Abstract: A self-centering releaser for a pressed-type motor vehicle friction clutch comprises a sliding sleeve (1) of synthetic plastics material with an integrally formed-on annular flange (3) protruding outwards radially of the sleeve axis and having a flat abutment face (31) on at least one axial side. The releaser further comprises a deep-groove ball bearing (5) radially movably enclosing the sliding sleeve (1) on the side of the abutment face (31), which bearing is fixed on the annular flange (3) by a retaining fitting (7) which radially externally grasps over the ball bearing (5). A spring (29) acting between the retaining fitting (7) and a non-rotating outer race ring (9) of the ball bearing (5) presses the outer race ring (9) through an annular disc (35) against the abutment face (31).

Abstract: A stop-state retaining arrangement for use in a motor vehicle, which includes a brake pedal for applying a braking force to wheels when depressed by a treading force, a clutch pedal for disengaging a clutch when depressed by a treading force, a cable connected, at its one end, to the clutch pedal, and a depressed stroke position holding mechanism connected to the other end of the cable, and arranged to be actuated to hold the brake pedal at the depressed stroke position upon depression of the clutch pedal, and to relieve the brake pedal from the holding at the depressed stroke position upon releasing the clutch pedal from the depression.

Abstract: A circuit for driving a solenoid clutch in which an input side rotating member and an output side rotating member are separated by a gap at the completely disengaged state comprises a voltage generator capable of generating at least the rated voltage of the solenoid clutch and an initial exciting voltage by which a minimum attracting force for the engagement is provided to an electromagnet of the clutch, and a controller for controlling the supply of the output voltage from the voltage generator in response to a command to engage the solenoid clutch in such a way that the rated voltage is applied to the solenoid clutch after at least the initial exciting voltage is applied to the solenoid clutch for a predetermined period. The application of the initial exciting voltage makes the electromagnet to produce a week attracting force, so that the transmitted torque of the solenoid clutch is small. In this state, the solenoid clutch is completely engaged without shock by the application of the rated voltage.

Abstract: The disengaging device for a double friction clutch, particularly the starting-up and gear shifting clutch as well as the power take-off clutch of an agricultural tractor vehicle comprises a housing in which, adapted to have hydraulic pressure applied to them, there are formed two coaxially interengaging annular cylindrical spaces. Axially displaceable independently of each other within the annular cylindrical spaces are annular pistons which carry mutually coaxial disengaging bearings. The housing preferably consists of three separate cylindrical tubes which carry radially outwardly projecting annular flanges at their ends which are axially remote from the disengaging bearings and are fixed to one another via these annular flanges. The disengaging device is compact both axially and also radially.

Abstract: A clutch in which the starter ring and the ignition-timing target are carried by one and the same annular supporting collar. The reaction plate being formed by two separate components, namely a supporting flange, through which it is designed to be attached to the shaft in question, and an actual reaction plate, with which the friction disk can interact, the supporting flange itself forms directly the annular supporting collar for the starter ring and the ignition-timing target.

Abstract: A direct-coupling control system for a fluid gear in an automatic vehicular transmission, having a fluid gear provided with input and output members; a direct-coupling mechanism capable of connecting the input and output members of the fluid gear mechanically and directly by a locking force which is determined on the basis of a function of a difference between a working pressure and an internal pressure in the fluid gear; and a control valves provided between a pressure supply source and the direct-coupling mechanism and adapted to control the working pressure. The direct-coupling control system includes a pressure retainer valve for controlling the internal pressure in the fluid gear so as to reduce the same in accordance with an increase in a vehicle speed or an engine output.

Abstract: A clutch control system for a continuously variable transmission includes a mode determination system which samples input signals including position of the neutral-drive selector, driver demand, engine speed, vehicle speed, and clutch input speed. From these signals the operating mode is determined and the clutch control system operating mode is set. In starting the vehicle, a minor pressure feedback loop and a major engine speed feedback loop are used. When the clutch is locked up, these control loops are not employed in regulating the vehicle operation.

Abstract: A single lever control for use with an engine including a clutch and a throttle, the control comprising a housing, a control member rotatably mounted on the housing for movement between a neutral position and a full throttle position through a clutch engaging interval and then a clutch engaged throttle advancing interval, a clutch drive mechanism adapted to be connected to the engine clutch and selectively operably connected to the control member for providing engagement of the engine clutch in response to rotation of the control member through the clutch engaging interval, and a throttle drive mechanism adapted to be connected to the engine throttle and selectively operably connected to the control member for providing substantial advancement of the engine throttle in response to rotation of the control member through the clutch engaging interval.

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: A clutch release means for motor vehicles consisting of a housing holding a rolling bearing, said housing being axially moveable on a guide concentric with the clutch axis under the action of a pivoted clutch fork characterized in that the housing (1) has curvatures (7) at the contact points with clutch fork (3) which are turned toward the latter and whose vertices lie in a plane passing through clutch axis (8) and the contact surfaces (9) of clutch fork (3) have a flat form.

Abstract: A propulsion system for a vehicle provides for a drive shaft to be powered by an electric motor or an internal combustion engine, the motor being permanently coupled to the drive shaft and the engine engageable with the shaft by a clutch. Engine speed is matched with that of the drive shaft before engagement of the clutch by electrically loading the engine, preferably by coupling a generator to the engine and varying the generator field current. The clutch is automatically engaged when the speeds are equal.

Abstract: A brake holding system for vehicles, comprising a vacuum and magnetic device including a brake holder, a moon gear having a plurality of teeth, a push rod connected to a master cylinder, a holding switch positioned for easy accessibility near the vehicle operator and a brake releasing switch operatively associated with the accelerator. The brake holding system can be placed into position after the vehicle is stopped, for example, at a stoplight, by actuating a switch. The brake is then automatically unlocked by depressing the accelerator pedal. Also, the driver can pull an emergency handle to mechanically release the brake.

Abstract: In a clutch of the type including a fork inserting hole formed at a certain position of a side wall of a clutch housing, so as to insert and install a clutch release fork from an outer side of the clutch housing, a clutch ventilation structure comprises a ventilation duct which has a L-shaped ventilation passage therein and which is mounted to the fork inserting hole. An inner end of the ventilation passage is open into the clutch housing, and an outer end of the ventilation passage is open to the atmosphere. With this arrangement, ventilation of the inside area of the clutch housing may be smoothly carried out by effectively utilizing the fork inserting hole without closing the hole with a blind plug, thereby improving a cooling effect of the clutch.

Abstract: A damper disc having a pair of annular side plates arranged on opposite sides of a flange of a spline hub connected to an output shaft. A torsion spring connected to the side plates and the hub flange and arranged in holes provided on the side plates and the hub flange. A pair of annular side plates having inner peripheral parts are connected by stud pin against the opposite surfaces of the hub flange. The stud pin are passed through a notch of the hub flange with a clearance provided therebetween with an angle larger than a first-stage twist angle and, at the same time, through notches of the side plates, with a clearance provided therebetween with an angle larger than a second-stage twist angle. A stop pin connects the outer peripheral parts of the side plates and is passed through a notch of the hub flange with a clearance provided therebetween corresponding to a maximum twist angle.

Abstract: According to an example embodiment of this invention, a clutch disc comprises a primary hub, a seconday hub and a lining carrier. The primary hub is angularly movable with respect to the secondary hub and the secondary hub is angularly movable with respect to the lining carrier. First load transmitting springs are provided between the primary hub and the secondary hub. Second load transmitting springs are provided between the secondary hub and the lining carrier. The second springs have a steeper spring characteristic than the first springs. Abutments are provided on both the primary hub and the secondary hub. The second springs are pre-stressed. When an increasing load is transmitted the angular movement of the secondary hub with respect to the lining carrier begins before the abutments of the primary and the secondary hubs engage each other.

Abstract: An apparatus for controlling a multi-speed, oil pressure operated type vehicle transmission connected to an engine through a torque converter wherein each drive train includes an oil pressure operated clutch and the low speed drive train also includes a one-way clutch engagement element, such as an oil pressure clutch or the like, interposed in each of said driving trains such that each driving train is established by oil supply to each said clutch. The apparatus includes a holding device for the highest speed drive train which is actuated when the brake operation is detected and the vehicle is stopped, which actuation provides a pressurized oil supply to the highest speed oil pressure operated clutch interposed in said high speed drive train to minimized the torque transmitted from the engine even though the pressurized oil is continuously supplied to the low speed oil pressure clutch interposed in said low speed driving train.

Abstract: A non-differential drive axle which utilizes a pair of bi-directional overunning clutches. The axle includes a housing within which a gear support is rotatably journalled. An intermediate shaft is connected to a gear support and is rotatably journalled at one end in the housing. The axle includes a pair of output shafts, one of which can be connected to the gear support for conjoint rotation by one of the overrunning clutches. The other output shaft can be connected to the intermediate shaft for conjoint rotation by the other overrunning clutch.

Abstract: A vehicle clutch assembly comprising a clutch housing which can be connected to a flywheel, twin clutch plates which can be connected to an output shaft, an intermediate plate which is arranged to press the one clutch plate against a surface on the flywheel and which is coupled to the clutch housing via axially acting plate springs, and a pressure plate which is arranged to press the other clutch plate against the intermediate plate and which is spring-biassed in a direction toward it. Structure is connected to the intermediate plate for centering it between the clutch plates when the clutch is disengaged. The plate springs are arranged to bias the intermediate plate in a direction toward that one clutch plate. The centering structure is arranged between the pressure plate and the intermediate plate so that--departing from an engaged clutch--the pressure plate, when disengaging the clutch, is movable through a given limited distance in the clutch-disengaging direction prior to moving the intermediate plate.

Abstract: An automatic wear compensation mechanism is provided for a clutch. The mechanism regulates the return position of any of the pressure plates and the intermediate plate of the clutch and restricts the return position of the pressure plate or the intermediate plate depending upon the wear of the clutch disc.

Abstract: A slip control mechanism comprises a throttling path with a cross-sectional area variable according to the relative displacement of an output element of a torque converter and an output shaft. The throttling path is in communication via a fluid passage with a disengagement chamber opposing one side of a friction clutch. The other side of the friction clutch faces an engagement chamber. The disengagement chamber and the engagement chambers are so arranged as to control slippage of the friction clutch by pressure balance therebetween. The throttling path is formed in a specific geometry which assures moderate changes in the pressure balance between the disengagement chamber and engagement chamber in an intermediate throttling range. In the preferred construction, the throttling path is so constructed that the rate of change of the throttling cross-sectional area satisifes the inequalityd.sup.2 S/dx.sup.2 .gtoreq.