Abstract: A mechanical locking differential primarily includes a drive ring and right and left driven rings that can move sideways into and out of engagement with the drive ring. The drive ring and the driven rings have teeth with an inverted trapezoidal shape with a significant clearance, such as a pressure angle of ?1° and a clearance of 20% circumferentially. A central ramping separator ring provides a ramping mechanism with inclines that push the driven rings out of engagement with the drive ring when the associated half axle rotates faster than the drive ring, with the ramping action occurring within the teeth clearance.

Abstract: A bi-directional overrunning clutch includes a housing and a pair of hubs substantially coaxially aligned within the housing. A pair of roll cages position a plurality of rollers between each hub and an inner cam surface of the housing. The rollers are positioned to wedge between the hub and the inner cam surface when one of the hub and the housing is rotated with respect to the other. End caps are attached to the housing adjacent to the hubs. A friction disk mechanism includes a friction plate rotating in combination with each the roll cage and a spring compressed between the end cap and the roll cage for biasing the friction member into frictional contact with the hub. An intermittent coupler is located between each roll cage and configured to engage the roll cages so as to permit indexing of one roll cage relative to the other.

Abstract: A bi-directional overrunning clutch differential for controlling torque transmission between a pinion input shaft and at least one output hub. The clutch having a clutch housing and the roll cage mounted within the housing. An engagement control assembly is provided for controlling the relative position of the roll cage with respect to a cam surface on the clutch housing. The engagement control assembly includes an electronically controlled actuation device, such as a coil or solenoid, which when activated causes the roll cage to rotate into a second position relative to the clutch housing to engage the rolls with the cam surface and an outer surface of the hub. A spring is engaged with the clutch housing and has an end engaged with the roll cage for biasing the roll cage into a neutral position when the roll cage is in its second position.

Abstract: A method and device for controlling an automatic freewheeling function in a vehicle where a freewheeling function is active due to a prevailing freewheeling condition and where a control unit is programmed to: predict that the vehicle soon will travel in a steep downhill slope that is steeper compared to a prevailing downhill slope; simulate if less fuel will be consumed if the freewheeling function is inactivated in a a further position before the vehicle enters the steeper downhill slope, compared to if the vehicle enters the steeper downhill slope with the freewheeling function active; and inactivate the freewheeling function in the further position, that is, before the vehicle enters the steeper downhill slope if the simulation shows that less fuel will be consumed.

Abstract: In a bi-directional overrunning clutched differential unit, a pair of coaxial hubs are relatively unrotatably fitted on respective coaxial output shafts, and are relatively rotatably inserted into a cage holding rollers. A pair of second bearings journal a clutch housing disposed around the cage is diametrically larger than a pair of first bearings journaling the respective hubs, and are disposed between the first bearings in the axial direction of the output shafts. An axial end portion of the cage and the second bearing on the same axial side are distant from the first bearing on the same axial side so as to have a space where a friction mechanism for applying a frictional rotation resistance onto the cage is disposed.

Abstract: A transmission box (3) for a wheeled machine includes a motor input shaft (4) driving a drive wheel (8) to actuate at least one drive shaft (9A, 9B) of at least one wheel (2A, 2B) of the machine (1). A clutch mechanism (13) is disposed between the drive wheel (8) and a drive shaft (9A, 9B) and is actuated by driving in rotation the drive wheel (8) and deactuated by driving in rotation the drive shaft (9A, 9B) when the motor input shaft (4) is stopped or when the speed of rotation of the drive shaft (9A, 9B) is greater than the speed of rotation of the drive wheel (8). The box (3) contains two clutch mechanisms (13), each coacting with one drive shaft (9A, 9B) to permit the free wheeling of one and/or the other of a pair of wheels (2A, 2B).

Abstract: A clutch mechanism may be positioned in engagement with a slave sprocket of a drive train and a hub of a flywheel to create a frictional engagement between the sprocket and the hub, and to establish a break-free force threshold. When the drive train is actuated in the forward direction, the slave sprocket and the hub may move together, and when the drive train is actuated in the rearward direction under the influence of a force greater than the break-free force threshold, the clutch mechanism may slip between the slave sprocket and the hub, allowing the slave sprocket and the flywheel to move independently of one another. The clutch mechanism may also include a spring tensioner whereby the break-free force may be adjusted.

Abstract: A bi-directional overrunning clutch comprising an input gear, a pair of hubs, and a roller assembly is provided. Each hub is engaged to an end of one of a pair of shaft segments of a primary drive axle. The roller assembly is disposed within the input gear and about at least a portion of each hub. The roller assembly includes spring pins, extending from the roller assembly, with ball locks adapted to engage detents on the surface of each hub, so as to form spring pin engagements between the roller assembly and the hubs. In operation, rotation of the input gear causes rotation of the roller assembly. Thereafter, rotation of the roller assembly causes rotation of the hubs via the spring pin engagements. The spring pins, however, are generally adapted to disengage the spring pin engagements when one of the hubs rotates faster than the other hub.

Abstract: A bidirectional overrunning clutch comprising an input gear, a pair of hubs, and a roller assembly is provided. Each hub is engaged to an end of one of a pair of shaft segments of a primary drive axle. The roller assembly is disposed within the input gear and about at least a portion of each hub. The roller assembly includes rollers disposed within recesses of the roller assembly. The roller assembly also includes a spring extending from the roller assembly to exert frictional forces between the roller assembly and the hubs. In operation, rotation of the input gear causes rotation of the roller assembly. Thereafter, rotation of the roller assembly causes rotation of the hubs via the engagements between the rollers and the hubs.

Abstract: A power transmission mechanism for a vehicle includes a clutch assembly which includes a two-way clutch and an electromagnetic clutch. The two-way clutch includes three rows of rollers retained by a retainer and disposed between a clutch inner member, which is actually a stem of a constant-velocity joint mounted on the outboard end of a drive axle, and a clutch outer member, which is actually a hub ring of a hub bearing supporting a vehicle wheel. Simply by energizing and deenergizing the electromagnet of the electromagnetic clutch, the two-way clutch can be engaged and disengaged. Since the rollers are arranged in three rows, it is possible to increase the contact area between the rollers and the clutch inner and outer members and thus the maximum torque that can be transmitted through the rollers without the need to increase the number of rollers in each row or their length or diameter.

Abstract: A power transmission mechanism for transmitting a driving force from a drive shaft to a driven member of a gear via a one-way clutch is provided. The one-way clutch includes a swinging clutch portion swingably fitted in a clutch portion housing groove formed in a first end portion of the drive shaft. The swinging clutch portion has a cylindrical portion as the axis of rotation and a projecting portion. When the drive shaft rotates, the projecting portion of the swinging clutch portion is raised by a slit of a collar fitted onto the drive shaft, engaging one of a plurality of engaging grooves formed in the inner peripheral surface of the driven member. When the drive shaft does not rotate, the swinging clutch portion lies down, and the projecting portion does not engage any engaging groove, allowing the driven member to rotate bidirectionally relative to the drive shaft.

Abstract: A differential for racing cars that travel in a given direction around a closed circular or oval track, including an overrunning clutch arrangement for disengaging from the drive train of the differential an outside wheel shaft that overruns the inside wheel shaft during a turn by a given amount, and a locking device for continuously locking the inside wheel shaft to the differential drive train. Preferably, the locking device comprises a locking gear that is non-rotatably splined to the inside wheel shaft and that has pinion teeth that are in continuous engagement with the central drive member of the differential.

Abstract: A vehicle driveline assembly for an automotive vehicle includes a differential assembly adapted to transfer torque proportionally between first and second axle half-shafts. An over-running clutch is adapted to selectively lock the differential assembly thereby effectively rotationally locking the axle half shafts to one another. The differential has three modes of operation; an open mode, wherein the differential is kept un-locked; a locked mode, wherein the differential is kept locked; and an automatic mode, wherein the differential is locked or un-locked based upon predetermined operating parameters. A selector switch allows an operator to selectively place the differential in one of the three modes. An electronic control unit receives inputs from the vehicle, compares the inputs to pre-determined operating parameters, and selectively engages or disengages the over-running clutch when the differential is in the automatic mode.

Abstract: A bi-directional overrunning clutch for transmitting torque to segments of a primary drive axle. The clutch includes an input gear, a clutch housing, and hubs extending out of the housing that attach to the segments. A roll cage is located within the housing and has rollers arranged in two sets, each set located adjacent to a hub. The rollers wedge between the hubs and first tapered portions on the clutch housing when the roll cage is rotated in a first direction relative to the housing (forward-engagement position), and between the hubs and second tapered portions on the clutch housing when the roll cage is rotated in a second direction relative to the housing. A friction member contacts the roll cage to engage the roll cage to the hub to wedge the rolls between the hubs and the clutch housing.

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 moving cages in an axial direction based on a centrifugal force of a switching means. The power switching apparatus also brings end surfaces of the cages into frictional contact with the driven members so as to rotate together therewith.

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: A dual disconnect differential assembly for four-wheel drive (4WD) vehicle is disclosed. This disconnect differential assembly connects/disconnects both output shafts of a differential assembly simultaneously from the respective universal joints of the drive assembly. Both output shafts are interconnected to provide simultaneous sliding along an axial direction. A clutch mechanism associated with the inboard side of each universal joint (which may be a constant velocity joint) and with the output shafts is provided for simultaneous connection and simultaneous disconnection of the output shafts from the outboard side of the universal joint. The dual disconnect differential assembly herein is simple, compact, and reliable. It overcomes the disadvantages associated with single axle disconnect mechanisms presently in use. It also provides a simpler, more compact, and more reliable dual disconnect differential mechanism than any such mechanism presently known.

Abstract: A modular, self-contained, bi-directional wheel clutch unit selectively attachable and detachable as a unit to and from an axle, the unit including a rotatable wheel-driving hub including a casing portion, a clutch cage disposed in the casing portion and surrounded thereby and which has a plurality of circumferentially-distributed openings, a rotatably driven cam element disposed in the casing portion and surrounded by the clutch cage and which has a plurality of discrete surfaces thereon, and a plurality of rollers rotatably disposed within the casing portion and within the clutch cage openings. The rollers are located between the casing portion and the cam element discrete surfaces and have an engaged position wherein the cam element and the hub are in binding engagement through the rollers and the hub is rotatably driven by the cam element, and a disengaged position wherein the hub is freely rotatable relative to the cam element.

Abstract: A hybrid vehicle system is provided with an internal combustion engine driving one set of wheels and an electric motor connected to the other wheels via an active clutch system. A power take-off unit is provided for selectively providing driving torque from the internal combustion engine to the electric motor to operate the motor in a regenerative operating mode. The active clutch system is selectively engaged and disengaged based upon whether the vehicle is operating in an internal combustion engine operating mode, an electric motor operating mode, a combined electric motor and internal combustion engine operating mode, or a regenerative operating mode.

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: A bi-directional overrunning clutch differential is disclosed for controlling torque transmission between a pinion input shaft and at least one output hub in a vehicle. The differential includes clutch a clutch housing and a roll cage. An electromagnetic indexing device is mounted adjacent to the cage and adapted to place the cage in position to engage the output hub to the input shaft. An electrohydraulic device is mounted adjacent to the clutch housing and includes a housing attached to the clutch and adapted to rotate in combination with the clutch housing. A hydraulic piston is located adjacent to a drive plate and adapted to cause the drive plate to engage to the housing when actuated, thereby providing dynamic torque between the output hub and the clutch housing.

Abstract: A railroad car wheelset has an axle with one wheel (14A) rigidly attached. This wheel is permitted to rotate by means of journal bearings either on the extreme ends of the axle or inboard of each wheel location. At the other wheel, the axle has smooth surface and a self-lubricating bearing (54) is provided as a part of a hub on the axle. The hub is integral with the axle or press fit thereon. The axle has a boss for preventing the independently rotating wheel from migrating laterally out of proper alignment. A self-lubricating thrust bearing (32) is located between this boss and the side of the wheel to eliminate any possible galling between the two moving surfaces.

Abstract: A drive wheel roller disengages a drive wheel on a device from the drive axle connected directly to a motor, such that the drive wheel can spin freely to move the device when the motor is not on. The axle has an aperture which aligns with an aperture on the hub of the drive wheel. When the pin is in place the drive axle and the wheel turn in unison. When the pin is removed the wheel can spin freely on a bearing located between the wheel and the axle. A screw cap locks the wheel on the axle.

Abstract: A clutch including a pawl having a base portion and an arm portion extending from the base portion; a drive disk adapted to be engaged by the pawl; a friction seal adapted to receive the drive disk; a drive retainer adapted to receive the pawl and a biasing spring that is engaged with the pawl and the drive retainer; and a pinion wheel having a plurality of teeth, wherein said pinion wheel is adapted to receive the drive retainer. The teeth of the pinion wheel operatively mesh with similarly designed teeth on a traction drive wheel which is also included in the traction drive wheel assembly. The clutch operates without the need for manual de-clutching and further without the need for the existence of frictional differentials between clutch members, induced through axial pressing together of clutch components by a thrust spring and through different sizes of frictional contact areas.

Abstract: A bi-directional overrunning clutch for transmitting torque to segments of a primary drive axle. The clutch includes an input gear, a clutch housing, and hubs extending out of the housing that attach to the segments. A roll cage is located within the housing and has rollers arranged in two sets, each set located adjacent to a hub. The rollers wedge between the hubs and first tapered portions on the clutch housing when the roll cage is rotated in a first direction relative to the housing (forward-engagement position), and between the hubs and second tapered portions on the clutch housing when the roll cage is rotated in a second direction relative to the housing. A friction member contacts the roll cage to engage the roll cage to the hub to wedge the rolls between the hubs and the clutch housing.

Abstract: A dual disconnect differential assembly for four-wheel drive (4WD) vehicle is disclosed. This disconnect differential assembly connects/disconnects both output shafts of a differential assembly simultaneously from the respective universal joints of the drive assembly. Both output shafts are interconnected to provide simultaneous sliding along an axial direction. A clutch mechanism associated with the inboard side of each universal joint (which may be a constant velocity joint) and with the output shafts is provided for simultaneous connection and simultaneous disconnection of the output shafts from the outboard side of the universal joint. The dual disconnect differential assembly herein is simple, compact, and reliable. It overcomes the disadvantages associated with single axle disconnect mechanisms presently in use. It also provides a simpler, more compact, and more reliable dual disconnect differential mechanism than any such mechanism presently known.

Abstract: The present invention relates to a reverse gear transmission device of a differential of a vehicle. The vehicle is provided with a drive shaft provided with differentials each containing an one-way thrust bearing therein. The gear shift stick of the vehicle is provided with a linking member. When the gear shift stick is moved to a reverse gear position, the linking member may be driven by a mechanic linking lever or a motorized magnet so as to move an operation member which may drive and move the clutch into the differential, so that the one-way thrust bearing may still combine with the drive shaft to transmit the power even when the vehicle is reversed.

Abstract: A reversible implement including an engine, an axle driven by the engine, a pair of ground engaging wheels with a wheel located at each axle end, a pair of input hubs rotatably fixed to the axle, a pair of wheel hubs with a wheel hub located at each axle end and attached to a ground engaging wheel, and a wrap spring surrounding a portion of each input hub and each wheel hub. Each wrap spring has a relaxed state, wherein the wrap spring is in one of a first position in which the wrap spring is disengaged from the wheel hub, and the input and wheel hubs are not rotatively coupled and a second position in which the wrap spring is engaged with the wheel hub, and the input and wheel hubs are rotatively coupled, and a contracted state, wherein the wrap spring is in the other position.

Abstract: A bi-directional overrunning clutch differential is disclosed for controlling torque transmission between a pinion input shaft and at least one output hub in a vehicle. The differential includes clutch a clutch housing and a roll cage. An electromagnetic indexing device is mounted adjacent to the cage and adapted to place the cage in position to engage the output hub to the input shaft. An electrohydraulic device is mounted adjacent to the clutch housing and includes a housing attached to the clutch and adapted to rotate in combination with the clutch housing. A hydraulic piston is located adjacent to a drive plate and adapted to cause the drive plate to engage to the housing when actuated, thereby providing dynamic torque between the output hub and the clutch housing.

Abstract: A vehicle has a transmission shaft having an annular flange, a threaded end, a recess, and a cotter key inserted in the recess. A differential gearing device receives the transmission shaft. The differential gearing device has a bearing cover, a first one-way thrust bearing, a hollow bearing block, a second one-way thrust bearing, and a positioning disk. The hollow bearing block has a plate having four through holes. The first one-way thrust bearing and the second one-way thrust bearing are disposed in the hollow bearing block. Two screws fasten the bearing cover and the hollow bearing block together. A plurality of bolts fasten the plate and a driven element together. The transmission shaft passes through the bearing cover, the first one-way thrust bearing, the hollow bearing block, the second one-way thrust bearing, the positioning disk, and the driven element.

Abstract: An integrated wheel end assembly for a vehicle including a wheel hub, a stub shaft, a torque flange and a bi-directional overrunning clutch member is configured such that the clutch automatically acts as a hub lock. The wheel hub is drivingly engaged to a drive flange mounted at an inboard end thereof. An outer circumference of the drive flange has a plurality of external teeth spaced evenly therearound. An outboard end of the stub shaft is rotatingly supported in the wheel hub and an inboard end thereof defines a housing for a CV joint. This CV housing and the drive flange are positioned axially adjacent to each other. The bi-directional overrunning clutch member comprises two clutch plates, one drivingly connected to the CV housing and the other drivingly connected to the drive flange. In a first configuration the clutch plates are disengaged such that the rotating CV housing causes only the corresponding clutch plate to rotate and no drive torque is transferred from the half shaft to the wheel hub.

Abstract: A small diameter plastic eel with an overrunning clutch assembly mounted to the hub of the wheel. The wheel designed to be used with self-propelled power equipment operating at less than 1000 RPM. The overrunning clutch includes a clutch housing of generally annular cross-section having an outer periphery and an inner periphery. The housing has a radial stiffness which prevents deformation of the housing during use. The housing has recesses spaced equidistantly thereabout. Each recess has a throat opening, an outer wall, and a pair of side walls. A roller bearing is located in each of the recesses. One of the side walls has a concave surface. The other side wall has a spring for engaging the roller bearing and biasing the roller bearing toward the concave surface of the side wall.

Abstract: A railroad car wheelset has an axle with one wheel rigidly attached as in conventional railroad practice. This wheel is permitted to rotate by journal bearings. At the other wheel, the axle is provided with a smooth surface and a self-lubricating bearing is provided as a part of a hub on the axle. The axle is provided with a boss for preventing the independently rotating wheel from migrating laterally out of proper alignment. A bearing is located between this boss and the side of the wheel. A removable retainer plate is located on the other side of the independently rotating wheel. Adjacent the removable retainer plate is an electrical contactor. The bearings can be comprised of a lubricant coating permanently bonded to the bearing surface of the hub. Latch elements are pivotally secured to the other wheel and engagable with locking elements operatively secured to the axle. A second wheelset has an independently rotatable wheel locked to the axle automatically in one direction.

Abstract: A bi-directional overrunning clutch is disclosed for controlling torque transmission between a secondary drive shaft and secondary driven shafts. The overrunning clutch includes a pinion input shaft in a differential housing that engages with a clutch housing rotatably disposed within the differential housing. At least one race is located adjacent to the clutch housing and is engaged with an output shaft. A cage is located between the race and the clutch housing. The cage is movable with respect to the clutch housing. A first coil is mounted within the differential housing adjacent to the cage and is adapted to produce an electromagnetic field when energized which causes the cage to drag with respect to the clutch housing. The dragging of the cage with respect to the clutch housing positions the cage to engage the clutch housing with the race when wheels on a primary drive shaft lose traction. A second coil is mounted within the differential housing adjacent adjacent to the cage.

Abstract: A turf aerator is provided with a pair of drive wheels rotatably mounted on a drive shaft supported in a main frame of the aerator. Each drive wheel is provided with a radially extending flange and a pawl is pivotally mounted on each flange. A pair of sprockets are secured to the shaft for rotation therewith and disposed in engagement with a respective pawl. A drive sprocket is mounted for rotation with the shaft and is operatively connected to the shaft of an aerator assembly and a motor driven shaft by means of a chain interconnecting sprockets on each shaft. The pawls are arranged relative to the sprockets to positively drive the drive wheels in a forward direction while permitting one pawl to ratchet relative to the sprocket in engagement therewith and permitting rotation of the drive shaft in an opposite direction without imparting a drive to said wheels.

Abstract: An automatic spindle engager for a part-time axle of a four-wheel drive motor vehicle includes a wheel spindle that carries a wheel, an outer drive member, inner drive member drivably connected to an engine through an axleshaft, a set of drive rollers and clutch surfaces for drivably connecting the outer member and inner member, a set of spring loaded trigger rollers and inclined clutch surfaces on which the rollers are held, and a retainer movable with the changing position of the trigger rollers for transmitting movement of the trigger rollers to the set of drive rollers. Pairs of inclined clutch surfaces form detents in which the drive rollers are located when no torque is transmitted through the mechanism. The drive rollers move on their inclined clutch surfaces in accordance with movement of the retainer. This drivably connects a road wheel and the driven axle only when torque is transmitted in either direction from the engine to the wheels and from the wheels to the engine.

Abstract: A hub clutch capable of automatically engaging and disengaging the front wheel axle to and from the wheel hubs according to the difference in rotational speeds therebetween. It has an inner ring coupled to the front wheel axle, an outer ring coupled to the wheel hub, a first retainer and a second retainer provided between the inner and outer rings, and sprags held by the first and second retainers. To one end of the first retainer is coupled a switch spring for producing a turning effort. A turning effort imparting device is coupled to its other end through a one-way clutch. While the vehicle is moving forward, the sprags are kept in a forward-travel ready-to-engage position, with the one-way clutch idling. When the vehicle begins to move backward, the one-way clutch locks, so that the sprags are inclined in the opposite direction to assume a backward-travel ready-to-engage position.

Abstract: The present invention is a type of coasting device for a vehicle provided between a half shaft and a drive hub with external threads. A forward running ring and a rearward running ring, each with a truncated conical shaped surface, are mounted on the threaded section of the drive hub. An outer casing is coaxially provided at the outer circumference of the drive hub, the internal tapered surfaces of the casting matching the external truncated conical shaped surfaces of the two rings to form an overrunning clutch and a self-locking device. Thus, the inertial energy of vehicles can be sufficiently utilized, the release of harmful emissions from engines reduced, the wear of machine parts decreased and the driver's labor eased.

Abstract: A multifunctional energy-saving system for vehicles is composed of an automatic clutch mechanism (1) and a control mechanism (2). The automatic clutch mechanism mainly comprises a shaft (4) with a regular prismatic section (5), a hub (6) and a synchronous cage (10) with torque-transmitting elements (12). When the speed of the shaft is higher than that of the hub torque is transmitted between them through the torque-transmitting elements (12). When the speed of the shaft becomes lower than that of the hub, no torque is transmitted between them. The shaft can be engaged with the hub as required at any time responding to the control mechanism. The energy consumption can be considerably reduced with the present system. When the automatic clutch mechanism having a symmetric structure is used in the system and disposed in place of the original differential of a vehicle, the automatic clutch mechanism can further function as a differential with anti-slip capabilities.

Abstract: A rotation transmitting device having an outer ring formed with a bore, a holder fixedly mounted in the bore and rolling elements mounted in the holder so as to be rollable as the outer ring rotates. A pair of input shafts are provided coaxially with an axis of rotation of the outer ring so as to sandwich the rolling elements from both sides thereof. Output shafts are rotatably mounted in the bore at both sides of the input shafts. Cages are rotatably mounted between the output shafts and the outer ring and formed with pockets. Engaging elements are mounted in the pockets and adapted to be engageable between opposite surfaces of the outer ring and the output shafts with relative rotation between the cages and the output shafts in either direction. Elastic members are mounted in the pockets to keep the engaging elements in a position where they are not engaged.

Abstract: A manual powered lawn mower comprises a pair of large diameter drive wheels on an axle, two clutch and roller bearing mechanisms on the axle coupling the drive wheels thereto, a gear mechanism coupled to the axle for translating rotation of the drive wheels to rotation of a gear around a vertical axis, and a rotary type blade which is coupled to the gear mechanism via a vertical axle and another clutch and roller bearing mechanism. When the lawn mower is pushed forward, the clutch and roller bearing mechanisms on the wheel axle causes the axle to drive the gear mechanism, which in turn drives the vertical axle and the blade. When a drive wheel is not turning the axle faster than the speed that the axle is turning, that drive wheel is decoupled by the clutch and roller bearing mechanism and no longer adds either power or drag to the system. With clutch and roller bearing mechanisms on each wheel, a "differential" is provided which permits maneuverability without adversely affecting blade speed.

Abstract: A rotation transmitting device having an outer ring formed with a bore, a holder fixedly mounted in the bore and rolling elements mounted in the holder so as to be rollable as the outer ring rotates. A pair of input shafts are provided coaxially with an axis of rotation of the outer ring so as to sandwich the rolling elements from both sides thereof. Output shafts are rotatably mounted in the bore at both sides of the input shafts. Cages are rotatably mounted between the output shafts and the outer ring and formed with pockets. Engaging elements are mounted in the pockets and adapted to be engageable between opposite surfaces of the outer ring and the output shafts with relative rotation between the cages and the output shafts in either direction. Elastic members are mounted in the pockets to keep the engaging elements in a position where they are not engaged.

Abstract: An all wheel drive system for a motor vehicle is normally set up to operate in a two wheel drive mode except in vehicle operating situations where increased traction is desired. A drive shaft of a drive line is connected to front and rear axles through respective speed adjusters. A front speed adjuster provides for transmitting a rotational speed to the front drive axle that is slower than a rotational speed transmitted by the rear speed adjuster to the rear drive axle. At least one overrunning clutch is interposed in the drive line to a pair of front drive wheels for permitting the front drive wheels to be rotated out of engagement with the drive line by motion of the vehicle.

Abstract: An electrically actuated free wheel hub apparatus includes an axle tube, a wheel hub arranged about the axle tube and operated in response to the position of a drive transfer mechanism. An electric motor is disposed in a body fixed to the wheel hub and an axle shaft is interior to the axle tube. A control device control transmittal of power between the axle shaft and the wheel hub by a clutch mechanism. A syncromesh device is provided in the drive transfer mechanism so that each rotation of a front wheel side and a rear wheel side can be synchronized and a delay device transmit current to the motor after the completion of synchronizing.

Abstract: A clutch assembly for automotive vehicle four-wheel drives either in association with an axle disconnect or wheel hub incorporates a power shift mechanism which can be remotely activated either when the vehicle is static, in motion and during either forward or reverse direction of movement to positively drive the clutch members into and out of engagement with one another. The power shift mechanism includes sealed envelopes in the form of expandable and contractable compartments which in response to a remote control valve will positively shift the clutch members into and out of engagement, and the members will remain in the shifted position without the continued application of force until positively shifted away from that position by the power shift mechanism.

Abstract: A multiple driven axle vehicle, such as a four-wheel drive recreational vehicle having its front, steerable wheels being optionally driven by providing double acting overrunning clutches in the hubs of the front wheels. A transmission mechanism is provided for driving the front, optionally driven wheels slower than the driving surface otherwise drives those wheels so that the slower driven wheels overrun and do not engage when the steerable wheels are turned as the vehicle is driven through a turn, thereby eliminating the need for a differential between the steerable wheels and between the front and rear wheels. The overrunning roller clutches of the optionally driven hubs desirably include an intermittent friction apparatus operative between the roller cage and the vehicle chassis to intermittently exert a force tending to retard rotation of the cage with respect to the chassis, thereby indexing the roller cage and rollers to the forward or reverse engagable position.

Abstract: A free wheel hub system comprises a free wheel hub mechanism disposed between a drive shaft and an axle hub supported by a spindle, an electric motor mounted on a hub body accommodating the free wheel hub mechanism, a brush case mounted on the hub body and accommodating bushes connected to the electric motor, and slip-rings mounted on the spindle and contacting the bushes. The brush case is fixed to the hub body before the hub body is attached to the axle hub.

Abstract: An electrically actuated wheel hub clutch includes a clutch device. The clutch device alternately engages and disengages a wheel hub relative to an axle shaft. An electric motor actuates the clutch device. An electric circuit delivers electric current to the motor. The circuit includes a brush and a radially aligned slip ring arranged for relative rotation about an axis. The brush and slip ring are carried by respective holders. The brush holder includes at least one radial projection overlapping both the brush and slip ring to prevent relative axial disengagement therebetween.

Abstract: A control device of a remote free wheel hub mechanism includes a free wheel hub mechanism, an actuator and a control circuit. The control circuit further includes a two-wheel-drive circuit, a four-wheel-drive circuit, a transfer shift position detecting sensor, and an engine rotation drive detecting sensor. One of the two-wheel-drive circuit and the four-wheel-drive circuit in the transfer shift position detecting sensor moves to a closed condition independently of the shift position when the engine is stopped, and the transfer shift position detecting sensor correspondingly produces a signal of one of the two-wheel-drive and four-wheel-drive conditions, respectively. The engine rotation drive detecting sensor detects a rotational condition of an engine and produces a signal which closes one of the two-wheel-drive and the four-wheel-drive circuits when the engine is stopped.

Abstract: A bi-directional overrunning clutch is disclosed for controlling torque transmission between a secondary drive shaft and secondary driven shafts. The overrunning clutch includes a pinion input shaft in a differential housing that engages with a clutch housing rotatably disposed within the differential housing. At least one race is located adjacent to the clutch housing and is engaged with an output shaft. A cage is located between the race and the clutch housing. The cage is movable with respect to the clutch housing. A first coil is mounted within the differential housing adjacent to the cage and is adapted to produce an electromagnetic field when energized which causes the cage to drag with respect to the clutch housing. The dragging of the cage with respect to the clutch housing positions rolls within the cage to engage the clutch housing with the race when wheels on a primary drive shaft lose traction.