Abstract: A driving force transmission device transmits driving force between an outer case made of magnetic substance and inner shaft. A main clutch mechanism, an electromagnetic type pilot clutch mechanism and cam mechanism are arranged between the outer case and inner shaft. The main clutch mechanism transmits driving force between the outer case and inner shaft. The pilot clutch mechanism controls operation of the main clutch mechanism and comprises an electromagnet, an armature and a friction clutch. The cam mechanism amplifies output of the pilot clutch mechanism and transmits amplified output to the main clutch mechanism. The driving force transmission device further comprises a first regulation member and/or a second regulating member. The first regulating member adjusts a clearance between the cam mechanism and the armature to be more than a predetermined distance. The second regulating member adjusts an axial position of the friction clutch.

Abstract: An engagement mechanism for use in a vehicle includes a housing. The engagement mechanism also includes a first ball ramp disc engaging the housing on one side. The first ball ramp disc includes a first ramp on the side engaging the housing. The first ball ramp disc also includes a second ramp having a predetermined angle on the side opposite of the side engaging the housing. The engagement mechanism further includes a ball ramp disc adjacent to the first ball ramp disc on a side opposite of the side engaging the housing which is rotatably driven. The engagement mechanism also includes a spring element arranged between the first ball ramp disc and the second ball ramp disc. The engagement mechanism is used to engage a friction clutch pack of a vehicle drivetrain system.

Abstract: A clutch travel stop limits the amount of vehicular clutch travel adjustment normally permitted for compensating clutch component wear. The stop is attached to a centrifugal weight and roller clutch actuation module to control the amount of permissible wear of clutch components including, for example, friction plate linings. In one embodiment, the stop is defined by a protuberance, such as an integrally formed radially extending lug integrally affixed to an outer circumferential periphery of the housing of the centrifugal module. The lug is positioned to arrest relative movement between respective flanges of a clutch cover and the centrifugal module to limit adjustment of the clutch so that an over-adjustment condition is avoided. Potential damage to critical clutch components is thereby minimized, such as damage to flywheel and pressure plate components caused by fasteners that become exposed after clutch linings retained by the fasteners to the friction disc have become worn.

Abstract: A continuously variable hydro-mechanical transmission. The transmission includes a transmission housing and a hydrostatic power unit associated with the housing. The hydrostatic power unit includes a pump coupled to a motor with the hydrostatic power unit coupled to a first input shaft and a first output shaft. The hydrostatic power unit is selectively coupled to a synchronous lockup clutch with the first output shaft, wherein a hydrostatic input speed range is selected. A compound planetary gear unit is mounted in the housing with the compound planetary gear unit including a second input shaft, a third input shaft, a fourth input shaft and a second output shaft. The compound planetary gear unit is selectively coupled to the load, selectively coupled to the hydrostatic power unit and coupled to the power source.

Abstract: A limited slip differential assembly comprises a friction clutch assembly and a clutch actuator assembly including an actuator motor, a clutch actuator, and a gear module for drivingly coupling the actuator motor to the clutch actuator. The gear module includes a casing having a first mounting flange for fixing the casing to a differential housing and a second mounting flange for fixing the casing to the actuator motor, two gear support arms outwardly extending from the first mounting flange into the differential housing through an opening therein, a gear shaft supported by the gear support arms, and a pair of coaxial reduction gear members drivingly coupled to the gear shaft. One of the reduction gear members is drivingly coupled to the actuator motor and the other of the reduction gear members is drivingly coupled with the clutch actuator.

Abstract: A coupling assembly 10 which selectively causes a primary mass or flywheel 20 be engaged or be coupled to a crankshaft 18 as a transmission gear assembly 23 moves from a first gear position to a second gear position and which further selectively causes the primary mass or flywheel 20 to be disengaged or disconnected from the crankshaft 18 as the vehicle is accelerated from an idle state, effective to decrease or substantially eliminate acceleration lag.

Abstract: A one-way clutch adapted to be disposed in parallel with a hydraulic friction element includes a first plate adapted to connect to an inner member of the hydraulic friction element and a second plate disposed so as to face the first plate in an axial direction thereof and adapted to connect to an outer member of the hydraulic friction element. The first plate has pocket portions concavely provided in an axially internal surface thereof. The second plate has notched portions concavely provided in an axially internal surface thereof, and pawls are tiltably mounted in the pocket portions of the first plate. The first plate is formed integrally with the inner member of the hydraulic friction element.

Abstract: Apparatus (10) for controlling rotation of an input (12) in the most preferred form of a brake includes a housing (50) which can be positioned in either first or second positions. In the first position, a piston (66) moves out of its cavity (64) in the housing (50) and forces a plate (76a) including the piston (66) and an interface facing (80) toward an interface disc (20) while a release spring (92) located in a countersink (74) acts on a fastener (98) to move the first plate (76a) away from the interface disc (20). When flipped to the second position, the piston (66) moves out of its cavity (64) in the housing (50) and forces a second plate (76b) interconnected to the first plate (76a) away from the interface disc (20) while engaging springs (90) sandwiched in cavities (70) between the housing (50) and the first plate (76a) including the interface facing (80) force the first plate (76a) toward the interface disc (20).

Abstract: A power system for a vehicle includes a motor, a flywheel and a transmission. Intermediate the motor and flywheel and coupled thereto is a first expansion pulley system with a second expansion pulley system intermediate the flywheel and transmission and coupled thereto. A programmable computer receives information concerning a desired vehicle speed and road level and processes the information so as to vary the motor r.p.m.s in order to reach a desired vehicle speed. The pulley systems effectively transmit the power from the motor through the flywheel and to the transmission at preselected ratios so as to provide for an efficient power delivery and vehicle acceleration. An additional expansion pulley system drives accessories at a constant preselected r.p.m. to preclude the transfer of needless power from the motor to the accessories.

Abstract: Spline teeth 66 formed in the inner periphery of a sleeve 45 slidably supported on a hub 63 fixed to a rotation shaft each comprise a projecting portion 66a constituted by a first inclined surface &agr;, a flat surface &ggr; and a second inclined surface &bgr;, and these projecting portions 66a bias a blocking ring via a synchro-spring 71 in an axial direction to thereby generte a synchronizing load between the sleeve 45 and a gear 37. Immediately before the projecting portions 66a of the spline teeth 66 of the sleeve 45 moving rightward mesh with dog teeth 37a of the gear 37, the second inclined surfaces &bgr; of the projecting portions 66a move and ride on the synchro-spring 71 so as to gradually reduce a pressing force axially applied to the blocking ring 67, thereby making it possible to provide a smooth mesh engagement between the spline teeth 66 of the sleeve 45 and the dog teeth 37a of the gear 37.

Abstract: An automatic shift-down apparatus for an automatic transmission which comprises vehicle speed detection device for detecting the speed of a vehicle; vehicle-speed variation rate calculation device for calculating the variation rate of the detected vehicle speed; shift-start vehicle speed calculation device for calculating, on the basis of the calculated vehicle-speed variation rate and a time required to complete a shift operation, a shift-start vehicle speed which enables the shift operation to finish before the vehicle speed attains a shift-completion speed; and a shift device which starts a shift operation when the detected vehicle speed attains the calculated shift-start vehicle speed.

Abstract: A transmission comprising at least one clutch (3, 4) which for closing can be actuated by a spring force and for opening can be actuated by a hydraulic pressure and the clutch can be shifted in a manner such that the pressure medium of an actuating device (6, 7) previously subjected to pressure drains directly into a pressure medium reservoir (21) until a defined pressure level is reached and below a defined pressure level fills an accumulator (17, 24) and flows out of the accumulator (17, 24) via a throttle point (22, 25) into a pressure medium reservoir (21) to make a pressure-modulated shifting of the clutch (3, 4) possible.

Abstract: Electrically variable transmissions embodying the concepts the present invention utilize two planetary gear subsets, two motor/generators and two clutches in the nature of torque transfer devices to effect input split, compound split, neutral and reverse modes of operation. Both planetary gear subsets may be simple, or one may be individually compounded. An electrical control member regulates power flow among an energy storage device and the two motor/generators. In either of two preferred embodiments the neutral mode of operation may be effected by releasing the two torque transfer devices, and the reverse mode of operation may be effected by reversing the magnetic polarity of one motor/generator. In addition, the two preferred embodiments allow a geared neutral as well as reverse to be effected by means of the differential gearing arrangement of the planetary gear subsets and other members of the transmission.

Abstract: A wheel hub device includes a driving barrel and a hub shell mounted rotatably on an axle of a bicycle. When the shell is rotated via the barrel to move the bicycle forward, a coupling socket disposed in the shell threadedly engages the barrel and frictionally engages the shell. A coil spring is disposed between the shell and the coupling socket such that a sudden termination of rotation of the barrel while the bicycle continues to move forward due to inertia, imparts a frictional force to the coil spring to enable the coil spring to keep biasing against the coupling socket and against the biasing force of a associating spring disposed between the coupling socket and a sliding member, thereby disengaging the coupling socket from the shell to permit smooth idle rotation of the latter and to prevent rotation of the barrel with the shell.

Abstract: A torsion damping device is mounted between two coaxial rotating members for transmitting a rotary toque from one member to the other with damping of vibrations and torque oscillations the damping device comprising, two rings coaxial with the rotating members, rotational coupling means between the two rotating members and the rings, circumferentially acting resilient members mounted between the rings in housing which are formed in the rings and which include a device for abutment of the ends of the resilient members, the two rings are rotatable with respect to each other and with respect to the two rotating members with a limited angular displacement, and are urged in opposite directions of rotation by the resilient members and toward abutment on the device for coupling them to the respective ones of the rotating members.

Abstract: A powertrain having a controller for limiting the torque and power inputs to a transmission as determined by operating parameters and design features of the transmission. These parameters and design features include torque limits for various components in the transmission, torque ratio of the torque converter, the design K factor of the torque converter, gear ratios of the transmission, operating condition of the torque converter clutch, and input power limits for the transmission. A programmable digital computer includes a subroutine that evaluates and establishes torque limits and input speed limits from the design features and operating parameter. The controller sets the limits for each transmission ratio including reverse such that a family of transmission can be coupled to a single engine design without overpowering the transmission should the engine be capable of greater output power than the transmission can accept.

Abstract: The present invention concerns a clamping roller switch gear (1) whose drive element (10) can be displaced in opposite directions out of an idling, initial position by actuation of a pivoting lever (3). A driven element (coupling ring 15) of the clamping roller switch gear (1) and the drive element (10) define, together with opposing clamping surfaces, wedge-shaped clamping gaps (37, 38) that taper in opposite directions. In these clamping gaps (37, 38) are arranged clamping rollers (39) that, in the initial position of the drive element (10), are kept out of clamping engagement with the clamping surfaces by a first housing-fixed stop (42).

Abstract: An automatic transmission for a vehicle comprises a torque converter TC equipped with a lock-up clutch 4. This automatic transmission further comprises FIRST˜FOURTH speed clutches 31˜34 for a shift control executing a shift from off-going speed ratio to an on-coming speed ratio by controlling the release of the hydraulic pressure from the off-going clutch and by controlling the supply of the hydraulic pressure to the on-coming clutch. A control system comprises first and second off-going pressure releasing valves 70 and 80, which release the hydraulic pressure from the off-going clutch during the shift, a lock-up control valve 40 and a lock-up timing valve 50, which control the engagement of the lock-up mechanism, and a linear solenoid valve 60, which supplies a control pressure to these valves and controls the operation of these valves.

Abstract: A method for controlling a transmission of an engine-driven vehicle having a plurality of gears, the vehicle including a service module actuable by a driver of the vehicle to select a desired gear, the service module being connected to a transmission control system which automatically changes gears in response to actuation of the service module, the vehicle further including an engine braking system connected to the transmission control system which is actuable to brake the vehicle engine during a gear change, the method comprising: monitoring the transmission input rotational speed (NE) and the transmission output rotational speed (NA); calculating a synchronous rotational speed (NE) of the desired gear; actuating the engine braking system to reduce the rotational input speed (NE) and synchronize it with the synchronous rotational speed (NS) so that the desired gear change can be effected; and disabling the engine braking system when a predetermined switch-off threshold is reached at a point in time before a

Abstract: In a method and apparatus for controlling a driving engine/transmission unit having a continuously variable automatic transmission, the transmission output torque acting upon the driving wheels of a vehicle and the engine reaction torque retroacting upon the driving engine can be adjusted by way of a regulated transmission variable.