Abstract: The invention provides a modification to a wheel hub of the kind comprising hollow body housing a wheel speed reducer having a pinion carrier which is locked for rotation with the hollow body. According to the invention, splined mounting means is provided between the pinion carrier and the hollow body for locking the pinion carrier in rotation with the hollow body. Mounting means of this kind require only a small radial space, and the radial bulk of the assembly can therefore be reduced with this arrangement. The invention is particularly applicable to the hubs of driving wheels for industrial vehicles, agricultural machines, public works machines and load-handling machines.

Abstract: A limited slip differential comprises a differential gear housing in which a differential bevel gear is mounted and which has a journal supported by a rolling contact bearing arrangement in a bearing opening of an axle casing. A locking clutch which operatively connects a half-shaft bevel gear meshing with the differential bevel gear to the differential gear housing, and which lies between an axial abutment immovable relative to the differential gear housing and an axially movable pressure disc, is engaged by means of a pin type pressure member which is adapted to be operated, with the aid of a rolling contact bearing, by an actuator of the axial piston-cylinder type. A half-shaft part is rotationally fixed to the half-shaft bevel gear and passes through the journal.

Abstract: A control system for a hydraulic clutch comprises a starting valve and a complete engagement control valve coupled with the starting valve. The starting valve supplies to the clutch a regulated fluid pressure which is elevated in accordance with a revolution speed of an engine when it is in a start fluid pressure regulating state and which is higher than the regulated fluid pressure provided in said start fluid pressure regulating state when it is in said complete engagement fluid pressure regulating state when it is in a complete engagement fluid pressure regulating state. The complete engagement control valve shifts the starting valve from the start fluid pressure regulating state to the complete engagement fluid pressure regulating state when the vehicle speed exceeds a complete engagement vehicle speed.

Abstract: A driving mechanism, specially for use as tractor motor or servomotor, is made specially compact and makes possible the use of a simple, flat main wheel such as a sprocket. The compact construction is obtained by a few structural parts mostly made of one piece such as a hollow wheel for torque delivery and assembly of the main wheel driven by the mechanism and a hub support for carrying the hollow wheel and gear cap with simultaneous support for part of the gearing. A sound-insulated hydromotor is accommodated in the interior of the driving mechanism, a safety brake surrounds part of the hydromotor so as to result in a space-saving construction. Since the driving mechanism is axially not longer than the width of a tractor chain, it remains well protected when it serves as driving motor in a caterpillar vehicle.

Abstract: A lock-up control wherein a temporary release timing of a bridge clutch is adjusted by learning control. According to the learning control, a difference between an estimated engine revolution speed after an instant when the bridge clutch is temporarily released and an actual engine revolution speed is obtained, an integral value is obtained by integrating the difference, and the temporary release timing is adjusted or corrected in such a manner as to decrease a difference between the integral value and a predetermined value.

Abstract: In order to ensure that an adequately high gear ratio (such as top gear) is engaged momentarily before the first gear ratio and thus reduce select shock when a manual selector valve is moved from neutral (N) to drive (D), while simultaneously enabling the provision of a flow restriction required to ensure smooth automatic upshifting into the high gear in question, a control valve is provided which, in response to the engine associated with the transmission being sensed in an idling condition and the manual selector valve being moved from (N) to (D), boosts the governor pressure up to line pressure level and therefore induces the shift valves of the transmission to assume their respective upshift positions. Further, a valve which by-passes the flow restriction is provided.

Abstract: In an automatic transmission for automotive vehicles, a direct-coupling control device of a hydraulic torque converter is adapted to modulate at a constant rate a signal fluid pressure which is proportional to the vehicle speed, and supply as operating fluid pressure the modulated fluid pressure to a direct-coupling clutch of the torque converter, which locks up an input member and an output member of same. As the fluid pressure signal, a governor pressure is used which has its pressure value amplified at a constant rate and, preferably, with a pressure having a constant value added thereto.

Abstract: A vehicle transmission control apparatus including a plurality of shift members for operating a vehicle transmission; a lever adapted for movement in one sense into a plurality of positions, one end of the lever being operatively coupled to a different one of the shift members in each of the positions; the lever being further adapted for pivotal movement in response to which the one end of the lever actuates the operatively coupled shift member; a select actuator comprising a select cylinder and a select piston retained thereby, the select piston being coupled to the lever and hydraulically controlled to produce the movement thereof in the one sense; a shift actuator comprising a hydraulic cylinder and a shift piston retained thereby, the shift piston being coupled to the lever and hydraulically controlled to produce the pivotal movement thereof and a control member coupled to the lever and manually operable to produce therefor both the pivotal movement and the movement in the one sense.

Abstract: A control arrangement for a clutch and/or brake of a press, with the control arrangement including at least one of a clutch cylinder piston unit and a brake cylinder piston unit which opposes braking forces until a desired rotational speed is reached. The cylinder-piston units may be operationally controlled by at least one valve before the desired rotational speed is reached. The control arrangement is driven by at least two different pressures, with one of the pressures being at least approximately equal to a maximum clutch pressure or at least approximately equal to a pressure release, and the other pressure being a partial pressure which lies above a minimum response pressure of the clutch or below a counter pressure which triggers a minimal response pressure of the brake.

Abstract: A hydraulic control system for an automatic transmission comprises a shift valve being communicating with a first chamber, and a second shift valve communicating with second and third chambers in addition to the first chamber. The first shift valve has an upshift position wherein it pressurizes the first chamber. The second shift valve has a downshift position wherein it pressurizes the second chamber and provides a communication between the first and third chambers to pressurize the third chamber, and an upshift position wherein it discharges the second and third chambers.

Abstract: The bidirectional, torque-limiting, drive and brake mechanism has an input and output drive shafts and a helical spring which is normally in interference fit with the mechanism housing and, in the torque transmitting mode of operation, is disengaged to permit torque transmission by a direct mechanical coupling between the input and output drive shafts. The torque-limiting component, which functions to interrupt transmission of rotation from the input drive shaft to the output drive shaft upon a predetermined torque load, is adjustable to a selected predetermined torque load in the field.

Abstract: A hybrid control system is employed utilizing both hydraulic and pneumatic principles to effectively control the engine speed from a remote location as well as controlling the clutch engagement between the engine and a typical load such as a high pressure pump. The hybrid control system utilizes a pneumatic actuator for disengagement of the normally engaged engine clutch mechanism and a hydraulic actuator for control of engine throttle setting. Each of these actuators is controlled through the use of several electrically actuated solenoid valves which are effective to selectively apply a source of air pressure either to the pneumatic clutch actuator for disengaging the clutch or applying air pressure to the top of a hydraulic fluid reservoir to operate a hydraulic actuator connected to the engine throttle mechanism.

Abstract: An improved shifting mechanism for the outboard drive unit of a marine propulsion device. The unit includes a torsion bar actuator that resiliently deflects until a detent on the shifting sleeve is released. Upon release of the detent, the torsional loading on the torsion bar is released so as to slap the clutch elements into engagement.

Abstract: A first input shaft and an output shaft are supported in axial alignment by a housing which contains oil and also supports an annular second input shaft coaxial with the output shaft. The input shafts may be selectively coupled to the output shaft by compressing corresponding clutch sets of interfitting annular plates and discs, and the output shaft may be quickly stopped by compressing a brake set of interfitting annular plates and discs. The brake set is disposed between the two clutch sets, and a pair of non-rotating fluid actuated pistons are arranged between the corresponding clutch sets and the brake set. The output shaft has fluid impeller hub portions for recirculating oil outwardly between the sets of plates and discs and the input shafts are driven by corresponding electric motors or by a single double-ended electric motor.

Abstract: The clutch disc for a motor vehicle friction clutch comprises a hub with side discs arranged axially on both sides of its hub flange and connected with friction linings into one unit. The side discs are rotatable in relation to the hub disc by the stressing of springs. An under-load friction damper comprises two control discs arranged axially on both sides of the hub disc, one of which comprises axial tabs which pass through openings of the hub disc. The other control disc is guided non-rotatably but axially displaceably on the tabs. Friction rings are arranged axially between the side discs on the one part and the control discs on the other. The friction force is generated by a dished spring which is clamped axially resiliently in between the axial tabs of the one control disc and the axially movable other control disc utilized as pressure disc. An idling friction damper is accommodated between the side discs protected radially within the zone radially defined by the tabs.

Abstract: The multi-ratio drive hub with at least three gears comprises a hub spindle (1) on which a driver (5) and a hub sleeve (13) are rotatably mounted. The driver (5) can be coupled with the hub sleeve (13) through at least three different drive torque paths with different step-up and/or step-down ratios. For the controlling of the torque transmission paths controllable coupling elements are provided which are all formed as controllable pawl ratchets (37, 63) and are controlled by an axial relative movement of their pawl carriers and a lift-out ramp. Such three-speed hubs have relatively small axial dimensions.

Abstract: An improved structure for retaining a differential cross shaft in a differential axle assembly is disclosed. The differential axle assembly includes a casing adapted to be rotated about an axis. A cross shaft is disposed within the casing perpendicular to the axis of rotation. A first elongate channel having a larger diameter portion and a smaller diameter portion is formed through the casing. A second elongate channel is formed in the cross shaft having a diameter greater than the smaller diameter portion of the casing channel. The cross shaft channel is adapted to be aligned with the casing channel. A lock pin is inserted through the larger diameter portion of the casing channel and the cross shaft channel into abutting relationship with a shoulder formed at the junction of the larger and smaller diameter portions. A boss is provided to extend into the larger diameter portion of the casing channel to retain the lock pin therein.

Abstract: An automatic clutch control system for controlling a vehicle master clutch (14) drivingly interposed a throttle controlled engine (12) and a change gear transmission (10) having a clutch protection portion (70) to prevent the clutch from destructively overheating due to excessive slipping is provided. The clutch protection portion (70) includes a device for maintaining a variable parameter simulating clutch operating temperature (110) and devices (104 and 116) for causing said variable parameter to be increased and decreased, respectively, at first and second rates selected to simulate clutch heating and cooling rates, respectively. A signal generating device (126) is responsive to the simulated value exceeding a predetermined limit to generate a clutch protection output singal (84) effective to cause the clutch to be operated in a non-slipping, preferably fully engaged, mode of operation.

Abstract: An improved control system for an automatic change gear transmission (10) driven by a throttle (18) controlled engine (12) is provided. The control system includes a processing unit (30) for receiving inputs indicating at least throttle position (18), engine speed (20) and vehicle speed (28) and for processing these inputs in accordance with a program to determine the correct engaged gear ratio and for issuing command signals to a transmission shifting mechanism (26). The processing unit includes of operator actuated selection means (32) for selecting a mode of operation (D.sub.1 or D.sub.L) wherein vehicle performance is maximized and the control will evaluate and execute allowable skip downshifts.

Abstract: Sudden accidental unintended movement of an automatic transmission into reverse with the engine running is prevented by modifying the usual control rod to provide a cam surface so positioned thereon that as the control rod is moved a predetermined distance from reverse towards park a spring loaded member engages the cam surface and both restrains unintended movement of the control rod back to reverse and positively drives the control rod into its full park position as soon as the parking pawl aligns with a space between teeth of a parking gear. The mechanism may be assembled as original equipment in conventional transmissions or added to existing transmissions with little or no modification in design.