Abstract: A clutch release bearing having a fixed portion (5,6) including an inner support tube (6) and an outer body (5) concentric therewith which defines a control chamber (50) capable of being supplied with a fluid and housing an axially movable tubular piston (4) supporting a drive member (3) engageable with the diaphragm (13) of the clutch (1), wherein the support tube (6) axially projects beyond the outer body (5). The front end of the support tube (6) is surrounded by a guide sleeve (9) for the piston (4).

Abstract: A rotary vibration damping device for damping rotary vibrations in a drive train through which the output torque of an internal combustion engine is transmitted in a drive power flow direction to driving wheels ot a motor vehicle. The damping device includes a first inertial mass arrangement that is connected to a crank shaft of the internal combustion engine for the purpose of rotation around a rotational axis, a second inertial mass arrangement that is connected via a spring device to the first inertial mass arrangement for common rotation around the rotational axis and for relative rotation with respect to the first inertial mass arrangement, and at least a third inertial mass arrangement that is connected to the drive train before the spring device in the drive power flow direction for rotation around the rotational axis. The third inertial mass arrangement can be disconnected from the drive train, with respect to rotary drive, when a predetermined operating state is attained.

Abstract: A driving unit (1), comprising: a motor (10), a driven shaft (2) driven by the motor, and a transmission device (20) coupled between the motor and the output shaft and having one input shaft (21) and two rotational output members (22) and (23), wherein the ratio of transmission from the input shaft (21) to the first rotational output member (22) differs from the ratio of transmission from the input shaft (21) to the second rotational output member (23). The first rotational output member (22) is coupled to the motor housing (11) via a slip coupling (30). A helical spring (60) arranged so as to be coaxial to the motor presses the first rotational output member (23) against the motor housing (11), wherein that helical spring (60) engages the motor housing (11) via a pressure ring (50). This pressure ring (50) has a helical channel (52) for receiving the helical spring (60). The pressure ring (50) is rotatable to enable setting the maximum value of the moment that can be supplied to the output shaft (2).

Abstract: In a fluid pressure control system for a continuously variable transmission, a valve for regulating a torque converter pressure is a pilot actuated valve having a pressure increasing side pilot port for receiving a control pilot pressure for controlling a line pressure and a pressure decreasing side pilot port for receiving a second pilot pressure. A selector valve is switched between a first state for allowing the supply of the second pilot pressure to decrease the torque converter pressure supplied to the torque converter and a second state for draining the second pilot pressure to increase the torque converter pressure. By controlling the selector valve, a control unit increases the torque converter pressure in a wide throttle high speed vehicle operation with the torque converter in a lockup state to ensure the lockup engagement and in a wide throttle starting operation with the torque converter in a non-lockup state to prevent an engine stall.

Abstract: A punch assembly having infinite adjustment of the punch tool and quick release of the stripper plate. A punch assembly has a clutch mechanism that secures the central punch body after a depth adjustment has been made. The clutch includes two ball bearings with an expansion spring separating the two ball bearings. The spring forces the ball bearings outwardly thus engaging the central body of the punch and the inside wall of the outer casing. This arrangement effectively locks the punch from rotation in either direction. A set of locking cams, disposed directly opposite each other and including a surface with which one may apply an inward force and a set of fingers that have a sloped face that forces the ball bearings toward each other are operated to release the central body from its locked position. This results in infinite, rather than incremental, adjustment of the depth of the punch.

Abstract: In a twin-clutch, an intermediate plate is configured to be located reliably at a position intermediate a pressure plate and a flywheel. The annular intermediate plate 31 is disposed between first and second frictional coupling portions. A clutch cover assembly includes a clutch cover 4 fixed to the flywheel 1, a pressure plate 30 disposed near the second frictional coupling portion, and a diaphragm spring carried by the clutch cover 4 for biasing the pressure plate 30 toward the flywheel 1. Strap plates 35 couple the flywheel 1 to the intermediate plate 31, and bias the intermediate plate 31 away from the flywheel 1 when the clutch is engaged. Coil spring 42 is arranged in a compressed state between the pressure plate 30 and the intermediate plate 31, and has the substantially same spring constant as the strap plates 35.

Abstract: At downshifting, hydraulic pressure of hydraulic clutch on engaging side (ON clutch pressure) is increased when an input and output speed ratio ("Gratio") has fallen below a predetermined value YGDNS. YGDNS is variably set depending on the vehicle speed and the engine temperature so that it becomes a lower value at a high vehicle speed than at a low vehicle speed, and a higher value at a low engine temperature than at a high temperature. When a downshifting command to a still lower speed stage is issued during downshifting control (when FTBD=1), a downshifting completion processing is performed in the course of the downshifting control (step in S111). Oil pressure in a hydraulic engaging element on the disengaging side QDNOFF and oil pressure in a hydraulic engaging element on the engaging side QDNON are switched to the oil pressures at the time of completion of downshifting, to thereby complete the first step downshifting control at an early time.

Abstract: A drive engagement mechanism for providing selective engagement with a drive shaft where the drive shaft includes a surface having a discontinuity. The engagement mechanism includes a cylindrical hub with an external surface and an aperture extending along the longitudinal axis of the cylindrical hub. The hub includes a protrusion for engaging the discontinuity on the shaft and a surface for allowing rotational and sliding support of the hub against the shaft. The hub is mounted within a support frame that provides sliding and rotational support to the hub from the external surface of the hub, so that the hub may slide along the axis from a first position where the protrusion engages the discontinuity on the shaft, to a second position where the protrusion does not contact the discontinuity and thus disengages the shaft.

Abstract: An automatic clutch between a motor vehicle engine and drive train with a manually shifted gearbox disposed on the clutch output side. Rotational speed differences between the clutch input and output detected by sensor technology are taken into consideration when the clutch is engaged. If the signals from the sensing elements for the rotational speed on the output side fail, replacement signals are calculated from other parameters.

Abstract: The present invention aims at realizing with a simple structure a differential gear capable of arbitrarily producing a difference in speed of rotation between output side rotary members. When a difference in speed of rotation occurs between drive shafts 3 and 4, if clutches 12 and 17 are disconnected, a first input side sun gear 8 and a first output side sun gear 9 are allowed to rotate at arbitrary speed ratios independently of each other due to the rotation and the revolution of first planetary gears 10, besides a second input side sun gear 13 and a second output side sun gear 14 are allowed to rotate at arbitrary speed ratios independently of each other due to the rotation and the revolution of second planetary gears 15. When the first clutch 12 for example is brought into connection, the revolution of the first planetary gears 10 is controlled.

Abstract: An automated shifting system for a manual transmission having a neutral clutch connecting an engine to a multiple ratio transmission, the transmission having servo operated gear shift mechanism. A driver-controlled gear shift switching mechanism is used to activate the servos that effect ratio range changes. A gear shift switching mechanism includes multiple switches for triggering operation of the servos that control the ratio range changes. A range sensing redundancy strategy for the ratio range switches provide improved protection against an unintended change in direction due to three-bit separation between bits of the valid codes and to a range sensing switch failure strategy by identifying when a range change commanded by the driver exhibits a single-point fault condition.

Abstract: A drive unit for tandem axles with two planetary transmissions is proposed, wherein a second planetary transmission is a "measuring" transmission interposed in such a manner between a chassis and a rocker of the tandem axle that the difference required for lifting the axle is determined and balanced.

Abstract: A clutch disk assembly 1 includes a second plate 13, an output rotary member 4, an intermediate body 3, an intermediate member 9b, second springs 10, third springs 5 and a damper 8. The intermediate body 3 is disposed radially outside the output rotary member 4. The intermediate member 9b is disposed near the output rotary member 4 and the intermediate body 3. The second plate 13 is located on a second axial side of the intermediate body 3. The second springs 10 circumferentially and elastically couple the plate 9b and the intermediate body 3 together. The third springs 5 circumferentially and elastically couple the intermediate body 3 and the second plate 13 together. The damper 8 is axially shifted from the intermediate body 3. The damper 8 has first springs 7 circumferentially and elastically coupling the output rotary member 4 and the plate 9b together.

Abstract: A combination clutch and brake uses a helically wound spring attached to a pulley at one edge and magnetically drawn to a rotor at a second edge. In a relaxed state, the spring presses against an outer field cup locking the pulley against that cup. In a torsion state caused by the magnetic attraction between the rotor and the spring, the spring decreases in diameter to compress a frictional wedge inward against the pulley and rotor causing them to turn as one.

Abstract: In a structure of spline-connection for a power-transmission device having a clutch drum integrally formed on its inner periphery with longitudinal internal splines, a clutch pack employing an alternating series of driven plates and driving discs, each of the driven plate being keyed on its outer edge so that the keyed section (the external splines) is fitted to the central spline-key section of said internal splines of the drum, and the other power-transmission member formed on its outer periphery with external teeth splined to the end spline-key section of said internal splines of the drum, a spline height of the end spline-key section is dimensioned to be greater than that of the central spline-key section.

Abstract: A variable torque transmission includes at least one disc-shaped gear 30 having a circular toothed surface 36 with flat beveled teeth 32 that mate along radius 38 with the cone-shaped teeth of pinion gear 10 to produce an infinitely variable lever arm and thus infinitely variable torque while allowing a constant rotation ratio between the drive shafts of the flat beveled gear 30 and pinion gear 10. The result is that the drive shaft energy input may be constant and thus energy efficiency may be maximized while torque may be selectively varied.

Abstract: A mechanical assembly is operable as a variable speed transmission. The output shaft has a rotational force at speeds variable from an input applied to an input shaft. The mechanical assembly is a transmission device using a "positive traction" effect with a differential using a speed control (control shaft or hydraulic device) of relatively small controlling power to control transmission of power from the input shaft to the output shaft. Planetary gearing at a two-to-one ratio is used to convert the speed and direction supplied by the speed control to the output axle. The power input is applied to a differential carrier by a shaft mounted opposite of and collinear to the output axle. This eliminates the ring gear and pinion normally required. The carrier of a planetary gearing is used for speed control and is connected to the control shaft by a one-to-one ratio.

Abstract: A power of an input shaft driven by an engine is divided by a power dividing device and transmitted to first and second output shafts and a hydraulic pump of a hydrostatic continuously variable transmission is driven by the first output shaft, whereas a hydraulic motor is driven by the second output shaft through a mechanical transmission device and also by the hydraulic pump. A main oil pump is provided at the input shaft which rotates at the same speed as an engine speed, and a subsidiary oil pump is provided at the first output shaft which decreases rotational speed thereof to zero with an increase in the engine rotational speed. In a low rotational speed region of the engine, oil is supplied by both the main oil pump and the subsidiary oil pump, whereas in a high rotational speed region of the engine, oil is supplied by only the main oil pump.

Abstract: A planet gear has an input axle (1a), an outer ring (4) which presses planet wheels (6) radially against a central sun axle (2), the planet wheels (6) being rotatably mounted on stays (7), the diameters of which are smaller than the holes in the planet wheels (6). The input axle (1a) has a driver (1) with holes (3) for studs (5) on the outer ring (4), so that the rotation of the input axle (1a) is transferred via the driver (1) and the outer ring (4) to the planet wheels (6) and to the sun axle (2), whereby the stays (7) for the planet wheels (6) are disposed in such a manner that when the applied moment increases, the planet wheels (6) are pressed harder against the sun axle (2) and the outer ring (4) is similarly pressed harder against the planet wheels (6).

Abstract: A multi-speed drive hub for bicycles includes a hub axle, an epicyclical gear unit, a drive-side coupling gear, an output-side coupling gear, first and second tooth systems, and a spring-loaded shift link. The epicyclical gear unit is mounted concentrically on the hub axle and has a ring gear, a planet-gear carrier, a plurality of double planet gears mounted rotatably on the planet-gear carrier, and two sun gears meshing with the double planet gears. The ring gear meshes with the double planet gears. The first tooth system connects the drive-side coupling gear to one of the ring gear and the planet-gear carrier. The second tooth system connects the output-side coupling gear to one of the planet-gear carrier and the ring gear. The shift link is mounted coaxially on and slidable axially of the hub axle, and has a plurality of axially spaced radial lugs provided thereon. The drive-side and output-side coupling gears are connected to the shift link to be displaced therewith along the hub axle.