Abstract: A control device for a clutch and a transmission in a vehicle comprising a single control lever has a substantially single control lever angularly movable about at least one shaft for actuating the clutch and the transmission, a first link mechanism for transmitting angular movement of the control lever to the release lever of the clutch, a second link mechanism for transmitting angular movement of the control lever to the shifter of the transmission, and a damper for imposing a dampening force on the connection operation of the clutch. The damper has a damper stroke varying mechanism operatively cooperating with the second link mechanism for rendering the damper stroke of the damper shorter as higher-speed gears of the transmission are selected by the control lever.

Abstract: An oil shear clutch-brake unit includes a housing rotatably supporting an input shaft and an output shaft in axial alignment, and the housing encloses a set of interfitting clutch plates and discs for coupling the input shaft to the output shaft and a set of interfitting brake plates and discs for braking the output shaft. A non-rotating actuating member or piston is also enclosed within the housing and is actuated from a neutral position by springs and/or fluid for either clamping the clutch plates and discs or clamping the brake plates and discs. A cooling and lubricating oil is circulated within the housing and between the plates and discs, and the pressure of the fluid for actuating the piston is adjustable for selecting the torque transmitted through the clutch and brake.

Abstract: A throttle and brake control apparatus is provided which enables an operator to control both the brake system and the throttle system of a vehicle by selectively rotating a single control member in a first and a second direction. The apparatus, according to the present invention, can be mounted on the handlebar of a motorcycle or a similar vehicle and replaces a conventional brake control system and a conventional throttle control system. The apparatus eliminates the need for conventional brake control levers.

Abstract: A very low spring rate vibration-damping clutch and pinion assembly for lowering the resonance of a power train to below the resonant speed of the engine includes a vibration damping clutch with two circumferential rows of springs and a necked-down pinion shaft. The vibration damper is preferably connected to both the pinion shaft and the clutch disk by spline connections.

Abstract: A method of electronically controlling a vehicle according to which, when a transmission is shifted into the reverse gear position, a clutch is disengaged followed by switching the transmission to a neutral position. With the clutch in the disengaged state, the transmission is then temporarily switched to a gear position having a synchromesh mechanism, whereby a disk clutch pressing against a pressure plate or flywheel is separated from the same. After the clutch is completely disengaged, the transmission is switched to the reverse gear position.

Abstract: A friction clutch assembly includes a noise suppression device for a constant running bearing fixed to the transmission input shaft of the clutch assembly. The friction clutch system includes a plurality of rotatable clutch release levers, and in a preferred form the noise suppression device is defined by cylindrical members affixed to drive pins extending axially of the release bearing for engagement with the inner end of the levers. The resilient nature of the cylindrical members operates to suppress the noise which otherwise normally occurs by virtue of direct contact of the metallic lever ends with the metallic drive pins.

Abstract: In a cable-and-sleeve connector, variations in the real or effective length of the cable 3 will tend to vary the curvature of the sleeve 7, and this can be accommodated by variations in the effective length of the sleeve 7. For this purpose, one end of the sleeve 7 is adjustably fixed to an anchor 6 by a clutch 30. The clutch consists of four collet members 31 that, when effective as a clutch, are wedged within the tapering aperture 29 so as to be held with the serrations 32 on the internal surfaces of the collet members 31 mating with external serrations on the rigid end of the sleeve 7. When the clutch 30 is disengaged, the collet members 31 move out of the aperture 29, in the direction of the sleeve 7, and tilt loosely about their wider ends so that the wider ends are only just free of the serrations 21.

Abstract: A clutch includes an inner clutch member of a cylindrical shape fixedly mounted on a shaft for rotation therewith, a bushing mounted on the inner clutch member, and an outer clutch member mounted on the bushing and driven for rotation at a predetermined speed, coupling elements carried by the bushing for coupling the inner and outer clutch members together, a first cam fixedly mounted on the shaft for rotation therewith, and a second cam pivotally mounted on the first cam and coupled to the bushing. An actuator initiates a revolution of the first cam, and it engages an acceleration section of a cam surface of the first cam at an initial portion of the revolution of the first cam to rotate it at a speed generally corresponding to a speed of rotation of the outer clutch member. The actuator engages a deceleration section of the cam surface at a final portion of the revolution to decelerate the speed of rotation of the first cam.

Abstract: A clutch assembly is preferably designed as a multiple-disc clutch. Rotating with one clutch half (22) is a clutch-engaging piston (26) and a pressure chamber (25) into which fluid may be admitted. Against the force of a spring (29), the piston may be subjected to the fluid pressure which is generated in the pressure chamber (25) and which is dependent upon the rotational speed. Arranged beside the pressure chamber is a fluid reservoir chamber (37), communicating with the pressure chamber (25) via connecting conduits (44, 45). With the aid of a control element (48) the filling of the pressure chamber (25) with fluid from the reservoir chamber (37) is controlled during a start-up process. In this manner, the engagement of the clutch assembly is controlled. Thereby delivery of fluid from outside of the clutch assembly is unnecessary.

Abstract: Disclosed is a system for controlling both cruising speed and engine idling speed of a vehicle. The system includes an electronic control module that controls an actuator (100) having a moveable member preferably in the form of a gear rack (6) that is pivotably mounted to an intermediate member (8) that is operably connected to the engine throttle and adapted to move in opposite directions along a frame (2) of the actuator. The actuator is provided with means, preferably in the form of an idle speed control switch (34), for sensing when the throttle is being controlled by the operator and causing the control module to switch its output from a second control signal to a first control signal and feedback means, preferably in the form of a differentiating switch (47), for determining an idle speed pick-up position for the moveable member that is more than the desired regulated engine idle speed position but not more than the operator selected cruising speed position.

Abstract: Standard aircraft engine accessories like generators, alternators, fuel pumps, vacuum pumps, or air pumps are dually mounted on compact, remotely operable clutch members flanged to standard engine mounting pads for direct engine drive. The clutch member includes complementary mounting pads for such engine mount and has a throughbore for rotatably supporting a pair of journaled shafts respectively carrying, driving and drive clutch plates and power operating means for longitudinally shifting one of the plates to engage the other. One shaft includes a connection for a spool-type safety coupling to drive a spline shaft extending beyond the engine mounting pad to engage an engine driven gear. The other shaft includes complementary connection for a spool-type safety coupling for driving the engine accessory.

Abstract: A non-magnetic molded plastic bobbin has a bore by which the bobbin is slip-fitted upon the cylindrical outer surface of the inner body carried by the rotating shaft. An integrally molded radial thrust flange at one end of the bobbin slip-fits against a radial flange of the inner body and defines an annular recess for the winding of a coil on the bobbin. The molded plastic bobbin also has an annular recess which extends concentric with the bore to receive the magnet body therewithin. A ridge is molded integrally with the bobbin on the wall thereof defining the magnet body annular recess and engages against the magnet body to retain the magnet body within the recess. A plurality of snap fingers are molded integrally with the bobbin and project inwardly from the bore thereof into slip-fitting relationship within an annular groove in the inner body to enable rotation of the inner body relative the stationary bobbin while retaining the bobbin axially relative the inner body.

Abstract: A torsional oscillation damper having first and second damping members mounted for rotation about a common rotational axis and a coupling member arranged in torque transmitting engagement therebetween, the coupling member being in fixed rotative engagement with the first damper member and capable of being axially displaced relative to at least one of the damper members in the direction of the rotational axis. A spring device operates to apply a force to the coupling member against the axial direction of displacement thereof and the coupling member is movable over an axial slip surface between the coupling member and the second damper member acting during relative rotation between the coupling member and the second damper member.

Abstract: The invention relates to a clutch release bearing assembly having an operating element which is acted upon by a control member such as a disengaging fork, a tubular actuator forming an extension-piece, which, under the action of the operating element is adapted to act on the disengagement mechanism of the clutch and a bearing element located between the operating element and the actuator and which is movable transversely in every direction relative to the operating element. According to the invention, the assembly is designed such that the bearing element is also movable transversely in every direction relative to the actuator.

Abstract: A diaphragm spring whose outer marginal portion is a circumferentially complete annulus and whose inner marginal portion surrounds a centrally located opening and is formed with a set of radially extending prongs directly surrounding the opening and separated from each other by relatively short radially extending inner slots. The inner marginal portion is further formed with relatively long radially extending outer slots each of which is spaced apart from and registers with one of the inner slots and has an enlarged outer end portion inwardly adjacent to the outer marginal portion. Still further, the inner marginal portion has radially extending elongated closed slots which alternate with pairs of aligned inner and outer slots and each of which partially overlaps the adjacent inner and outer slots.

Abstract: The torsional damper comprises at least two coaxial parts mounted to rotate relative to one another. Circumferentially acting elastic means resist such relative angular movement and incorporate an elastically deformable arm. This arm extends between two support members with at least one of which it is integral via a respective root area. These support members are engaged with respective rotating parts so as to rotate therewith over at least part of a defined range of relative angular movement. The torsional damper is particularly suited to applications in friction clutches incorporating a damper hub, for use in particular in automotive vehicles.

Abstract: A power transmission system for vehicles comprising a driving member connected to a crankshaft of an engine and a driven member connected to a driving wheel, the driving and driven members being connected together via a one-way clutch, a friction clutch and a direct-coupling clutch, which are disposed parallel to one another. The one-way clutch is adapted to transmit power only from the driving member to the driven member. The friction clutch is adapted to frictionally connect the driving and driven members together when it receives a rotary torque at not more than a predetermined level whereas it is slipped when the rotary torque has exceeded a predetermined level. The direct-coupling clutch is normally maintained in a connected state but it is put in a disconnected state when the speed of revolution of the engine has exceeded a predetermined level.

Abstract: The present invention discloses a clutch disc comprising a splined hub, an inner flange projecting radially from the outer periphery of the hub, an outer flange arranged around and meshing with the inner flange with a circumferential space therebetween, a pair of sub-plates fixed to the outer flange, a weak torsion spring connecting the sub-plates and the inner flange, and a retaining plate and a clutch plate connected to the outer flange by strong torsion springs.

Abstract: A diaphragm spring which can be used in a friction clutch for automotive vehicles has a circumferentially complete annular section and elongated fingers extending radially inwardly from the annular section and having inner end portions of substantially uniform width, as considered in the circumferential direction of the annular section. The slots between neighboring fingers include alternating narrower and wider slots, and the slots have enlarged outermost portions in the region of the annular section. The width of the outermost portion of each wider slot equals twice the width of the outermost portion of a narrower slot plus the width of the outermost portion of a finger. The width of the innermost portions of the slots is uniform, and the spring is secured to the cover of a clutch by rivets whose shanks extend through the outermost portions of the narrower slots. The end faces of the inner end portions of the fingers bound a substantially circular opening.

Abstract: A hydroviscous torque transmitting apparatus of the disc type is disclosed wherein films of fluid are maintained between adjacent discs of a clutch for purposes of torque transmission. Fluid is drawn from a reservoir and supplied to the discs at a positive pressure by a plurality of passageways in a rotating body portion of the clutch. The passageways are constructed and arranged to effectively use the centrifugal pumping potential of the clutch and no separate pump is required for purposes of providing sufficient fluid to the discs to maintain oil shear of hydroviscous operation. Relief flow channels communicating with the passageways are arranged to cause the fluid to open the disc pack when the closing pressure is interrupted and to direct the fluid away from the disc pack. In addition, a fluid reservoir coupling is disclosed for delivery of fluid to the passageways at ambient pressure following the independent pumping of the fluid for some other purpose such as flow through a heat exchanger.