Abstract: A clutch system which provides an automatic coupling between an engine and a driven mechanism comprises a fluid-type servomotor connected to the clutch unit. The servomotor fluid passes through a circulation system comprising a progressively variable orifice, the cross-sectional area of which depends both on the position of the accelerator pedal and on the position of the clutch. A branch pipe placed in parallel with the circulation system is closed by a device which opens when the measured engine speed exceeds a predetermined threshold value. The branch pipe is provided with a second variable orifice which has a larger opening than the first and operates under the same conditions in order to increase the speed of clutch engagement.

Abstract: A system for controlling stall speed for an electromagnetic clutch having a magnetizing coil for engaging a crankshaft of an internal combustion engine with an input shaft of a transmission of a vehicle. A transistor switching circuit for allowing clutch current to flow through the magnetizing coil, and an electric circuit for producing pulses dependent on ignition pulses of the engine are provided for intermittently turning on the transistor for energizing the coil. A circuit including a time constant circuit and a switching transistor is provided for decreasing duty ratio of the pulses and for decreasing the clutch current. Switches are provided for detecting a heavy load condition at starting of the vehicle and for producing an output signal. The output signal is latched by a flip-flop and applied to the switching transistor thereby to decrease the duty ratio of the pulses for decreasing the clutch current with respect to the engine speed.

Abstract: A control for a clutch interconnecting the pump and turbine impellers in an automatic torque converter transmission for a vehicle having an auxiliary multistage gear train connected to the output side of the torque converter and a plurality of valve actuated hydraulic friction clutches for selectively actuating the gears of the gear train at a plurality of speeds including a high speed, a low speed and an intermediate speed just below the high speed and a throttle for controlling the speed of the engine connected to the input side of the torque converter, the interconnecting clutch control including a speed sensor, a speed detector, a throttle detector and an amplifier, the amplifier and friction clutch valves being connected to the interconnecting clutch control to selectively engage and disengage the clutch interconnecting the pump and turbine impellers in response to the actuation of the gears of the gear train, the sensed and detected speed of the vehicle and the detected throttle position.

Abstract: The transmission is intended to effect synchronism between the speed of an engine and the speed of a transmission input shaft. An engine drive clutch and gearbox combination is provided which comprises automatic change speed to engage and disengage the drive clutch and to select a required gearbox ratio. A further clutch is also provided which is responsive to said change speed to control engine speed during a ratio change with the drive clutch disengaged. The further clutch reacts against the output shaft of the gearbox to synchronize engine speed with the speed of the transmission input shaft during the ratio change and enables drive to be transmitted between the engine and output shaft with the drive clutch disengaged.

Abstract: A starting valve has a start fluid pressure regulating state and a complete engagement fluid pressure regulating state and supplies a regulated fluid pressure to a hydraulic clutch. A shift operating mechanism comprises a rod movable within a reduction ratio select range and an overstroke range. A complete engagement control valve has a spool operatively connected with the rod. When the rod is disposed within the reduction ratio select range, the complete engagement control valve renders the starting valve operable in the complete engagement fluid pressure regulating state, while when the rod is disposed within the overstroke range, the complete engagement control valve renders the starting valve operable in the start fluid pressure regulating state.

Abstract: In a moving vehicle such as an automobile, compressed air is used for powering the vehicle, for minimizing friction in the wheel bearings so as to maintain the vehicle's momentum and decrease the amount of energy required for maintaining the vehicle at a predetermined desired speed, and for braking the vehicle. The present invention can be used instead of a conventional internal combustion engine, or as an auxiliary means for decreasing the amount of energy that is consumed by an internal combustion engine to increase the speed of a vehicle and maintain a vehicle at a predetermined speed.

Abstract: A system is provided which controls the pressure with which a clutch engages, utilizing a slip rate of the clutch which is equal to the ratio of the rotational speed of the output shaft to the rotational speed of the drive shaft thereof as a main parameter. A microprocessor reads a throttle opening and the slip rate at a time interval of 0.4 sec from the initiation of the clutch engagement, and accesses a particular group of clutch engagement controlling data which correspond to the time l elapsed and to these parameters. The controlling signals of the particular group are sequentially outputted to the clutch energizing device at a subinterval of 0.05 sec during the time interval of 0.4 sec. The interval changes from l=0 to l=8 at maximum, from the initiation to the completion of the clutch engagement. Each interval l=0 to l=8 corresponds to 0.4 sec. Whenever a temporary clutch activation is instructed, the microprocessor increases the subinterval of 0.05 sec to 0.1 sec and the time interval l to 0.8 sec.

Abstract: A diesel engine 1 drives a continuously-variable-ratio transmission 3 via an over-running clutch 2 and the transmission in turn drives a drive axle 4. A flywheel 5, used to store energy when the vehicle equipped with the driveline is braked, is energized via the transmission and also drives it when returning its stored energy to the vehicle.The connection between the flywheel 5 and the transmission 3 is via an over-running clutch 6 and a centrifugal clutch 7. The centrifugal clutch closes at a speed which is such that the speed of the gear 9 is a little above the maximum speed it could be driven by the engine 1. When the flywheel 5 is not energized, the centrifugal clutch 7 is open and the engine 1 drives the transmission 3 via the clutch 2 and, after bringing the flywheel up to a speed corresponding to maximum engine speed, the flywheel is not driven so long as the engine speed is below maximum (because of clutch 6).

Abstract: System is provided for controlling the pressure with which a clutch is engaged, with a slip rate e of the clutch, which is equal to the ratio of the rotational speed of a drive shaft thereof, as a main parameter. A microprocessor reads a throttle opening and the slip rate e from the initiation of engagement of the clutch at a time interval of 0.4 sec, and accesses a particular group of controlling data which control the clutch engagement and which are grouped together as a function of a time lapse l as well as the read values of these parameters. During the interval of 0.4 sec, the microprocessor sequentially outputs the controlling data of the particular group with a time subinterval of 0.05 sec. The time interval includes subintervals corresponding to l=0 to l=8 at maximum, from the initiation to the completion of the clutch engagement. Each subinterval l=0 to l=8 spans 0.4 sec. When a temporary clutch activation is instructed, the microprocessor changes the length of the subinterval from 0.05 to 0.

Abstract: A control apparatus for a torque convertor clutch in a transmission including a circuit for engaging the clutch to mechanically interconnect a pump to a turbine of the torque convertor and a mechanism for disabling the circuit when the engine output increases above a predetermined set output value thereby releasing the clutch from engagement. A release preventing mechanism operatively associated with the release mechanism is provided to prevent operation of the release mechanism when the vehicle speed increases above a predetermined set speed value even though the engine output increases above the predetermined set output value.

Abstract: A control system for reducing the torque applied to an automotive engine when the vehicle is idling and the transmission is set for operation in an acceptable drive range includes sensors to determine the manual gear selector position, output shaft speed, engine speed, turbine speed, and the throttle valve position. A solenoid operated valve opens and closes a source of high pressure fluid to a clutch whose engagement is required to transmit torque through the transmission from the engine to the drive wheels. An electronic computer is supplied with the digital equivalent of the shaft speeds, the position of the gear selector and of the throttle. An equation for determining the duty cycle of the solenoid valve coils is repetitively calculated through the use of a computer program algorithm. The equation corrects a previously calculated duty cycle with feedback error and terms that are proportional to the magnitude of the present error and the magnitude of the previous error.

Abstract: A controllable drive device moves an actuator of a motor vehicle friction clutch between a disengaged position and an engaged position. The drive device adjusts the position of the actuator in the slippage area of the clutch between a position at which torque conversion begins and the engaged position in response to a program control that operates on the basis of an engine's rotating speed and controls the drive device according to a characteristic determined by an engine's speed dependent function generator.

Abstract: A system for preventing the overheating of an electromagnetic clutch of an internal combustion engine mounted on a vehicle caused by slipping of the clutch for a considerably long time. The electromagnetic clutch has a drive member secured to a crankshaft of the internal combustion engine, a driven member adjacent to the drive member, and a magnetizing coil provided in one of said members. The heat quantity generated in the clutch is calculated by an operation circuit. A clutch current control circuit is provided such that when the heat quantity exceeds a predetermined value, the electromagnetic clutch is applied with a rated clutch current to engage the clutch without slipping for preventing overheating by the slipping.

Abstract: An adjustment drive apparatus particularly for motor vehicles having coaxial rotatably supported driving and driven members with a helical spring which is braced against the inner circumferential surface of a hollow cylindrical element coaxial with these members operating to effect drive transmission therebetween. One of the members has a first claw or driver connection member rigidly affixed thereto, the claw member pressing against one of the ends of the helical spring to effect an extension or enlargement of the spring when relative rotation occurs between the spring and the claw member. The hollow cylindrical element within which the helical spring is located is affixed for rotation with the other of the driving and driven members. An auxiliary driving member is provided which, when activated, will cause the spring to be disengaged so that the driven member may be rotated through the auxiliary driving member.

Abstract: A brake or clutch having two relatively rotatable members and a hollow fluid-distensible resilient annular tube frictionally engaging one of the members. The tube is split and the ends butted together. And at the butt ends of the tube means are provided for increasing the durability and life of the tube.

Abstract: A vehicle electronic control system for a friction clutch having a clutch position signal generator which senses the vehicle operating conditions and produces a command signal which dictates the state of engagement of the clutch. A clutch actuator control is responsive to the command signal, and includes a transducer that produces a feedback signal indicative of clutch position which is fed into a comparator for comparison with the command signal. The feedback signal is modified by a signal derived from a wear compensator to alter the feedback signal as the clutch wears.

Abstract: A system for controlling an electro-magnetic clutch of an internal combustion engine mounted on a car which is capable of controlling the clutch current after the gear-changing for providing the partial engagement of the clutch. The electro-magnetic clutch has a drive member secured to a crankshaft of the internal combustion engine, a driven member adjacent the drive member, which is coupled to a transmission of the car and a magnetizing coil provided in one of the members. A shift lever signal is provided during the operation of the shift lever of the transmission and an acceleration signal is provided according to the operation of the accelerator pedal of the car. A control circuit comprises a charging circuit operated by the shift lever signal, a standard voltage circuit responsive to the acceleration signal, and a comparator connected to the charging circuit and standard voltage circuit for producing an output signal for a period of time which is decided by the level of the acceleration signal.

Abstract: A system for controlling an electromagnetic clutch of an internal combustion engine mounted on a vehicle, the clutch having a drive member secured to a crankshaft of the internal combustion engine, a driven member adjacent the drive member, and a magnetizing coil provided in one of said members, and a transmission secured to the driven member. A pulse generating circuit is provided for producing output pulses in dependency on the speed of the engine. An idling speed detecting circuit and a correcting circuit are provided for producing a correcting output when the idling engine speed increases which is caused when the choke valve or the air conditioning device of the vehicle is operated. Gate means is responsive to the output of the pulse generating circuit for producing an output which is applied to a switching transistor. The transistor is turned on by the output, so that clutch current passes through the magnetizing coil for engaging the clutch.

Abstract: The start-up clutch of an automatic transmission is pressurized from a source of fluid pressure and vented through operation of a solenoid-operated clutch actuator valve. Operating parameters of the engine and transmission, the size of the throttle angle and setting of the PRNDL gear selector are continuously monitored, read and the valves stored for use in calculating the value of a duty cycle determined in accordance with control equations appropriate to the specific mode in which the driveline is operating. A driver circuit converts the duty cycle to a pulse width modulated waveform, which is used to electronically open and close an electrical circuit of which the solenoid winding is an element.

Abstract: A system for controlling an electro-magnetic clutch of an internal combustion engine mounted on a vehicle, which has a drive member secured to a crankshaft of the internal combustion engine, magnetizing coil provided in the drive member, a driven member adjacent to the drive member, and a transmission secured to the driven member having multi-stage change gears. A car speed sensor is provided for producing an output signal when the speed of the vehicle exceeds a predetermined speed and a transmission sensor is provided for producing an output signal when a change gear having a small reduction ratio, such as 3rd- or 4th-gear, is selected. A pulse generator is provided for producing an output signal in proportion to the ignition pulse of the engine and an electric circuit is provided for controlling the current passing through the magnetizing coil in dependency on the output signal of the pulse generator.

Abstract: Automatic clutch control to reduce shocks to a vehicle during a rapid switching of a shift lever between its drive D and reverse R positions. The shift lever position and the direction of movement of the vehicle are detected by means of a switch and an electrical circuit. A microprocessor delays the initiation of the clutch engagement by a given time as compared with the clutch engagement occurring when the vehicle is at rest, if the shift lever position is in contra-distinction to the direction of movement of the vehicle, namely, when the shift lever is in its drive D position while the vehicle is moving backward or when the shift lever is in its reverse R position while the vehicle is moving forward.

Abstract: An electronic control for a vehicle transmission having a clutch, the engagement of which is controlled in response to a clutch engagement signal. An electronic speed ratio logic for selection of the appropriate transmission gear ratio can produce a disengagement signal which overrides the engagement signal to cause disengagement of the clutch. A limiter is activated by a gear change signal from the logic to produce a limit signal which partially overrides the engagement signal to prevent full engagement of the clutch when the disengagement signal ceases, and the gear change signal is in operation.

Abstract: A control system for a marine drive is shown which controls the inflation of ahead and astern clutches and an engine speed governor. Upon actuation of a throttle lever controlling a throttle valve, a selector valve is first actuated to operatively connect one or the other of the clutches to the control. Further movement of the throttle lever causes a relay valve to supply air at a pressure proportional to the throttle position to a main control valve which passes such air pressure to the selected clutch until a first control pressure is reached. Thereafter, air from the supply is supplied at a programmed rate to the selected clutch to continue inflation of the clutch until a second clutch pressure is reached whereupon a boost valve is actuated to connect full supply air pressure to the selected clutch.

Abstract: An electric control system for an automobile transmission includes an endless transmission member running on a pair of V-shaped pulley units, the mutual distances of the conical sheaves of which are hydraulically adjustable to transmit an output torque of an engine to a driven apparatus. The electric control system is arranged to determine an optimum fluid pressure in relation to the actual output torque of the engine and to determine an optimum transmission ratio for low fuel consumption in relation to the actual output power of the engine. The control system produces a first electric control signal indicative of the difference between the optimum fluid pressure and the actual fluid pressure in one of actuators for the respective pulley units and produces a second electric control signal indicative of the difference between the optimum and actual transmission ratios.

Abstract: A transmission incorporating a continuously variable ratio unit connected to further gearing, such that a plurality of regimes are available with synchronous shifting between regimes, is controlled such that to avoid hunting between regimes when the transmission is running at or around the synchronous ratio, regime and ratio changing beyond the synchronous ratio is inhibited until the optimum ratio for the prevailing operating conditions differs from the synchronous by a predetermined value.

Abstract: A vehicle includes a hydraulically operated multi-speed transmission controlled by a rotary pilot valve and pilot-operated shift valves. An electronic control unit generates electrical control signals for automatically controlling the transmission. A manually movable lever generates mechanical transmission control signals. An interface mechanism includes a sector gear which rotates the rotary valve in response to movement of the lever. A stepping motor rotates the sector gear via a torque-multiplying gear train in response to the electrical control signals. A rotary gear ratio encoder is rotatably cooupled to the rotary pilot valve and generates signals indicative of the actual gear ratio of the transmission.

Abstract: A control system is provided for the operation of a fluid torque converter for vehicles comprising a pump wheel connected to an engine output shaft, and a turbine wheel connected to a turbine shaft which is coupled to a driving wheel. A fluid transmits power between the pump wheel and the turbine wheel and a one-way clutch is provided between the engine output shaft and turbine shaft for connecting and disconnecting these shafts to and from each other. The one-way clutch, when in an engaged state, directly couples the engine output shaft and the turbine shaft to transmit power solely from the engine output shaft to the turbine shaft. The one-way clutch is provided with a load capacity control unit adapted to vary the load capacity thereof when the one-way clutch is in an engaged state.

Abstract: A system for controlling an electro-magnetic clutch of an internal combustion engine mounted on a car which is capable of eliminating residual magnetism during the deceleration of the car. The electro-magnetic clutch has a drive member secured to a crankshaft of the internal combustion engine, a driven member adjacent the drive member and a magnetizing coil provided in one of the members. An accelerator switch is provided for detecting the deceleration of the car and a car speed switch is provided for producing a signal when the car speed decreases below a predetermined speed. Both of output signals of the accelerator switch and the car speed switch are fed to a control circuit. The control circuit is such that the current flowing through the magnetizing coil is inverted upon occurrence of these output signals of the accelerator switch and the car speed switch, so that the residual magnetism in the clutch is eliminated.

Abstract: A torque transmission device for eliminating the transmission of tortional vibration from a driving shaft to a driven shaft comprises a clutch capable of controlled slippage so that the speed of rotation of the driven shaft is lower than the speed of the driving shaft. Slippage of the clutch is controlled by sensing the speed of rotation and the fluctuation of the speed of rotating of the driving shaft and the speed of rotation of the driven shaft and regulating slippage so that the difference in rotation speed between the two shafts is greater than the fluctuation in rotation speed of the driving shaft. The clutch may be an electromagnetic clutch of which the exciting current is controlled or a friction clutch actuated by controlled hydraulic pressure. The clutch may be in parallel with a fluid coupling.

Abstract: A fluid torque converter comprising a pump wheel connected to a driving power source, a turbine wheel connected to a driven member, the pump wheel and turbine wheel being connected to each other via a working fluid, and a one-way clutch of on-off type provided between the pump wheel and turbine wheel and adapted to mechanically connect the pump wheel and turbine wheel together when the one-way clutch is in a coupled state. The one-way clutch has a driving clutch member connected to the pump wheel and provided with a first conical surface, and a driven clutch member connected to the turbine wheel and provided with a second conical surface in opposed and parallel relation to the first conical surface. A plurality of elastic wedge rollers are provided between the first and second conical surfaces in a circumferentially spaced relation.

Abstract: A direct coupled clutch is provided in parallel to a fluid type torque converter of an automatic transmission, and the supply of oil pressure to a hydraulic servo for the direct coupled clutch is controlled by an electromagnetic valve. When an accelerator pedal is returned with speed higher than a predetermined value, the direct coupled clutch is maintained in the disengaged condition only for a predetermined time so that impact caused by abrupt change in torque of an engine can be avoided.

Abstract: The invention is particularly adapted for use with a longwall mining machine of the type having a rack extending along a track for the mining machine, a gear wheel on the machine engageable with the rack for moving the machine along a track, at least two shearer drums carried by the machine, at least one driving motor on the machine, and gear train means connecting the driving motor to the shearer drums to rotate the same. Two inductive clutches having a common armature are connected through reduction gearing to the aforesaid driving gear wheel; while separate rotors connect the respective clutches to the gear train such that one rotor will rotate in a direction opposite to the other. A magnetically-actuated, spring-biased friction brake is disposed between the two inductive clutches for braking the clutches when the machine is at rest.

Abstract: A system for controlling an electro-magnetic clutch of an internal combustion engine mounted on a car, which has a drive member secured to a crankshaft of the internal combustion engine, a magnetizing coil provided in the drive member, a driven member adjacent the drive member, and a transmission secured to the driven member. An engine speed detecting circuit is provided for producing an output when the engine speed exceeds a predetermined speed in an accelerating condition, the output signal being retained until the engine speed falls below a speed different from the predetermined speed. A gate is responsive to the output of the engine speed detecting circuit for producing an output which is applied to a switching transistor. The transistor is turned on by the output, so that a rated current passes through the magnetizing coil for engaging the clutch.

Abstract: A system for controlling an electromagnetic clutch of an internal combustion engine mounted on a vehicle, which has a magnetizing coil and a transmission. A vehicle speed detecting circuit is provided for producing an output when the vehicle speed exceeds a predetermined speed and another detecting circuit for a vehicle travelling condition is provided for producing an output by signals from a top-gear switch provided in the transmission and from an engine speed switch. A trouble detecting circuit is provided for producing a trouble signal when the output of the speed detecting circuit is not applied in spite of the output of the vehicle travelling condition detecting circuit. A gate device is responsive to the trouble signal for producing an output which is applied to a switching transistor. The transistor is turned on by the output, so that clutch current passes through the magnetizing coil for engaging the circuit.

Abstract: A vehicle automatic clutch control has an engine speed sensor that produces an electrical signal indicative of engine speed, an electrical reference signal generator that produces a reference signal, a throttle position sensor that produces a signal indicative of throttle opening. The throttle signal is summed with the reference signal to produce a modified reference signal which is then compared with the engine speed signal by a comparator that produces an error signal. The error signal is used for controlling a clutch actuator that operates the clutch to vary the engagement of the clutch to alter the engine speed and equalize the modified reference signal and engine speed signal and thus maintain a substantially constant engine speed until the clutch is fully engaged.

Abstract: A control device for a hydraulic pressure operated friction clutch in an automatic speed changer has a device which detects a speed difference (S) between an engine drive shaft and an input shaft. Load and speed detecting devices detect the engine load and drive shaft speed respectively, this load and speed information being used to set a second speed difference (So). A hydraulic pressure controlling device then controls the hydraulic pressure supplied to the friction clutch control device so that the first speed difference (S) approaches the second speed difference (So). In addition, a fail-safe circuit releases the friction clutch if the first speed difference remains abnormally large for a predetermined period of time.

Abstract: A system for preventing overheat of an electromagnetic clutch of an internal combustion engine mounted on a vehicle, which has a drive member secured to a crankshaft of the internal combustion engine, magnetizing coil provided in the drive member, a driven member adjacent to the drive member, and a transmission secured to the driven member. A detecting circuit is provided for detecting the temperature of the clutch for producing an electrical output. An electric circuit is provided to respond to the output of the detecting circuit for rapidly increasing the clutch current, so that the clutch is entirely engaged in a short time, whereby the overheat by slippage of the clutch may be prevented.

Abstract: An electronic control system for a motor vehicle friction clutch and which has an electrical reference signal generator, an engine speed sensor and signal means, and a throttle position sensor which produces a signal indicative of throttle opening. The throttle signal is combined with the engine speed signal to form a modified engine speed signal and a comparator receives the modified engine speed signal and reference signal to produce an error signal derived from the two. A clutch position control is operated by the error signal to vary the state of engagement of the clutch to equalize the modified engine speed and reference signals.

Abstract: A drive train for an automobile engine and automatic transmission includes a clutch positioned between the engine and the flywheel and a starting motor on the transmission side of the clutch.

Abstract: Disclosed is a torque transmitting and blocking device which includes a cylindrical drum, a pair of arcuate shoes positioned within the drum, and a spanner bar or ring extending between the shoes to one side of the axis of the drum. On the other side of the drum axis the shoes are displaceable toward each other, and may conveniently be lightly biased apart. The shoes have surfaces, which may include holes, lateral or transverse projections, or the ends of the shoes, through which rotative forces may be transmitted from sources external of the drum and through which the shoes may retransmit such forces. Application of a rotational force through such a surface into a shoe in a direction tending to displace the shoes toward each other results in rotation of the shoes and bar within the drum, and consequent transmission of torque, if desired, out of the drum through another shoe surface.

Abstract: An inflatable flexible gland clutch has a gland secured to one of a pair of cooperating clutch elements. The gland mounts friction shoes and includes inflatable chambers which, when subjected to air under pressure, will move the gland to a position where the shoes engage the other clutch element. Other chambers formed in the gland will, when inflated, disengage the clutch by moving the clutch shoes away from engagement with the mating clutch element.

Abstract: A vehicle having an internal combustion engine and flywheel includes a first clutch arranged between the flywheel and the vehicle drive shaft and a second clutch arranged between the flywheel and engine for selectively disconnecting the engine from the vehicle drive. A motor-generator is connected to the flywheel by a planetary gear train which includes a planetary gear carrier rigidly connected with the output drive shaft. during a first driving stage, the clutch between the flywheel and vehicle drive shaft is disconnected, such that the flywheel is coupled to the drive shaft through the planetary gear train. In a second driving stage, the clutch between the flywheel and vehicle output shaft is engaged to effect a direct connection between the flywheel and output shaft. In both driving stages, the vehicle can be driven by the engine, or by the motor-generator, or by the engine and motor-generator combined.

Abstract: An improved drive unit for a vehicle having an internal combustion engine, an automatic transmission and a clutch comprising a servo-powered mechanical coupling part and a fluid coupling part is disclosed. The fluid coupling part serves as the flywheel for the engine. An auxiliary starting motor rotates the flywheel to a speed sufficient to start the internal combustion engine when the accelerator pedal is depressed, thereby closing the mechanical coupling part and connecting the flywheel with the engine crankshaft. When the accelerator pedal is released the mechanical coupling part opens to stop the engine in all engine-braking phases, thereby maximizing fuel conservation.

Abstract: A vehicle automatic clutch control comprising an engine speed sensor that produces a signal V.sub.1, an electrical reference signal generator that produces a signal V.sub.R and a comparator that processes the two signals V.sub.1 and V.sub.R to produce an error signal E. The error signal E is utilized for controlling a clutch actuator that operates the clutch to vary the state of engagement of the clutch to alter the engine speed and equalize the two signals V.sub.1 and V.sub.R and thus maintain a substantially constant engine speed until the clutch is fully engaged.

Abstract: An arrangement for the automatic actuation of an automobile clutch operatively located between an automobile engine and a manually shiftable transmission, of the kind that includes a servo motor responsive to auxiliary power applied thereto for effecting engagement and disengagement of the clutch, and control means for controlling the auxiliary power delivery to the servo motor as a function of the position of the accelerator pedal, or the clutch input (engine output) and output (transmission input) rotational speeds, or both, and wherein the control means controls the auxiliary power delivery to the servo motor so that the rotational speed of the engine attains a prescribed rotational speed which is a function of the position of the accelerator pedal, the auxiliary power delivery being an application pulse to the servo motor of sufficient duration to almost completely overcome the free travel of the clutch.

Abstract: A system for controlling an electromagnetic clutch of an internal combustion engine mounted on a vehicle, in accordance with the engine speed and vehicle speed. The electro-magnetic clutch has a drive member secured to a crankshaft of the internal combustion engine, a magnetizing coil provided in the drive member, and a driven member adjacent said drive member. A shift lever switch produces a signal during the operation of a shift lever for the transmission. A speed sensor detects the speed of said vehicle producing a signal when the speed exceeds a predetermined value, and a clutch hold switch produces a signal when the speed of the engine exceeds a predetermined value. Both signals are fed to a control circuit. The control circuit maintains current through the magnetizing coil when the speed sensor and the clutch hold switch produce respective output signals.

Abstract: In the regulation of a motor-drive unit for a motor vehicle having a heat-engine and a continuously variable ratio transmission, in a clutch-engaged phase the heat-engine fuel feed is controlled so that it is a function of the displacement of the accelerator pedal of the vehicle and of the speed of the heat-engine such that the power delivered by the engine is substantially equal to the power required for that displacement of the accelerator pedal. In addition, the transmission ratio is controlled so that the speed of the heat-engine approaches an ideal speed which depends upon the power required and is predetermined for operation of the motor-drive unit which is optimalized in accordance with a chosen criterion. Operation is thus obtained with, for example, minimum consumption or pollution while taking into account, in the transient phase, the operation desired by the driver.

Abstract: A hybrid power system and method in which a piston engine prime mover having a direct crank shaft power output is combined with a kinetic energy storing flywheel and a variable speed transmission in a manner such that the flywheel serves both as a crank shaft flywheel and as a supply of kinetic energy used to augment the power developed by the prime mover, as a substitute for prime mover developed power or as an auxiliary source of power for continued operation of prime mover driven accessories while the prime mover is shut off. The system enables the storage of kinetic energy resulting from the momentum of an inertial load such as an automotive vehicle and in doing so, conserves the kinetic energy of vehicular deceleration and enables engine shut-down during intermittent operation such as operation of an automotive vehicle under city driving conditions. The variable speed transmission is preferably an infinitely variable or I.V.

Abstract: An electromechanical coupling system for operating a mechanical device within preselected parameters and comprising a sensor means which generates control pulses corresponding to the operating parameter sensed, an electronic control unit which is connected to the sensor means electrically and generates enabling pulses in proportion to the control pulses when the operating or control parameter of the mechanical device is within preselected values and suppresses the enabling pulses otherwise, and a coupler means located between a drive unit and a driven unit of the mechanical device for decoupling the drive unit from the driven unit when the enabling pulse is suppressed and coupling them together when the enabling pulse is present.

Abstract: A control system for an automatic vehicle transmission includes a clutch mechanism interconnecting the driving connection between the vehicle engine and the vehicle driving wheels. The control system operates to automatically disengage the clutch when the braking system is actuated and the vehicle speed is reduced to a predetermined level with the accelerator in idle position. The clutch automatically engages when any of the three parameters have changed from predetermined levels. The automatic control system serves to reduce fuel consumption and exhaust emissions at vehicle idling by reducing transmission drag, yet provides smooth shifting and permits the engine and transmission to assist in vehicle braking.