Abstract: The electromagnetic clutch that serves for positive-locking assembly of concentric transmission shafts is inserted in a transmission housing (2) concentrically in relation to a shaft (1) and with a bushing (10) which externally encloses it, there resulting outside the bushing (10), in the area of the annular magnet (16), a free space that reduces the leakage, and the sliding sleeve (18) and the armature plate (19) together with the magnet (16) and eventual additionally provided bearings (25) can be preassembled, ready for operation and protected against damage. On the outer end of the bushing (10) can be provided at the same time a roller bearing (25) for the clutch part (24) that carries the counter gear (22) on the other shaft.

Abstract: A shifting system used in combination with a motor-vehicle engine having an output connected via a clutch to the input of a multiratio transmission in turn having an output connected to a load comprises respective sensors for detecting the speeds of the motor output, transmission input, and transmission output and for generating outputs corresponding thereto, and respective clutch and transmission sensors for detecting the settings of the clutch and transmission and generating outputs corresponding thereto. A shifter element can move between an actuated position and an unactuated position. A double-display has a current-setting part and an ideal-setting part and is connected to a controller that is also connected to the sensors. This controller displays on the current-setting part the current setting of the transmission and on the ideal-setting part a setting calculated to be ideal based at least on engine characteristics and transmission output speed.

Abstract: A motor-vehicle transmission has a housing extending along an axis and having axially spaced front and rear sides, a main input shaft centered on the axis and having a front end at the front housing side and a rear end spaced axially backward therefrom, a main output shaft centered on the axis and having a front end at the input-shaft rear end and a rear end at the rear housing side, and a secondary countershaft adjacent the input and output shafts and having front and rear ends respectively at the front and rear housing sides. A cylindrical-roller bearing supports the output-shaft front end on the input-shaft rear end for rotation therein and prevents relative radial movement but permits relative axial movement of the input-shaft rear end and output-shaft front end. Roller-type axial-thrust bearings support the input-shaft front end, the output-shaft rear end, and one of the ends of the countershaft on the housing.

Abstract: A vehicle operating and speed-regulating system for a motor vehicle having a transmission and an engine accelerated and decelerated under control of gas and brake pedals, wherein vehicle speed is maintained at a constant value preset by actuation of one of the pedals just before both pedals are released. The constant speed maintaining action of the system is effected by regulating both shifting of the transmission and optimized operation of the engine pursuant to calculations made to attain driving conditions in accordance with diagrammed characteristics of the engine.

Abstract: A torque sensor for measuring the torque being transmitted by a torque bar comprises a pair of coaxial input elements carried on a torque bar and secured thereto, and being connected by a lost motion coupling. Each such input element has flexible spokes fixed to respective sides of an output collar. Steering torque stress applied to the torque bar in either direction effects rotation of a respective input element depending on direction of rotation. Thus, such directional rotation causes flexing of the flexible spokes between an input element and the output collar. Linear longitudinal movement of the output collar is thus caused in a direction depending on the direction of rotation of a respective input element. The direction and degree of movement of the output collar serves to vary a magnetic field to which an electrical measuring circuit is responsive for torque measurement. Two torque sensors can be connected in series with respect to the same torque bar to achieve various measurement effects.

Abstract: A process and device for cleaning lubricating oil in a gearbox with pressurized oil lubrication of bearings and gears is described wherein a lubricating oil pump delivers lubricating oil from a container, preferably the oil pan of the gearbox. In a shaft of the gearbox, preferably the input shaft, the lubricant channel is expanded into a rotation chamber. Flow velocity is thereby greatly reduced and the rotation of the outer surface of this chamber is imparted to the lubricating oil. As a result of this, the dirt particles are centrifuged onto the outer surface, where they form a firmly adhering film. The cleaned lubricating oil is drawn off in the center of the rotation chamber and conveyed in known manner via a bore provided in the main shaft to oil consumer parts, e.g. the bearings.

Abstract: Electric-hydraulic control for an automatic transmission (1) with a selecting slide (4), at least for the neutral position (N), as well as the forward drive position (D) and the reverse drive position (R), an electronic control device (5), which is connected to at least one sensor (55) for detecting the gear output speed, with solenoid valves (6, 65) held in neutral position by spring force, a pressure-medium source (7), pressure-control valves (8) and switch valves (9) and dampers for the actuation of gear-selecting clutches and -brakes (A-E) as well as with a R-gear safety mechanism which is created by the cooperation of a solenoid valve (6) and a switch valve (9), both of them being already used in other gear-selecting operations.

Abstract: A motor-vehicle clutch assembly including a start-up and shifting clutch arranged between the driving engine and the gearbox, selectively engaged therebetween by the clutch controlled by an electronic control device and by a complex actuating unit arranged on the clutch. The complex actuating unit consisting of an actuating cylinder for a clutch release lever, several, solenoid valves controlling the auxiliary power and a travel-measuring device. The unit is provided with a singly detachable connection for the pressure supply and for the connection with the electronic control device and the power source, only one plug junction is provided.

Abstract: An oil lubrication system for a bearing positioned between two rotatable shafts, especially a pilot bearing (1) for a main shaft (3) in a transmission. The lube oil is fed predominantly radially inwardly on one side (11) of the pilot bearing (1) and is radially drained outwardly on the other side (12) via an annular drainage passage (8) located between the two shafts. An elastic rubber seal (4) is situated in the drainage passage (8) which, during operation, is opened by the centrifugal force or by the pressure of the lube oil pumped through the system and closes the drain passage (8) during downtime of the transmission. The elastic rubber seal (4) can be fastened to the input shaft (2) via a body (44) especially when the sealing lip (41) is to be opened by the centrifugal force. In addition, fastening to the main shaft (3) is also possible when the sealing lip is to be predominantly opened by the oil lube pressure pumped to the pilot bearing (1).

Abstract: Electrohydraulic control for an automatically shiftable automotive transmission with a selection slide valve (2), at least for the neutral position (N), as well as for the drive mode (D) and reverse mode (R), an electronic control device (3) having solenoid valves (4) held in neutral position by spring action, a pressure-medium source (1), pressure control and gear control valves (5, 6, 7) for the actuation of gear engagement couplings and brakes (A-F), as well as with a R-gear safety valve (8), for preventing the shifting into the R-gear when the forward drive speed is still too high, and a system which, in the case of electronic failure, holds or shifts the automatic transmission to one gear insuring that the maximum permissible rotational speed of the engine is not exceeded when the vehicle travels at maximum speed, whereby, in the event of failure of the electronic control device (3) during driving, a control system holds or shifts the gear, and in the event of failure of the electronic control device (3)

Abstract: A rack and pinion gear system in a gear casing for vehicle steering has a spring biased rack against the pinion at one side of the pinion to maintain pinion engagement with the rack. On the other side of the pinion is a generally semicircular bracing bushing encompasssing the pinion and slightly spaced therefrom to brace the pinion in event of bending due to operational stresses. The bracing bushing is carried for support against the gear casing and secured in any suitable manner or may be cast as part of it.

Abstract: A steering or non steering axle for buses, trucks or other vehicles including an independent suspension including a pivoting bearing supporting a wheel. A telescopic strut is connected between the pivoting bearing and a wheel housing. Air spring bellows are provided on opposite sides of the strut and are supported between an air spring piston and an upper support. An absorption member is provided on the air spring piston to act when the bellows are fully compressed.

Abstract: A steering angle limiter is built into an auxiliary power steering mechanism wherein the limits of steering can be variably preset to any predetermined degree within limits in a continuous manner. The limiter is a device built into the power cylinder. Such device comprises a mechanism having threaded telescopic members. One member is axially fixed and manually rotatable by a tool exteriorally of the cylinder to axially shift the other member to a predetermined distance from a respective end of the power piston. The other member may be non-rotative and threaded to the first member or it may be rotative but threaded to the housing. In either event, it is guided for axial movement. The axial setting of the other member effects a limit stop or abutment for the moving piston for such distance of movement as desired to limit the steering angle of the vehicle wheels in a particular direction of steering. For a double acting cylinder a steering limiter as described is provided for each end of the cylinder.

Abstract: A locking synchronizer for transmission shifts, has a sliding sleeve carrier and a gear revolving at a different speeds of rotation coupled together upon attaining synchronism by means of an axially slidable, annular sliding sleeve. A coupling tooth array of the sliding sleeve (11) engages a corresponding spur gearing (11) of the sliding sleeve carrier (21) as well as a coupling tooth array (21) of the gear, with engagement pins positioned between the sliding sleeve carrier and sliding sleeve 3. Portions of the gear form with portions of the synchronizing ring a coupling capable of transmitting force and with locking teeth on the synchronizing ring for the temporary prevention of the axial movement of the sliding sleeve, whereby the preventive action is cancelled even during existing defference in speed of rotation as a function of the warming on the synchronizing ring or a defined unlocking force which acts transversely to the motion of the sliding sleeve on the locking teeth of the synchronizing ring.

Abstract: A drive wheel with a friction brake having a circulating coolant in which feeding and draining take place in a non-rotational axle pipe (1) and the ring-gear carrier (2), attached thereto, without the heated coolant flowing through a planetary transmission (19, 20) supported between a half-shaft (14) and a ring gear (13). The collant enters radially beneath the brake discs (11, 12), retained by a brake-disc carrier (15), into an collecting annular space (27) and is thrown outwardly by centrifugal force between the brake discs (11, 12). It is returned to a cooler, situated outside the area of the transmission, by a coolant drain pipe (24) in the external hub collar (7) of the ring-gear carrier (2). By providing different seals (5.1; 17.1; 17.2; 15.1) at the connecting points of the brake and the transmission, the mixing of the brake coolant with the transmission lubricant is prevented.

Abstract: This gear-box with incorporated brake (8, 9, 10, 11, 12) comprises an annular braking piston (9) which is guided axially in the outer collar of a ring gear support (2). Between the piston (9) and the ring gear support (2) is carried, in the direction of the brake discs (11, 12), a compression spring (23) arranged radially under the latter, the preloading and travel of which are sufficient to compress, with the piston (9), the brake discs (11, 12) against a braking pressure plate (17) which is not movable axially, and against the resistance of return springs (29) acting on said piston. The annular braking piston (9), over a part of the support surface of the spring (23), is offset axially by a radial gap in which engages a radial collar (24) fitted on an annular piston which raises the brake (25) linked thereto and is axially offset in the direction of the ring gear support (2).

Abstract: An electrohydraulic control for an automatically shiftable transmission (G 1) has at least two solenoid valves (1a, 1b) which are connected via the control pressure lines (13, 14) with gear control valves (2, 3) and these with coupling valves (4, 5) and shock absorbers (6, 7) via system pressure lines (260, 261, 262) for the engagement of the couplings (C, C'). In order to shift into a gear, two couplings are engaged and the coupling valves have an additional connection for the supply of a load-dependent modulation pressure. Via a control pressure line (14), system pressure lines (330, 331, 332 and 530, 531) as well as a modulation pressure line (17), a gear-control valve (3) and a coupling valve (5) with a shock absorber (6 ) are connected in such a manner that one of the couplings (C') is closed with a delay. Due to this delay, a smoother shifting results, particularly when shifting with a zero load or in the lower load range.

Abstract: Synchronizing ring for a synchronizing assembly in a clutch coupling of a motor vehicle with an interrupted and coated friction surface conically arranged with respect to the transmission axis, whereby the synchronizing ring having two mutually parallel conical surfaces which are interrupted in the circumferential direction through profiling by hollow stamping of the entire synchronizing ring and that one or both friction surfaces have a friction coating.

Abstract: In an electrically-assisted auxiliary power steering mechanism an electric motor (11) is controlled by a control circuit (9) according to an output signal X1) from a torque-measuring device (8). To prevent instances of faulty control a redundant safety circuit (14) with a safety device (15) and a switching device (16) controls a disconnecting element (13, 27) located between the electric motor (11) and the steering gear (1) that switches the electric motor (11) on and off. A second torque-measuring device (17) for measuring the torque of the electric motor (11) is disposed between the electric motor (11) and the steering gear (1). The switching device (16) of the safety circuit (14) activates the disconnecting element (13, 27) when the torques measured by the two torque-measuring devices (8, 17) have different directions.

Abstract: A ball drain valve (2), for the piston space (33) of a rotary clutch disc (3) for releasing the clutch disc piston (32) from pressure generated by rotation of pressurized oil remaining in the piston space when it is bled, including an opening (220), at least two ball spaces (25, 26) and a ball valve (23) actuated by rotation and control pressure. The ball drain valve (2) has two stages coordinated with the engaged and the disengaged positions of the clutch and the two ball spaces (25, 26) have outer diameters (D1, D2) of different sizes so that the ball valve (23), when the multi-disc clutch (3) is engaged, is in ball space (25) of large diameter (D1) and, when the clutch is disengaged, the ball valve is in ball space (26) of small diameter (D2). This arrangement achieves a quick drainage of the piston space (33) past a large gap (250) when the clutch is disengaged and prevents very little pressurized oil from escaping past a small gap (260) when the clutch (3) is engaged.