Abstract: A control apparatus for an automatic transmission of a vehicle having a forward friction element for engaging or disengaging a turbine shaft with the automatic transmission in a forward running direction and a lock-up clutch for directly transmitting a rotation of an engine to the turbine shaft, comprises an abrupt deceleration control means for disengaging the forward engagement element and the lock-up clutch when an abrupt deceleration of the vehicle is detected, and a restoring means for canceling the abrupt deceleration control means and for restoring the forward friction element to an engagement state when an accelerator pedal is depressed for acceleration.

Abstract: In a damper device in a lock-up clutch for a torque converter device, a projection is integrally formed at either the driving or driven plates and an arc-shaped expanded part is integrally formed at the other of the driving and driven plates. The arc-shaped expanded part is provided with a concave portion which has a circumferential end. The integral projection is fitted in the concave portion in such a manner that the maximum relative rotation between the driving and driven plates is attained when the integral projection is engaged with the circumferential end of the concave portion.

Abstract: A reduction in the weight and size of a speed-change mechanism is obtained by shortening a high-torque transmission system. The speed-change shock is attenuated by reducing an inertia torque in a muilti-stage vehicular automatic transmission. The vehicular automatic transmission is equipped with a planetary gear set that receives a decelerated rotation and a non-decelerated rotation as inputs and outputs a plurality of speed-change rotations, a reduction planetary gear, an input shaft that passes through an inner side of the planetary gear set, first and third clutches that couple the input shaft to two different speed-change elements of the planetary gear set respectively through the reduction planetary gear in an engageable and disengageable manner, and a second clutch that couples the input shaft to the other speed-change element of the planetary gear set in an engageable and disengageable manner.

Abstract: A drive for a door bolt of a motor-vehicle door latch has a pivot shaft fixed on the bolt offset from the bolt, a motor having a rotary output, a transmission having an input connected to the motor output and an output shaft, and a coupling directly joining the output shaft of the transmission to the pivot shaft for rotation of the bolt by the motor. The transmission output shaft and the pivot shaft are coaxial. The shafts have confronting ends formed with respective sets of axially projecting teeth that axially overlap, engage in each other, and form the coupling. These teeth are of generally triangular cross section and the teeth of the bolt shaft are angularly interleaved with the teeth of the transmission shaft. In addition a star-section element centered on the axes is formed with a plurality of radially open pockets each receiving a respective one of the teeth. This star element is elastomeric.

Abstract: The meshing of the rigid internal gear and the cup-shaped flexible external gear of a flexible meshing type gear device is simulated with racks, similarity transformation is effected on the composite curve consisting of the envelope obtained by axially projecting the movement loci of the rack teeth relative to each other from the tooth trace opening portion to the tooth trace inner extremity in sections perpendicular to the axis and the movement locus in the vicinity of the tooth trace inner extremity, and the resulting curve is adopted as the basic addendum profile of the external teeth and the internal teeth.

Abstract: A shifting device for a synchromesh-type transmission is designed to detect an accurate change of the input rotation of each area of the shifting operation, and to set the applying load to the shifting fork based on the change of input rotation. The shifting device for a synchromesh-type transmission includes a detecting device for detecting a rotation change rate of an input shaft, a judging device for judging a balk point based on the rotation change rate of the input shaft detected by said detecting device, and a transmission controlling mechanism including an electric-controlled driving device for driving a shift actuator to shift the shift fork. The driving device controls a drive current to the shift actuator when the balk point is detected by the judging device.

Abstract: A two speed transmission formed as a pre-transmission for an auxiliary aggregate in motor vehicles having a drive shaft which forms an input shaft, a driven shaft which forms an output shaft, and a planetary transmission which couples the drive shaft with the driven shaft, the planetary transmission having a planetary carrier which is non rotatably arranged on the drive shaft and carries at least one inner planetary gear which rolls on a sun gear, the inner planetary gear being coupled with an outer planetary gear turnably supported around a rotary axis of the inner planetary gear, the outer planetary gear rolling on a hollow gear which is non rotatably arranged on the driven shaft, the hollow gear having an inner toothed rim and an outer toothed rim, the outer planetary gear rolling on the inner toothed rim or on the outer toothed rim of the hollow gear, depending on an input rotary speed of the drive shaft.

Abstract: An electromagnetic clutch has an armature, a rotor housing accommodating a stator housing and an exciting coil having negative and positive terminals. A passage is formed to extend from an outer peripheral surface of the stator housing to the negative terminal and the positive terminal. The passage is filled with a conductive metal member having a melting point lower than that of the stator housing between the outer surface of the stator housing and the negative terminal. When frictional heat generated between the armature and the rotor housing exceeds a preset value, the metal member melts and flows to the positive terminal, thereby short-circuiting the coil. As a result, a fuse between a power source and the clutch is fused, thereby turning off the clutch. Therefore, the clutch does not need to have a thermal fuse therein and is reduced in size without increasing power consumption.

Abstract: On a frictional engage surface of one of inner and outer clutch plates constructing a wet-type multi-disk clutch, a plurality of convex ridges are formed at an infinitesimal predetermined interval distance. Lubricating oil is kept between the convex ridges, so that the wedge operation in oil can be reduced, whereby the torque transfer characteristic can be improved. Further, a height of the convex ridge is set equal to or more than 1 .mu.m and the interval distance of the convex ridge is set equal to or less than 600 .mu.m, preferably.In the configuration of the clutch plate, it is made of steel as a substrate. Further, a nitrogen diffusion layer, a nitrided layer and an oxidation tunic is formed on said nitrided layer are formed on the substrate in its order therefrom.

Abstract: A vehicle equipped with a system (30) for automatically disengaging and engaging a friction clutch (13) coupling between an engine (11) and a transmission (16). The vehicle is also equipped with an automatic brake system (34) for automatically applying and releasing a brake to and from wheels (43). The automatic clutch disengagement/engagement system (30) performs high speed clutch engagement at the time of restarting the vehicle. The automatic brake system (34) releases the brake upon completion of the quick clutch engagement. The quick clutch engagement occurs in a clutch play range. The amount of quick clutch engagement is determined by depression of an accelerator pedal (10). Since the accelerator depression varies from when the vehicle is started on a flat road to when on an inclination, an optimum brake releasing is effected regardless of the road inclination if the timing of brake release is determined in this manner.

Abstract: A transfer case includes a double overrunning or two-way clutch and torque limited centrifugal cone clutch disposed in mechanical parallel between a primary and secondary output of the transfer case. The double overrunning clutch includes a plurality of rollers disposed between concentrically arranged drive and driven members. The centrifugal cone clutch includes a preload or preset biasing spring which sets a minimal torque throughput, a plurality of weights which adjust the clutch force and thus torque throughput dependent upon the speed and stops which limit motion of the weights and thus determine the maximum clutch compressive force and torque throughput.

Abstract: In an automotive pedal support member structure, in which a clutch pedal 1 and a brake pedal 2 are provided in parallel on a support member 4, and a turn-over mechanism for the clutch pedal 1 is disposed at a position closer to the vehicle center from the brake pedal 2, a protective member 33 is provided on the support member 4 to prevent the interference of a wiring harness 34 laid in the vehicle width direction above the support member 4 with the turn-over mechanism. Thereby, there is provided an automotive pedal support member structure capable of preventing any possibility of interference of a wiring harness with a clutch pedal lever.

Abstract: A guide apparatus for biaxial shifting motion and uniaxial turning motion comprises a biaxial shifting guide mechanism and a pivot supporting mechanism. The biaxial shifting motion guide mechanism supports a second member so as to be movable relative to a first member in a constant posture state along biaxial lines intersecting at right angles with each other. The pivot supporting mechanism is disposed on the biaxial shifting motion guide mechanism at an opposite side of the first member and pivotably supports the second member.

Abstract: A clutch mechanism, in particular for motor vehicles, comprising a cover (8) with a base (80), a clutch thrust plate (3) with front friction surface (30) co-operating with a clutch friction (2), and, set between the clutch thrust plate (3) and the cover (8) base (80), resilient clutch means with axial action (4, 6) axially stressing the clutch thrust plate in a direction opposite to the cover (8) base (80) and a declutching device (7) to counter at will the action of the resilient clutch means (4, 6): the resilient clutch means (4, 6) comprise two Belleville washers (4, 6) series-mounted between the clutch thrust plate (3) and the cover (8), the mechanism being equipped with a wear take-up device (90) for at least the clutch friction linings (2) actuated by the resilient clutch means (4, 6); the wear take-up device (90) comprises ramp means (111) arranged at its circumference and support zones (114), one (4) of the Belleville washers (4, 6) being in contact with the support zones (114), while the other (6) re

Abstract: A load limiting device to transmit an axial motion to operating mechanisms, comprising: an engaging element (6, 68) which can be connected to a mechanism (4); self-bearing means (2,5) transmitting in axial direction the motion of a driving group (1); a disengagement group (7) which is integral with the element transmitting the axial motion and comprises one or more elastic disengagement means (72) which are connected with the engaging element (68); means (73,74) to adjust the threshold value of the axial load causing said elastic disengagement.

Abstract: A fully integrated hydrostatic transaxle formed of three housing members, a hydrostatic transmission and axle housing member joined to a differential housing member along a vertical plane and joined to a hydrostatic transmission mounting plate and cover member along a horizontal plane. A hydrostatic transmission is connected to and suspended from the mounting plate and cover member. In a second embodiment, a hydrostatic transmission is mounted to a hydrostatic transmission and axle housing member, which in turn is fastened to a center housing member. The center housing member is in turn connected to an axle and differential housing member. The interfaces defined by where the housing members are joined together define substantially parallel vertical planes. Means for effectively unlocking the transmission and the differential is provided so that the operator can push the vehicle without encountering the resistance of back driving the hydrostatic transmission.

Abstract: An anti-backlash gear assembly includes a drive gear that is fixably mountable on a drive shaft that drives the drive gear and has a plurality of drive gear clearance holes. A rod ring is fixed to one side of the drive gear. A flank gear having a plurality of flank gear clearance holes corresponding to the drive gear clearance holes is also mounted on the drive shaft adjacent to the drive gear. A force ring having a plurality of receiving holes is mounted to the flank gear. Springs having a first end fixed to the rod ring and extend through the drive gear clearance holes, the flank gear clearance holes, and into the receiving holes. The springs exert a force biasing the flank gear and the drive gear to rotate in opposite directions.

Abstract: A transmission compounder assembly having a one-way clutch between an input shaft and an output shaft to establish a direct-ratio drive path therebetween. A planetary gearset can be selectively engaged to establish a compound-ratio drive path between the shafts. The planetary gearset includes a sun gear, a ring gear fixed to the output shaft, a carrier fixed to the input shaft, and a plurality of planet gears rotatably supported from the carrier and meshed with both the ring gear and the sun gear. A band brake is provided for selectively braking the sun gear. A controllable overrunning clutch is mounted between the carrier and the sun gear and can be selectively shifted between a locked mode and a released mode. The compounder assembly further includes an actuator for controlling actuation of the band brake and the overrunning clutch.

Abstract: A force transmitting assembly is operable between a plurality of engaged conditions and a disengaged condition in which the force transmitting assembly is ineffective to transmit force. The force transmitting assembly includes a primary piston assembly having annular radially inner and outer piston areas against which fluid pressure is applied to vary the magnitude of the force which can be transmitted by the force transmitting assembly. The force transmitting assembly also includes a secondary piston assembly having radially inner and outer piston areas against which fluid pressure is applied to vary the magnitude of the force which can be transmitted by the force transmitting assembly. In one embodiment of the invention, the secondary piston assembly includes two separate pistons. In another embodiment of the embodiment of the invention, the secondary piston assembly includes a single piston having annular radially inner, radially outer, and intermediate piston areas against which fluid pressure is applied.

Abstract: A compliant overrunning ratchet and pawl clutch mechanism with centrifugal throwout comprising a ratchet wheel and a one-piece pawl wheel. The ratchet wheel has plurality of angled teeth disposed about its perimeter. The pawl wheel comprises a one-piece circular hub concentrically surrounding the ratchet wheel, and has a plurality of elongate compliant biasing members extending from its inside surface toward the ratchet wheel. The biasing members each terminate in a pawl configured for engaging the teeth of the ratchet wheel when the pawl wheel rotates in a first engaging direction, and for sliding over the teeth of the ratchet wheel when the pawl wheel rotates in a second overrun direction. The biasing members and clutch pawls are integrally formed as a single piece from the material of the pawl hub, and the pawls may comprise either compression or tension members.