Abstract: An apparatus and method are adapted for detecting an end-of-fill condition of an actuator having a varying control volume is provided. The end-of-fill condition corresponds to the varying control volume being pressurized to a predetermined end-of-fill pressure. The apparatus comprises a solenoid having a coil and an armature. The armature is movable relative to the coil in response to energization of the coil. A valve delivers a flow of fluid to the actuator. The fluid flow having a rate responsive to the movement of the armature. The apparatus and method controllably energizes the coil with a control current. The apparatus and method detects a flyback current in the coil, detects a change in the level of noise in said flyback current, and responsively producing an end-of-fill signal in response to the change being greater than a predetermined threshold.

Abstract: A control system for a lock-up clutch employed in a lock-up torque converter for an automotive automatic transmission includes a lock-up control valve for controlling a lock-up of the lock-up clutch, a duty-ratio controlled lock-up solenoid, and a control unit for quickly releasing the lock-up clutch at a higher speed based on a controlled duty ratio, when the change-speed operation is performed simultaneously with the lock-up clutch releasing operation.

Abstract: A vehicle powershift transmission has a lube oil passage which communicates lube oil to a clutch pack. Communication of lube oil is controlled as a function of the engagement state of the clutch pack. The hydraulic control pressure required to initially engage the clutch pack is determined or calibrated by a method wherein the lube oil pressure is monitored while the clutch control pressure is gradually increased. When the lube oil pressure reaches a certain level corresponding to clutch pack engagement, the current value of the control pressure is saved as the calibration pressure.

Abstract: A torque converter has a continuous slip bypass clutch with multiple friction plates one of which is directly coupled to the inside diameter of the front cover of the torque converter and another of which is directly coupled to a hub connected to the output shaft of the converter and wherein the bypass clutch is activated when there is excessive torque converter slip so as to engage plural friction surfaces on the multiple friction plates for providing a heat resistant slip connection between the front cover and the output shaft.

Abstract: There is disclosed a frictional member, or ring, which is substituted for the conventional friction linings and marcel of an automotive clutch. The frictional ring is preferably a monolithic member which has recesses that receive support brackets which attach the frictional ring to the clutch disc. Preferably, the frictional ring includes spring biased islands which permit a phased or progressive engagement of the disc between the pressure plate and flywheel.

Abstract: The free-wheel has an inner ring (30, 138) and an outer ring (32, 140). Generally bone-shaped clamping elements (18, 116) are located between the rings (30, 32; 138, 140) which are provided with an outer radial thickening (24), a central waist (22, 152) and an inner radial thickening (20, 150). A cage ring (10, 142) that guides the clamping elements (18, 116) in a synchronous manner is arranged at the height at the inner radial thickening (20, 150). The cage ring (10, 142) consists of two cage ring segments (34, 144) that have an axial distance to each other and axial webs (38, 146) that connect the same and between which pockets (14, 148) for the clamping elements (18, 116) are formed. The cage ring (10, 142) consists of a viscoelastic plastic material, in particular an elastomer.

Abstract: A solenoid for controlling the engagement and disengagement of a wrap spring clutch includes an electromagnetic coil having a core member disposed adjacent one axial end thereof. An armature is provided within the electromagnetic coil for selective axial movement in response to the energization and deenergization of the electromagnetic coil. The armature is connected to an actuator for the wrap spring clutch such that movement of the armature controls the engagement and disengagement thereof. The core member and the armature are both formed from relatively soft, magnetically permeable materials. A flux breaker is disposed within the electromagnetic coil between one axial end of the armature and the core member. The flux breaker is formed from a relatively hard, non-magnetically permeable material, such as stainless steel. The flux breaker prevents the armature from contacting the core member when attracted thereto by energization of the electromagnetic coil.

Abstract: Wet-type friction members in an automatic transmission are provided with sets of grooves which diverge from each other, or with grooves which increase in width as they approach an edge of the frictional surface and which are rearwardly inclined in relation to the direction of rotation of the member which engages the grooved frictional surface. The grooves facilitate the removal of the oil film which is formed on the frictional surface, and thereby improves torque transmission and speeds engagement. In addition, the presence of the specially configured grooves causes the coefficient of friction to decrease gradually as relative rotational speed decreases, and avoids a sudden increase in the coefficient of friction as engagement is completed.

Abstract: A friction clutch for a motor vehicle comprises a cover plate and a pressure plate, with an elastic diaphragm between them. The peripheral portion of the diaphragm is at least partly enveloped by a sheath having two annular flanks which lie against the respective opposed surfaces of the peripheral portion. Each of these flanks has an annular projecting element, each of which has a convexity which cooperates with a corresponding surface portion of the pressure plate and cover plate respectively.

Abstract: A synchronized clutch for coupling a driven element to a drive element includes an externally activated nonpositive coupling, and a positive coupling which engages automatically when the driven element achieves a designated operational state. The nonpositive coupling, preferably comprising at least one friction element permitting some slippage between the drive and driven elements, accelerates the driven element to a velocity which at least approaches synchronization of the drive and driven elements. The positive coupling preferably comprises a sliding drive ring which is responsive to centrifugal weights to positively couple the drive and driven elements at a designated velocity. The external forces actuating the nonpositive coupling are preferably applied manually through a lever. Provision is preferably made for the automatic disengagement of the clutch when the velocity of the driven element decreases below a designated velocity.

Abstract: An automatic clutch control system (200) is provided featuring programs for establishing optimum clutch engagement starting position (CPO) under varying operating conditions. The programs include the steps of both slow and rapid clutch engagement and preferably the storage of the (CPO) determined as a fault signal whenever its fractional relationship to the previously stored optimum clutch engagement starting position (CPN) exceeds a predetermined fraction (C6) that is less than one.

Abstract: A control system for a lockup clutch measures an actual time required from start of engagement of the lockup clutch until completion of engagement of the lockup clutch, and sets a reference time required from start of engagement of the lockup clutch until completion of engagement of the lockup clutch. The system modifies a change rate of the duty ratio to the time so as to reduce a difference between the actual time and the reference time.

Abstract: A friction disc (110) includes a pair of segmented friction facings (112) adhered to the opposing sides of annular core (114). The friction facings (112) are composed of three arcuate segments (116) of sintered material or paper impregnated with a resin interjoined together at match lines (118) located generally 120.degree. apart. Each arcuate segment (116) includes opposed ends having tab and slot configurations which are designed to have a pair of arcuate edge lines (124, 126), (124', 126') located in an opposed relationship proximate the annular centerline of the width of the segment (116). An interconnector edge line (128), (128') is located angularly across the annular centerline of the segment (116) and joined tangentially to the arcuate match lines (124, 126), (124', 126'). The remaining end of each arcuate match line (124, 126), (124', 126') is then joined to the respective inside annular edge (134) and outside annular edge (136) of each arcuate segment ( 116).

Abstract: A torque converter clutch has a selectively engageable friction torque transmitting portion and a viscous torque transmitting portion. The friction and viscous portions are serially arranged between a clutch input and a clutch output. Apply pressure enforcing engagement at the friction clutch portion will result in an increase in the torque capacity of the viscous portion when the apply pressure increases. A structural arrangement is provided to increase the apply force of friction portion when the fluid pressure in the viscous portion is increased.

Abstract: A centrifugal, shaft-driven clutch apparatus includes an engine shaft for providing rotary power, the engine shaft having a free end portion and an open ended bore that communicates with the free end portion. A centrifugal clutch assembly includes a clutch bushing member having a shaft bore for affixing the bushing member to the shaft. The bushing member provides an internal bore and an outer surface. The clutch assembly includes a clutch housing member with an internal bore, and the clutch housing rotates upon the clutch bushing member at the internal bore. A first port extends between the shaft bore and the clutch bushing for transmitting lubricant from the shaft bore to the clutch bushing member. A second port extends through the bushing member bore to the outer surface thereof. A channel forms a communication between the first and second ports for transporting lubricant between the first and second ports. A fitting provides an inlet portion for receiving lubricant, and is attached to the shaft bore.

Abstract: An improved overrunning clutch roller energizing spring of the type that has a series of flat leaves forming V's with energy storing folds or pleats at the peak of each V. The front and rear leaves of the spring each have an integrally formed end loop with a diameter greater than the height beyond which the spring should not be compressed. The loop diameter is less than the space differential available between the spring pleats and the side rails. When the spring compresses back toward the roller pocket base, the loops hit on each side of the spring, preventing the spring from compressing further than its solid height. The end loops do not hit or rub on the spring pleats, and prevent the spring pleats from rubbing on the pocket side rails.

Abstract: In a driving zone where a torque converter is to be locked up, a lockup force of a lockup clutch is weakened in the deceleration driving state compared with that in the non-deceleration driving state. Moreover, during transition from the deceleration driving state to the non-deceleration driving state, increase control of the lockup force is forcedly delayed for a predetermined time. By this, during acceleration from the deceleration driving state, the clutch is made to slip with a rapid increase in engine output torque and a rise in the engine output torque is buffered by the lockup clutch.

Abstract: A differential-locking positive clutch (3) for disabling a vehicle differential gearing (2) is operated by a brake-actuating device (4) for a vehicle-braking brake (1) through a connecting mechanism (34) including a spring (6). The spring may store an actuating force for a clutch-operating member (5), which is preferably composed of a slidable shaft, when interlockable members of the clutch are not in alignment with each other. The connecting mechanism preferably includes a movable first engaging member (7) which is engaged to the clutch-operating member such that a movable second engaging member (48) operated by a clutch-operating device (45) may also be engaged to the clutch-operating member so as to permit an operation of the locking clutch independently of the brake. Both of a safe stopping of vehicle at its straight travel condition and a reduction of the vehicle braking distance are successfully attained.

Abstract: A slidebar assembly for adjustably positioning the handlebar of a bicycle or other similar vehicle includes a slidebar having a base end which pivotally attaches to the head of the bicycle stem and a slide block assembly which carries the handlebar on the slidebar so that the forward position of the handlebar can be adjusted in a slide motion. Hand accessible cam lock levers are provided on the slide block assembly for releasing the grip of the slide block assembly on the slidebar; a further hand-accessible cam lock lever is provided at the base of the slidebar for adjusting the pivot angle of the slidebar in relation to the handlebar stem which fits into the frame of the bicycle. Adjustment of the pivot angle of the slidebar in relation to the bicycle stem is provided by means of unique cam lock mechanism, which, when the cam lock lever at the base end of the slidebar is actuated, operatively releases the base end to pivot on the head of the handlebar stem.

Abstract: There is provided a two-speed drive unit for a motor drive, the motor drive having a housing and a main rotatable member. The two-speed drive unit comprises a two-speed drive housing secured to the motor drive housing and a secondary motor secured to the two-speed drive housing. The motor shaft of the secondary motor extends into the two-speed drive housing. An oil-shear brake, exterior to the secondary motor, is operably attached to the driveshaft of the secondary motor to effect braking. The two-speed drive unit further comprises a gear train operably associated with both the secondary motor shaft and a clutch, the clutch being disposed between the gear train and the rotatable member of the main motor drive for engagement and disengagement of the gear train with the rotatable member of the main motor drive. The clutch is normally engaged by a plurality of coil springs and disengaged by the action of an AC voltage coil.