Abstract: A release bearing assembly has a roller bearing, an enclosure and a slinger. The enclosure has first and second flange portions. The slinger has a body portion sized for radial disposition within an inner diameter of the first flange portion. A lip portion extends from the body portion and defines a channel between itself and the enclosure.

Abstract: A torsional damper with a hub assembly and a disc assembly has coil springs disposed therebetween. The coil springs are disposed in pockets defined in part by apertures in opposed cover plates. The apertures have sharply angled end portions providing deflection relief near the ends of the coil springs.

Abstract: A range selection control system for a transmission facilitates safe operation of a power take off. A fluid actuated range piston assembly within a range cylinder moves between low range and high range positions. Range cylinder and range piston assembly define sealed high range and low range chambers. A neutral cylinder intersects range cylinder. A fluid actuated neutral piston assembly within neutral cylinder defines a neutral chamber. Neutral piston assembly engages range control piston assembly responsive to pressurization of neutral chamber. Neutral piston assembly is received by an engagement feature of range piston assembly when range control piston assembly is in a neutral position, retaining range piston assembly there. An electrically responsive locking mechanism locks neutral piston assembly in place when range piston assembly is in the neutral position. The locking is controlled by a condition of an electrical switch indicating a transmission condition.

Abstract: A clutch disc assembly for a friction torque device has a clutch damper assembly which includes a hub defining an axis of rotation and a concentric steel disc. The damper assembly includes a plurality of cushion elements fixed to the steel disc. First and second friction rings are disposed on opposite sides of the cushion elements and are rotatively fixed to the steel disc. First and second friction discs have an equal number of keyhole slots defining an equal number of arms. A friction pad is fixed to each arm, with friction pads on the first friction disc being in substantial alignment with the friction pads on the second friction disc.

Abstract: A dual mode continuously variable transmission for use with motor vehicles includes a transmission input shaft, a transmission output shaft, and a variator disposed between the transmission input shaft and the transmission output shaft. A mixer gear set is operably disposed between the transmission input shaft and the variator output shaft. A clutching element is operably disposed between the input shaft the mixer gear set. The variator is configured to continuously vary a ratio of input torque to output torque between the variator shafts responsive to commands from an electronic control unit. The variator input shaft is drivingly connected to the input shaft and the variator output shaft is drivingly connected to the output shaft. The clutching element selectively connects and disconnects the input shaft and the mixer gear set to operate the transmission in a power splitting mode of operation and a variator only mode of operation.

Abstract: A power splitting CVT has a planetary mixer and variator. An input shaft is drivingly connected to a planet carrier. A plurality of planet gears are mounted to the carrier engaging both a sun gear on an inside diameter and a ring gear on an outside diameter. The ring gear is fixed to an output shaft of the CVT. A speed-up gearing drivingly connects the sun gear with a variator input shaft. The variator is disposed between the variator input shaft and a variator output shaft. A speed-down gearing drivingly connects the variator output shaft to the transmission output shaft. One of the speed-down gearing and the speed-up gearing provide a plurality of fixed ratios between the variator output shaft and the transmission output shaft and between the variator input shaft and the sun gear respectively.

Abstract: A continuously variable transmission for use with motor vehicles includes an ECU, an automated gear unit, a variator, an input gear set, an input fixed ratio element and an output fixed ratio element. The automated gear unit has multiple gear ratios and engages one of the gear ratios responsive to commands from the ECU. The variator varies a ratio of torque between its input and output shafts responsive to commands from the ECU. The variator output shaft connected to the gear unit input shaft. The input gear set is connected to the variator input shaft. The input fixed ratio element reduces torque from the input gear set to the variator, and is disposed between the input gear set and the variator input shaft. The output fixed ratio element increases the torque from the variator, and is disposed between the variator output shaft and the gear unit input shaft.

Abstract: A vehicular centrifugally operated master friction clutch (20) for coupling an engine (18) to a transmission input shaft (28). The clutch includes flyweights (110) pivoted to a driving member (60) rotatable with the engine. Rollers (120) fixed to the flyweights act on ramp surfaces (148) to apply an axial clamping force (CF) to friction member of the clutch driving and driven member. The clamping force is applied through a spring compression (132) to limit the magnitude of clamping force.

Abstract: A continuously variable transmission for use with motor vehicles includes an ECU, an automated gear unit, a variator, an input gear set, an input fixed ratio element and an output fixed ratio element. The automated gear unit has multiple selectively engaged gear ratios and engages one of the gear ratios responsive to commands from the ECU. The variator varies a ratio of torque between its input and outout shafts responsive to commands from the ECU. The variator output shaft is connected to the gear unit input shaft. The input gear set is connected to the variator input shaft. The input fixed ratio element reduces torque from the input gear set to the variator, and is disposed between the input gear set and the variator input shaft. The output fixed ratio element increases the torque from the variator, and is disposed between the variator output shaft and the gear unit input shaft.

Abstract: A frictional clutch for a motor vehicle includes a cover, a pressure plate, a biasing member, an adjustment mechanism and a dust shield assembly. The cover has an axis of rotation. The pressure plate is coupled to the cover for rotation therewith about the axis. The pressure plate has a frictional engagement surface substantially normal to the axis. The biasing member is interposed between the cover the pressure plate, and biases the pressure plate toward an engaged pressure plate position. The adjustment mechanism is centered about the axis and is located at a first radial distance from the axis. The adjustment mechanism is operably disposed between the biasing member and one of the pressure plate and the cover. The dust shield assembly includes an annular wall disposed radially within the adjustment mechanism. The annular dust shield assembly is in axial alignment with the adjustment mechanism.

Abstract: A double-acting baulkring-type synchronizer (18) includes fiction surfaces (24,48 and 26,50) and jaw teeth and jaw teeth (28,54,30,56) for synchronizing and positively connecting forward and reverse gears (14,16) to a shaft (12). Initial engaging movement of a shift sleeve (34) from a neutral position activates pre-energizers (52 or 100) effect engagement of the friction surfaces for engaging blocker surfaces (44a,54a,46a,56a) that prevent asynchronous engagement of the jaw teeth. The pre-energizers include clearances and centering forces to prevent momentary engagement of the friction surfaces associated with the reverse gear and the forward gear when the shift sleeve is moved back to the neutral position from a position of engaged the jaw teeth (28,54 or 30,56) associated respectively with the forward and reverse gears.

Abstract: The present invention discloses a method for controlling up-shifting of multiple speed change gear transmission used with a turbocharged internal combustion engine. One or more engine operating parameters are selected for control by the control unit. The control unit establishes that an up-shift is about to occur. The engine is placed in a transient operating mode. The transient operating mode includes the steps of reducing a magnitude of at least one of the engine speed and the engine torque to enable shifting from a first gear, and modulating the selected engine operating parameter to maintain the boost pressure by one of increasing the exhaust energy and maintaining the rotational speed of the turbocharger while the magnitude of the at least one of the engine speed and the engine torque is reduced. The control unit establishes that the shift from the first gear has been completed.

Abstract: A clutch fork and clutch housing assembly for use with a motor vehicle clutch includes a clutch housing, a shaft, a fork, a first index mark, and a first washer. The shaft is mounted to the clutch housing and defines an axis of rotation. The fork has a sleeve portion which is disposed over the shaft and is coaxial therewith. The fork has a pair of tines and a lever arm extending from the sleeve portion. The fork is pivotable relative to the clutch housing about the axis of rotation. The first index mark is disposed on the sleeve portion at a first end of the sleeve portion. The first washer is disposed over the shaft and is axially disposed between the first end of the sleeve portion and a corresponding first part of the clutch housing. The first washer is rotatably fixed relative to the clutch housing. An alignment of the first index mark and the second index mark in a clutch-engaged condition indicates one of a worn condition and an unworn condition.

Abstract: A control system/method controls a vehicular automated transmission system to modulate engagement of a centrifugal clutch. The automated transmission system including an internal combustion engine having an engine output member, a multiple speed change gear transmission having an input shaft, a centrifugal friction clutch for drivingly connecting said engine output member to said input shaft, a throttle responsive to manually requesting of a degree of engine fueling, and a system controller. The system controller has stored therein an engine speed limit used to facilitate vehicle launches.

Abstract: A powertrain system (10) control for controlling engine (12) output torque as a function of engaged ratio of a transmission (14). Separate torque limits, A, B, C, D, respectively, are set for start ratios, intermediate ratios, direct ratio and overdrive ratios. The torque limits are set such that A<B<C>D and B<D.

Abstract: A baulkring-type synchronizer (18) includes multiple cone friction surfaces (28a, 36a 32a 36b and 30a, 38a, 34a, 38b) and jaw clutch spline teeth (26a, 20a, 22a) for frictionally synchronizing and positive connecting gears (14,16) to a shaft (12). Inner rings 32, 34 respectively define the friction surfaces (32a, 34a) and ramp surfaces (32b, 34b) that move a boost member 42 radially outward to engage self-energizing surfaces (44c, 26g and 44d, 26f) to provide additive self-energizing forces in response to limited rotation of the inner rings by synchronizing torque.

Abstract: A synchronizer (18) includes cone clutch friction surfaces (24,48 and 26,50) for frictionally synchronizing gears (14,16) to a shaft (12), and jaw clutch teeth (28,30) engagable with jaw teeth (36a,36b) defined on a shift sleeve (34) for positive connecting the gears to the shaft. A plurality of self-energizing/blocker members (62) transmit shift force applied to the shift sleeve and self-energizing force to friction rings (40,42) via blocker surfaces (44r,44s,44p,44q) defined by blocker members (44) that have opposite ends (44c,44d) attached to the friction rings. The blocker members also disengage the friction surfaces of one cone clutch prior to engagement of to the friction surfaces of the other cone.

Abstract: A control system/method for controlling a vehicle drivetrain (10) including an engine (18), a transmission (12) and, a centrifugal clutch (20) for drivingly coupling the engine output (136) to the transmission input shaft (28) during vehicle launch. A system controller (50) issues command output signals (56) for controlling engine speed (ES) on a closed loop basis.

Abstract: A mechanical transmission system (10) is provided with a detent mechanism (156/172, 186/196) for applying a selectively variable detent resistance to disengagement of an engaged gear ratio. To provide resistance to shift lever (31) induced jumpout when no intent to shift is sensed, a greater detent resistance is provided, and to provide improved shift quality upon sensing an intent to shift, a lesser detent resistance is provided. The mechanism also may be utilized to maintain the transmission in neutral.

Abstract: A system and method for decreasing the time required to complete a ratio change in an electronically enhanced powertrain system is provided. The powertrain system includes a number of devices for providing a retarding torque to engine rotation to increase the decay rate of the engine speed during an upshift. These devices include an engine brake and an input shaft brake. A retarding torque is also provided by increasing engine accessory load by controlling various engine accessories such as a cooling fan, an air compressor, a hydraulic pump, an air conditioning compressor, and an alternator.