Abstract: The method and apparatus are used for operating a magnetic clutch system of the type which includes a magnetic clutch having a clutch magnetizing coil which can be actuated to couple a first rotatable element to a second rotatable element when voltage is applied across the clutch magnetizing coil and which disengages the second rotatable member when voltage is disconnected from, or connected in reverse polarity across, the clutch magnetizing coil and which can include a brake with a brake magnetizing coil.

Abstract: The control system comprises a starting valve wherein an engine revolution speed indicative fluid pressure and a start adjustment fluid pressure act on a spool of the valve against each other. The starting valve generates a start pressure to be used as a clutch engagement pressure for a hydraulic clutch. The start adjustment fluid pressure is generated by a start adjustment valve coupled with an electronic control unit. Under the control of the electronic control unit, the start adjustment offsets a variation in the engine revolution fluid pressure when the engine idles with the vehicle at a standstill.

Abstract: A supplemental parking brake for a vehicle having a power shift transmission which includes a hydraulically operated forward clutch which is selectively engaged to put the transmission in the forward operating mode and a hydraulically operated reverse clutch which is selectively engaged to put the transmission in the reverse operating mode. The supplemental parking brake is applied automatically when the regular parking brake is applied if a predetermined condition prevails. Such condition prevails if the power transmission of the vehicle has been shifted by appropriate controls to either the forward operating mode or the reverse operating mode.

Abstract: A mechanical coupling for a power steering system and the like having a driven member reversibly rotated by a servo-motor in response to either clockwise or counterclockwise rotation of a control member, with the coupling normally connecting the motor to the driven member through a drive transmitting member. In the event of any failure of the motor to rotate the driven member synchronously with the control member, as for example, due to an electrical power failure, rotation of the control member relative to the driven member causes the coupling to disconnect the drive transmitting member and thereby disconnect the motor from the driven member to prevent transmission of torque in the direction opposite to the torque applied by the control member and simultaneously mechanically couple the control member to the driven member for direct drive.

Abstract: A control system for the clutch of a torque converter to allow direct drive operation of the torque converter in more than one transmission drive train speed level. The fluid pressure normally causing coupling of the clutch is interrupted by a blocking device when a change in drive trains occurs resulting in a lower fluid pressure on one of the drive train operating clutches, and that interruption is prolonged by delaying either the imposition of the high fluid pressure on the blocking device in one embodiment or the imposition of the fluid pressure on the clutch in another embodiment.

Abstract: A self-adjusting release system for the friction clutch of a motor vehicle wherein the output element of the clutch is or transmits torque to the input element of a change-speed transmission. The input member of the release system is a first lever which is pivotable by the clutch pedal and is automatically coupled to a second lever when it leaves its starting position in response to depression of the pedal whereby the second lever disengages the clutch. The first lever automatically engages a brake for the input element of the change-speed transmission as soon as the clutch is disengaged. A set of springs is provided to automatically return the levers to their starting positions when the pressure upon the clutch pedal is relaxed and to uncouple the second lever from the first lever in order to enable the second lever to change its angular position relative to the first lever for the purpose of compensating for wear upon component parts of the clutch, brake and/or release system.

Abstract: In a hydraulic control system for automatic transmissions of motor vehicles, a lock-up control circuit for controlling a direct-coupling clutch of a torque converter, the lock-up control circuit comprising: a lock-up control valve having a spring-biased valve spool and operated by solenoid pressure applied to a spring-loaded end of the valve spool and oil pressure applied to the other end of the spool upon shift to a predetermined gear position and in higher gear positions, connecting an oil pressure source with either a clutch engaging conduit or a clutch releasing conduit of the direct-coupling clutch of the torque converter; with ON-OFF operation of solenoid valve; and a solenoid valve provided in an oil conduit communicating with the spring-loaded end of the spool and adapted to produce the solenoid pressure in a gear position lower than said predetermined lock-up gear position.

Abstract: An automotive driving control system comprises a stepless transmission provided between the engine and the driving wheels, a transmission controller for controlling the transmission ratio of the stepless transmission, a throttle valve driver for driving the throttle valve of the engine, an operating state detector for detecting a particular operating state of the engine such as "knock" or resonance with the vehicle body, and a controller for controlling the transmission controller and the throttle valve driver. The controller controls the transmission controller and the throttle valve driver to respectively control the transmission ratio of the stepless transmission and the opening degree of the throttle valve so as to obtain that engine output which corresponds to the amount of depression of the acceleration pedal.

Abstract: A damper apparatus for a clutch for a torque convertor wherein an opening and closing member for opening and closing a communication hole through a clutch plate comprises a pressure regulating valve having a set pressure for opening and closing and a device for adjusting the set pressure in accordance with the amount of relative turning displacement between the clutch plate and a turbine blade wheel of the torque convertor. The torque convertor generally includes an input casing connected to an input shaft, a pump blade wheel, a turbine blade wheel interposed in an internal space between the pump blade wheel and the input casing, and a clutch plate interposed between the turbine blade wheel and the input casing. The turbine blade wheel is connected to an output shaft. The clutch plate is axially movable to be engaged with or disengaged from the input casing according to a difference in fluid pressures acting on both side surfaces thereof.

Abstract: A driveline for a track-laying vehicle such as a tank includes a propulsion transmission (200) and a steer transmission (100), both driven from the engine crankshaft (1), and both of the toroidal race-rolling traction type continuously-variable ratio transmissions. An arrangement of epicyclic gears (12, 13) and clutches (H, C1, C2) transmits drive from the propulsion variator (200) in four regimes to summing epicyclic gears (6, 7) associated with left-hand and right-hand tracks. Steering of the tracks is achieved by summing the drive, in the summing epicyclic gears (6, 7), from the steer variator (100).

Abstract: Coupling release assembly comprising a sliding sleeve and a coupling bearing having a fixed bearing ring connected with a radially oriented flange of the sliding sleeve and a rotating bearing ring having a contact surface for a coupling lever, a socket of generally U-shaped cross section consisting of two half moon-shaped shells secured to the outer periphery of a flange of the sliding sleeve and the fixed bearing ring and biasing member urging the fixed bearing ring and flange of the sliding sleeve in prestressed contact with the opposing radially inwardly directly sides of the socket member.

Abstract: An improved control for an automatic transmission, preferably an automatic mechanical transmission (10), is provided. The improved control includes an operator selectable mode of operation (D.sub.1) for off-road and other higher resistance vehicle operating conditions. In the off-road mode of operation, the central processing unit (30) will generate upshift commands in accordance with an upshift shift point profile (OHU) such that, assuming constant output shaft speed and throttle position, the engine (12) output power following an upshift will be at least as great as the engine output power prior to the upshift.

Abstract: A magnetic clutch for selectively connecting a rotatable input shaft to a rotatable output hub using magnetic flux. An output disc connected to the output hub is mounted between a pair of input discs connected to the input shaft. Magnetic flux passing through the output disc and the input disc clamps the output discs between the input discs. The magnetic flux linking the input and output discs provide additional torque to cause the output disc to rotate along with the input disc, so a relatively small clutch can provide a large output torque.

Abstract: A power supplying member supplies rotational power in a certain rotational direction to an input member of the transmission, and a power receiving member takes out power from a driven gear wheel shaft. Two driving gear wheels shafts extend parallel to the driven gear wheel shaft. First and second pairs of gear wheels and first and second synchromesh devices are provided, one of each pair of gear wheels being mounted on the corresponding one of the driving gear wheel shafts and the other being mounted on the driven gear wheel shaft, and one of each pair of gear wheels being rotatably mounted on its gear wheel shaft and being selectively engaged thereto by the corresponding one of the synchromesh devices, while the other one of that pair of gear wheels is fixedly mounted on its gear wheel shaft.

Abstract: A direct coupling control device controlling a direct coupling clutch to be actuated at a lower vehicle speed when the automatic transmission shifter is in automatic position and at a higher speed when the shifter is in the normal position.The engagement force of the clutch can be increased with vehicle speed. A lock-releasing mechanism can be provided to release engagement of the clutch momentarily during shifting of the transmission.

Abstract: A wet-type clutch/brake device is housed about a rotatable shaft within a recess in a flywheel. A cylinder member surrounds the shaft at a position between a brake and a clutch of the device and is urged toward the brake by springs. Air is introduced into a cylinder chamber to urge the cylinder member against the force of the springs toward the clutch. A cover member closes the open end of the recess, and an oil supplying passage extends through the cover member into the recess to supply lubricating and cooling oil to the brake and clutch.

Abstract: An electronic clutch control system for a friction clutch for starting a vehicle from rest has a clutch position control loop in which the actual clutch position feed-back signal is modified to compensate for changes in clutch characteristic. An engine speed control loop: clutch, engine, engine speed sensor, processed signals, clutch actuator control includes a switchable integrator. A wear compensation signal is added to the clutch position feed-back signal which is then subject to gain control in a gain control device in response to changes in slope of the torque-capacity/clutch position characteristic.

Abstract: An improved parking brake system for a vehicle capable of switching the operation of the parking brake between an automatic control mode and a manual control mode at the operator's will. The parking brake is applied and released by an electromagnetic device which is controlled by a brake-application command signal and a brake-release command signal produced by a controller. The controller is adapted to be manually switched between a manual brake-application and brake-release control mode and an automatic control mode under the action of a switch. A power supply circuit is provided which has a battery and an ignition power source for supplying power to the electromagnetic device.

Abstract: A torque converter having an engine-driven pump impeller fastened to an input shell and a fluid-driven turbine runner mounted on an output shaft is equipped with a fluid-operated lockup clutch for providing a direct mechanical drive between the input shell and the output shell. The lockup clutch is maintained in a slipping engagement condition in an intermediate speed range. This slipping engagement is controlled by a variable fluid passage whose opening size is determined by an axial position of the turbine runner relative to the output shaft. The turbine runner is rotatable and axially movable relative to the output shaft. The turbine runner and the output shaft have, respectively, flanges which rotates side by side. There are formed, between the flanges, a plurality of pockets which are circumferentially arranged. Each pocket has contoured surfaces, and confines a ball.

Abstract: An automatic transmission having two torque input shafts is connected selectively to an engine through hydraulically actuated clutches. Each input shaft is associated with one of the clutches and with a first or a second group of gear ratios. A driveable connection is made between each input shaft and the gears of the associated gear ratios through operation of a hydraulic actuator. First and second control valves selectively connect the outlet of a hydraulic pump to the actuator in accordance with the position of a gear selector. When the actuators move the shifters to the gear ratio engaging position, the associated clutch is engaged and the other clutch disengaged. Electrical control circuit coordinates clutch engagement, actuator motion and control valve position.