Abstract: A torque transfer mechanism is provided for controlling the magnitude of a clutch engagement force exerted on a multi-plate clutch assembly that is operably disposed between a first rotary and a second rotary member. The torque transfer mechanism includes an actuator having a first segment fixed for rotation with the first rotary member and a second segment having a screw thread formed thereon which is rotatably and slidably disposed within a chamber filled with magnetorheological fluid. An electromagnetic coil is disposed in proximity to the chamber and is selectively energized for varying the viscosity of the magnetorheological fluid so as to induce axial movement of the actuator for engaging the multi-plate clutch assembly.

Abstract: A vehicle acceleration control and release device operatively connectable to a vehicle acceleration device, includes a device body; a lever operatively connected to the device body and pivotable about a first axis for controlling vehicle acceleration and pivotable about a second axis for releasing acceleration control, the first axis being perpendicular to the second axis.

Abstract: A clutch assembly (10) having an inner race (12), an outer race (14), and an engagement mechanism (16) disposed between the inner and outer races. The engagement mechanism (16) is operable to move between a disengaged position wherein the inner and outer races may freely rotate in one direction relative to one another and an engaged position wherein in the inner and outer races are locked so as to translate torque therebetween in the opposite rotational direction. The inner race (12) and outer race (14) may be defined by a plurality of plates (18, 12) and layers of elastomer (20, 24) that are disposed between adjacent plates in laminated fashion. The inner race and/or outer race may further include at least one bearing surface through which a force may be translated. The bearing surface is defined by a plurality of plates (70, 76) that are offset relative to an adjacent plate by a predetermined distance.

Abstract: An interlock mechanism is provided for a transmission system having a gear unit with a plurality of selectable gear ratios. A manually operated clutch control pedal is manually movable from a clutch engaged position to a clutch disengaged position. The transmission has a pair of shift rails movable to select gear ratios. The shift rails have detent grooves which interact with a pair of detent balls. An interlock member is normally in a lock position wherein the interlock member engages both detent balls and holds them in the detent grooves to prevent movement of either or both shift rails. The interlock member is movable to a release position wherein the interlock member is disengaged from the both detent balls whereby the detent balls will allow one of the shift rails to be moved. An interlock spring is biased to urge the interlock member to the lock position.

Abstract: A wrap spring activated torque coupling is applied to a torque transmission coupling and/or a locking differential for a motor vehicle. The wrap-spring torque coupling allows for quick engagement and disengagement of an input member to an associated output member at large torsional capacities that exceed the limit of what is taught by prior art. The ability to quickly lock and unlock a vehicle differential under either a torsionally loaded or unloaded condition is realized by this application of the wrap spring activated torque coupling. Moreover, a two piece bi-directional wrap spring hub design is utilized that allows for simple turning and broaching operations for use in its manufacture, thereby eliminating a conventional deep annular counterbore that would require the use of much more expensive machining processes.

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: In a method for operating a motor vehicle having an automatic transmission in the time of a selection action for a driving-mode range, first a driver's requirement for a change in the driving-mode range is transferred to a selection device, a change signal is then generated by the selection device, the change signal is subsequently transferred to a control unit, and, finally, a change in the driving-mode range of the automatic transmission is brought about by the control unit according to the change signal. In the time of the selection action for the driving-mode range, at least one braking device is actuated in an automated manner by the or a control unit. Drive-train oscillations may be reduced or avoided by the method.

Abstract: A friction clutch comprising a flywheel having a rotational axis; a housing assembly which can be fixed to the flywheel for rotation in common about the rotational axis; a pressure plate mounted in the housing assembly so that it is free to move in the axial direction but is essentially unable to rotate relative to the housing; an energy storing device for loading the pressure plate toward the flywheel; a clutch disk assembly with an area located between the pressure plate and the flywheel, and an intermediate friction lining element assembly to transmit torque. The friction lining element assembly includes at least one friction lining element on the flywheel and/or at least one such element on the pressure plate.

Abstract: A oneway clutch device comprises a plurality of rollers interposed between an inner race and an outer race for carrying out torque transmission only at the time of relative rotation in one direction between the inner race and the outer race, springs for biasing these rollers in a direction of engagement, and a retainer having an annular portion to be fitted on the inner race for retaining the rollers and the springs. The retainer is formed with a roller latching piece formed for holding the rollers biased by the springs, together with the inner race in a state that it is not assembled in the outer race.

Abstract: A clutch adjustment method and apparatus thereof are described which are capable of properly compensating for performance variations or performance deterioration due to variations or wear in various parts.

Abstract: A wet friction plate assembly which is capable of discharging the lubricant existing between the friction plate and the separation plate to restrict the accompanying rotation of the separation plate of a wet multiple-plate clutch etc. while it is disengaged.

Abstract: A rotational driving force from an engine E in a fuel-supply termination control is transmitted through a continuously variable transmission CVT, and this transmission of the rotational driving force is controlled by the engagement of a starting clutch 5. In this arrangement, a control system terminates the fuel supply to the engine at the elapse of a predetermined time from the starting of a deceleration of the vehicle. When the control system detects that the throttle of the engine has closed, it reduces the engaging force of the starting clutch 5 to disengage the clutch into a pre-engagement condition. Thereafter, when the fuel supply to the engine is terminated, the engaging force is gradually increased to bring the starting clutch 5 gradually into engagement.

Abstract: In a power transmission apparatus, comprising: a sub-clutch apparatus, a main clutch apparatus and a cam apparatus, wherein the electromagnet is arranged in an inner diameter side of the main clutch apparatus.

Abstract: A torque-transmitting mechanism has first and second housing members, which are interconnected by a plurality of friction members. The torque-transmitting mechanism also includes an apply piston, which has an apply head slidably disposed within one of the housings and a spring body portion, which is effective to urge the apply head out of engagement with the friction members. The apply head is urged into engagement with the friction members through the application of pressure to an apply chamber formed between the apply head, the spring body, and the one housing. Upon release of the pressure within the apply chamber, the spring body enforces retraction of the apply head and disengagement of the torque-transmitting mechanism.

Abstract: A hydraulically-operated clutch for an automatic transmission includes a clutch housing assembly with a clutch pack positioned therein. A movable piston is supported in the clutch housing assembly and defines an expandable chamber between the piston and clutch housing assembly. Pressurized fluid is provided to the expandable chamber to effect movement of the piston between engaged and disengaged positions with respect to the clutch pack. The piston and clutch housing assembly are configured such that only a small portion of the expandable chamber is pressurized when the piston is in the disengaged position, thereby providing improved response time for movement of the piston to the engaged position.

Abstract: A wet friction plate of a hydraulic clutch or hydraulic brake for an automatic transmission having a reduced friction resistance in a non-engaged state. A plurality of friction materials disposed in an annular shape with a plurality of radial oil passages each provided between the adjacent friction materials are mounted at two radially inner and outer stages on a surface of a friction plate of a wet hydraulic clutch of an automatic transmission. The friction materials are brought into contact with an annular separator plate to transmit a torque. Inner peripheral edges of each of the friction materials are formed into a V-shape toward a radially outer side.

Abstract: A pressure plate assembly for a friction clutch including a housing having an axis of rotation; a pressure plate mounted in the housing with freedom to move axially relative to the housing; a stored-energy element mounted in the housing and transmitting force along a path from the housing to the pressure plate; a wear-compensating device in the path of force transmission, which device has at least one adjusting element free to move in an adjusting direction to compensate for wear; and a clearance-producing arrangement having at least one gripping element, which is attached to the assembly upon which the stored-energy element acts via the wear-compensating device. The minimum of one gripping element has a blocking section, by means of which it can make blocking contact with a blocking element when wear occurs.

Abstract: An apparatus for controlling a vehicle automatic transmission having a hydraulically operated frictional coupling device operable to effect a shifting action of the automatic transmission, and an accumulator connected to the frictional coupling device, the apparatus including an accumulator-back-pressure learning compensation device operable to effect learning compensation of a back pressure of the accumulator such that an actual value of a rate of change of a rotating speed of a selected rotary element of the automatic transmission, which rotating speed changes as a result of the shifting action, approaches a predetermined target value, and an accumulator-back-pressure control device operable to control the back pressure, on the basis of an output of the accumulator-back-pressure leaning compensation device, whereby a shifting shock of the transmission can be reduced.

Abstract: A clutch operator arrangement for introducing an actuating force into a friction clutch includes a ball screw arrangement.

Abstract: A turbine impeller rotates around a rotational axis in a housing unit, and a bridging clutch unit has a clutch element connected in an essentially nonrotatable fashion to the turbine impeller. The clutch element has friction area which can be brought into frictional contact with an opposing friction area on the housing unit. A pretensioning device acts on the clutch element to pretension it against the opposing friction area.