to one another, the magnets are led past the eddy current portion (16). The first and the second coupling element (10, 13) are separated at the eddy current portion (16) via an air gap (18). Magnetic conduction means (17, 17a) consisting of magnetically conductive material are provided in the eddy current portion (16).

Abstract: A device for guiding torque of one drive shaft (3) connected with a driving appliance (2) onto a first or a second output shaft (4, 5). A torque fed via the drive shaft (3) can be applied, respectively, to one of the two output shafts (4, 5) depending on a control of a changeover device (6). The changeover device (6) comprises one electromagnetic clutch (7) which can produce a power flow between the drive shaft (3) and the first or the second output shaft (4 or 5). The electromagnetic clutch (7) comprises a coupling element (8) which is guided and displaced in an axially and rotatable manner and is fixedly connected with the drive shaft (3) and depending on a current supply of the electromagnetic clutch (7) produces the power flow between the drive shaft (3) and the first or the second output shaft (4 or 5).

Abstract: In a power switching apparatus which moves cages respectively corresponding to left and right two driven members in an axial direction, end surfaces of the respective cages are brought into frictional contact with the driven members so as to rotate together therewith, and a wedge connection occurs in a circumferential connection surface of a drive member to each of circumferential connection surfaces in both of the driven members according to an interposition of rolling elements, at a time of switching a power transmitting state from the drive member to both of the driven members. A spacer which is coaxially arranged with the driven members is provided between both of the driven members, and both of the cages are coaxially supported by an outer periphery of the spacer.

Abstract: An apparatus for controlling the clutches in an automatic vehicle transmission includes a series of electric motors attached to the transmission housing, each of which has a motor shaft with a gear attached to it. A torque-to-thrust mechanism is driven by the driving gear and includes a thrust element that imparts a linear force to the apply plate of a clutch. Also included is a sensing system that allows for sensitive control of the torque-to-thrust mechanism which facilitates smooth engagement and disengagement of the clutch.