Abstract: There is disclosed an automotive clutch in which frictional engagement faces of a clutch are provided with an organic composite facing and a sintered metal facing. By this combination, the benefits of both types of facings are obtained without any of the disadvantages that formerly plagued the use of these facings. In the invention, the organic composite facing provides the low temperature service for the clutch with a suitably high coefficient of friction which is relatively constant from ambient to several hundred degrees F. The sintered metal facing provides high temperature service for the clutch. Thus, when the organic composite facings reach their maximum service temperature of around 500 degrees F., the sintered metal facings provide their optimum coefficient of friction, resulting in a subassembly in which the overall or average coefficient of friction remains substantially constant from ambient temperatures to the maximum service temperature of the sintered metal coatings, in excess of 900 degrees F.

Abstract: An automatic change speed transmission with a multi-mode friction device which is torque sensitive to operatively hold transmission gearing for reaction in a drive direction and automatically self releases in the manner of a one way or free-wheeler clutch on torque reversals to provide inherent smooth shifting between the ratios. This clutch can also be fully locked to provide engine braking in coast operation. In the released mode, the multi-mode clutch is fully released in both drive and coast direction. With this multi-mode clutch the transmission length can be foreshortened significantly and existing transmissions can be readily and economically converted from conventional friction element shifts to free-wheeler type shifts. This multi-mode clutch can also be used to selectively couple and release two rotatable members.

Abstract: A clutch brake is formed from a pair of identically shaped semi-annular halves. One end of each of the halves is formed with a first circumferentially extending protrusion located near the outer circumferential edge thereof. Each of the opposite ends of the halves is formed with a second circumferentially extending protrusion located near the inner circumferential edge thereof. The outer protrusions are disposed adjacent to the inner protrusions in circumferentially overlapping fashion. A pair of radially extending threaded fasteners are used to secure the two clutch brake halves together. The threaded fasteners extend radially through aligned apertures formed in the overlapping outer and inner protrusions. The radially innermost ends of the threaded fasteners extend a sufficient distance so as to engage splines formed on a transmission input shaft upon which the clutch brake is mounted.

Abstract: A pull-type clutch including a pressing force transmission lever, an inner peripheral end of which is in contact with a retainer connected to a release bearing, and an approximately annular adjusting ring for adjusting clearances produced by wear of the clutch facing and which is in contact with a radial outside end of the lever and screwed into an inner peripheral surface of the clutch cover. An adjuster is provided on an inner surface side of the adjusting ring and causes the adjusting ring to rotate by means of rotation of the adjuster so that the adjusting ring can move axially toward a pressure side. A rotation drive is provided which is driven by the retainer moved in the clutch axial direction by clutch engaging and releasing operations, when the clutch facings are worn, so as to adjust the adjuster.

Abstract: An automatic transmission shift control device which prevents shifting from the "Park" position to any other position unless the ignition key is at the "on" position and the brake pedal is fully depressed. A safety feature is incorporated so as to insure against accidental gear shifting. To shift the control from the "Park" position a control button located on the shift handle is manually pressed. The control button mechanically depresses a linkage rod which in turn moves the shift position pin out of its "Park" locking position. However, the linkage rod cannot move downward unless a bushing which has clearance slots for the position pin is rotated by a solenoid, which is acuated only when the ignition is "on" and the brake pedal is pressed. Also, the bushing surface in proximity to the bushing slots is shaped so as to prevent accidental engagement of the positioning pins.

Abstract: An automatic clutch control apparatus controls a clutch on a motor vehicle based on a learned position to fully engage the clutch and a learned position to start engaging the clutch. The automatic clutch control apparatus includes means for determining a basic amount of engagement of the clutch based on operating conditions of the motor vehicle, and means for determining an adjusting amount corresponding to the difference between the position to start engaging the clutch and the position to fully engage the clutch. The basic amount of engagement of the clutch is corrected by the adjusting amount to determine an amount of engagement of the clutch.

Abstract: A solenoid parking brake release assembly (10) for setting a parking brake (12) and automatically releasing the parking brake (12) includes a lever (26) connected to the foot pedal (28) for rotating a rack portion (30) upon depression thereof. The rack portion (30) coacts to rotate a gear (46) about which is a torsion spring (54) which frictionally grips the gear (46) to maintain same in a rotated position. The torsion spring (54) includes a first end connected to the core element (66) of a solenoid (64) such that upon energization of the solenoid (64), the core element (66) is drawn into the solenoid (64) which releases the frictionaly grip on the gear (46) allowing the parking brake (12) to be released. The solenoid (64) is energized by the gear voltage from the gear selector (14) of a vehicle transmission when the ignition is on, the parking brake (12) is depressed, and one of the forward or reverse gears are selected.

Abstract: This invention is concerned with a torsion damping device for an automotive vehicle, of the kind comprising two coaxial parts and an intervention member for modifying the operating characteristics of the damping device. One of the two coaxial parts includes a hub, and the intervention member comprises at least one plate, resiliently deformable in the radial direction and with the hub extending through it. The intervention plate has, at its inner periphery, an inner surface which is adapted to come into engagement on an abutment surface which is fixed with respect to the outer periphery of the hub. The plate is fixed axially in at least two points to one of the said coaxial parts of the torsion damper that is not rotatable with the hub. It is moveable radially between the said abutment surface of the hub and at least one end stop abutment forming part of one of the coaxial parts of the device.

Abstract: A clutch arrangement incorporates a rotating disk and a split ring adapted to be closed to establish peripheral contact with the rotating disk. A lever applies a closing force to the split ring as the split ring is rotated in a direction of rotation of the rotating disk, and an initiating member is provided in the form of an air cylinder, for making initial closure of the split ring and thereby starting rotation of the lever.

Abstract: A viscous clutch (10) is typically employed in a fan drive mechanism within a truck or automobile. A shaft (18), driven by the engine (12), rotates a clutch member (42) within the fan drive. The clutch member is arranged for fluid engagement with a body member (60) for the transmission of torque thereto when fluid is disposed in an operating chamber (100) defined by complimentary shear surfaces in the clutch and body members (48,98), respectively. An actuator assembly (30) operates to displace a valving element (196) within the clutch to control the torque transmission therethrough and thus the speed of the output shaft and fan (34) thereof. The actuator is electrically powered by a generator (222) made up of an armature (224) carried by the body member and a plurality of field generating magnets carried by clutch member (42) for rotational interaction therebetween.

Abstract: A rotational speed differential responsive type control coupling is provided with a device for manually or automatically preventing relative rotation of a drive housing and rotor in order to prevent working oil from being heated up to an excessively high temperature.

Abstract: In order to assure the safety of starting of an automatic transmission type motor vehicle, a safety device is equipped to a column shift. Due to locking function provided by the safety device, the shifting movement of a shift lever from Parking-position to the other positions is permitted only when the foot brake is kept depressed.

Abstract: A torque limiter has an input flange connected to an output hub through a force generating subassembly which includes a pressure plate and a cover plate having a plurality of springs interposed therebetween. The cover plate is fixedly secured to the input hub in fixed spaced apart relationship. A friction material is secured to opposite faces of a circumferential flange which is integral with the output hub. The friction surfaces engage the pressure plate and input hub, establishing the force transmitting interface. The force generating subassembly has a characteristic spring force associated therewith which is slightly increased when the assembly is completed. The total degradation of characteristic torque diminishes by only ten percent over the useful life of the clutch. The springs are color coded and visually verifiable.

Abstract: A dual clutch for an inching arrangement in a load sharing drive which has two or more driving motors connected to a load through a dual clutch. The clutch has two (or more) clutch units mounted side by side on a driving shaft with an inflatable, flexible tube in each unit for pressing respective friction shoes outwardly, when inflated, against a surrounding cylindrical drum. The drum is mounted to a driven shaft. The driving shaft has a central bore connected through a solenoid operated valve to a supply of pressurized air when the valve is in an operating position and to an exhaust when the valve is in a dump position. Each of the tubes is connected to the central bore through a respective air line. A needle valve in one of the air lines provides a restriction to the flow of air into and out of the respective tube.

Abstract: A lock-up damper device for a torque converter comprising a piston clutch plate slidable in axial direction and equipped with a friction facing pressed on a front cover and a driven plate interconnected to a turbine in between the front cover and the turbine. The piston clutch plate and the driven plate are coupled to each other, for relative rotation by torsion springs arranged longitudinal in circumferential direction of such plates. The torsion springs are installed at outer and inner peripheral parts of the plates. The torsion springs installed on the inner peripheral part of said plates is in contact at at least their radial outer peripheral, radial inner peripheral and side portions between said radial outer and inner peripheries with a wall of a concave portion formed on the piston clutch plate, and the torsion springs installed on the outer and inner peripheral parts are held by the drive plate secured to the piston clutch plate.

Abstract: An improved twist lock installed roller clutch cage uses axially central ribs on the bottom of the journal blocks that move into matching grooves in the bearing surfaces of the cam race when the cage is twisted into place. This retains the cage axially to the cam race, but leaves the end faces of the cam race totally unobstructed.

Abstract: A device for locking an actuating lever of a shifting device of a gear-change mechanism of a motor vehicle, in a lever position associated with a particular shift state utilizes a swivellable locking element connected to a brake pedal via an adjusting linkage to be moved into a locking position by a restoring spring holding the brake pedal in the unactuated rest position. Depression of the brake pedal releases the actuating lever. The adjusting linkage contains a resiliently-acting intermediate member acting on the locking element control to position a counter-control cam into engagement with an actuator control cam to lock the actuator. When the actuating lever is actuated into a nonlockable lever position, the locking element is moved into a floating position against the spring force of the intermediate member, while the brake pedal remains essentially in a rest position by virtue of an enlargement of the effective length of the adjusting linkage.

Abstract: A friction clutch for use in a gear changing transmission for facilitating a power transmission from a rotating shaft of a working exhaust-gas turbine onto a crankshaft of an internal combustion engine, which friction clutch, depending on the engine and/or turbine speed, automatically closes in the direction of engagement and opens in the direction of disengagement, with the friction members of the clutch being able to be compressed in the direction of engagement against a spring force (cup springs) by a piston of a rotating cylinder-piston-unit provided on the drive side of the clutch, such that a fluid conveyed from an external pump into the cylinder applies a fluid pressure onto the piston in response to rotation (centrifugal force). The engine lubricant is preferably used as the fluid.

Abstract: A vehicle change-speed control construction for selectively engaging and disengaging a hydraulic clutch of a propelling transmission system according to a change-speed operation. Through maximum simplification and rationalization, the construction has a hydraulic control system comprised of minimized number of components consisting essentially of one pilot pressure controlled selector valve and a plurality of check valves operable in response to a change-speed operation. The improved construction is extremely simple and economical, yet achieves higher operational efficiency without transmission delay.

Abstract: A transmission comprises transmission shafts connected to right and left wheels, respectively. Each transmission shaft has a side clutch and a side brake. The side clutch includes clutch balls movable radially of the transmission shaft between a clutching position engaged with a first engagement portion of the transmission shaft and a declutching position radially retracted from the transmission shaft. The side brake includes brake balls movable radially of the transmission shaft between a braking position engaged with a second engagement portion of the transmission shaft and a releasing position radially retracted from the transmission shaft. A shifter sleeve is axially movably mounted on each transmission shafts. The shifter sleeve includes a first space for accommodating the clutch balls, a second space for accommodating the brake balls, and a projection for pressing the clutch balls and brake balls.