Abstract: An apparatus for draining oil from a side-draining crankcase, the crankcase having an oil outlet, the crankcase being supported on a chassis defining edge portions distal from the oil outlet. The apparatus includes a flexible fluid conduit having a first end and a second end and forming a fluid passageway there between, the apparatus being defined by a length along an axis of fluid flow, which length is greater than a shortest distance from the oil outlet to an edge portion of the chassis nearest the oil outlet. The apparatus further includes a first coupling secured to the first end of the flexible fluid conduit and configured to be threadably and removably connectable to the oil outlet, a sealing element removably connectable to the second end of the flexible fluid conduit, and a securing mechanism configured to removably secure the second end of the apparatus proximate the first end of the apparatus.

Abstract: A disk assembly having a circular friction lining mounted on one or both sides of a support member. An oil channel extends from the outer edge of the friction lining to the inner edge. The oil channel includes an enlarged middle oil reservoir section extending completely through the friction lining. An inlet section and an outlet section of the oil channel are in communication with the reservoir section and are narrow grooves which are embossed in the friction lining during bonding of the friction lining.

Abstract: A housing for a multiple-disc clutch includes a toothed ring having a plurality of disc-driving teeth arranged on an inner circumferential surface of the same so as to be distributed in the circumferential direction and extending in a ring longitudinal direction. A flywheel is connected to a first end of the toothed ring for common rotation and a cover is connected to a second end the toothed ring for common rotation. At least one component of the cover and flywheel is connected to the toothed ring by a fastening arrangement that does not include fastening bolts.

Abstract: A housing for a multiplate clutch includes a toothed ring having a plurality of multiplate driver teeth arranged on an inner peripheral surface thereof distributed in the peripheral direction, and extending in a ring longitudinal direction. A flywheel disk is connected to the toothed ring at a first end of the same for common rotation. A cover is connected to the toothed ring at a second end of the same for common rotation. In this case, the toothed ring is connected to the flywheel disk by welding.

Abstract: In a one-way clutch comprising an outer race having an inner peripheral raceway surface and an inner race disposed in the outer race and having an annular outer peripheral raceway surface, the outer race and the inner race being radially spaced apart from each other and disposed concentrically with each other for rotation relative to each other, a plurality of sprags disposed between the outer race and the inner race for transmitting torque between the outer peripheral raceway surface and the inner peripheral raceway surface, an annular holder for holding the sprags, a spring member for holding the sprags with the holder and biasing the sprags in a meshing direction, and an annular retainer fixed to one of the inner race and the outer race to axially hold the holder, the retainer has a protruding portion protruding axially inwardly, and the protruding portion bears against the axial end portion of the holder.

Abstract: A spline hub 6 is formed with a cylindrical boss (11) configured for engagement with a shaft extending from, for instance, a transmission. Axial spline grooves and circumferential grease grooves (14) are formed on the inner peripheral surface of the boss (11). A first axial end surface (14) of the grease groove (14) is tapered.

Abstract: A one-way clutch for switching between a locking state in which an inner wheel and an outer wheel rotate synchronously, and a free state in which they rotate relative to each other. The one-way clutch includes a holding device having pockets for accommodating rollers provided at several positions on its circumference, and coil springs which are accommodated in each of the pockets in a compressed state for urging the rollers to a locking side of a pocket. The coil springs are in contact at points which span over 1/2 the width of the roller in the axial direction of the roller. As a result, a balanced urging force of the coil spring can be supplied to the roller, so that the rollers rotate smoothly and with a proper posture. Deflection of the coil springs is inhibited by alignment portions included at a surface of each pocket.

Abstract: A high-efficiency, electromagnetically actuated wrap spring clutch that is capable of generating a high torque output using a low power input is provided. The clutch includes a shaft extending along a longitudinal axis and a shaft hub disposed radially outwardly of the shaft and mounted to the shaft for rotation therewith. The clutch also includes an input hub that is disposed radially outwardly of the shaft and is rotatable relative to the shaft. The clutch further includes an annular control collar and a spring connected between the input hub and the control collar. The input hub, control collar, and spring rotate as a unit. Finally, the clutch includes an annular housing disposed radially outwardly of the shaft hub and a coil disposed with the housing. Both the control collar and the coil housing have annular flanges portions that are axially adjacent and extend in directions perpendicular to the longitudinal axis of the shaft.

Abstract: Drive and driven pulley necessary axial thrusts (Qdrnec, Qdnnec) necessary for power transmission without belt slippage are found in accordance with the input torque and transmission ratio; the vehicle speed and degree of accelerator opening target transmission ratio (itgt) and target rate of change of transmission ratio (ditgt) are found; this axial thrust (Qdnnec) is set as the driven pulley target axial thrust (Qdncmd); and the drive pulley axial thrust necessary to obtain the target values (itgt) and (ditgt) is set as the drive pulley target axial thrust (Qdrcmd). Then, if (Qdrcmd)<(Qdrnec), this axial thrust (Qdrnec) is altered and set as the drive pulley target axial thrust (Qdrcmd) and the driven axial thrust necessary for obtaining the target values (itgt), (ditgt) is altered and set as the driven pulley target axial thrust (Qdncmd). Drive and driven pulley axial thrust control is performed such that these target axial thrusts (Qdrcmd, Qdncmd) are obtained.

Abstract: A clutch that connects a first rotating member to a second rotating member in a manner that allows directional rotation between the two members in an engaged mode and free rotation between the members in a disengaged mode. The novelty of this invention lies in the combination of directional rotation (i.e., rotation in one direction) capability with free rotation (i.e., rotation in both directions) capability in a single device.

Abstract: The centering unit for the primary and secondary flywheels of a torsional vibration damping apparatus for use in the power train of a motor vehicle employs a radial bearing with a sleeve which is or can be a press fit on or in one of the flywheels, and the still accessible internal or external surface of the sleeve is calibrated simultaneously with or following the press fit. The calibrated surface of the sleeve is thereupon inserted into a socket or receives an extension of the other flywheel. The centering unit further utilizes an axial bearing wherein the function of the sleeve in the radial bearing is performed by an annular collar which can extend radially inwardly or radially outwardly of the sleeve. One of the bearings can be installed radially inwardly of the fasteners which secure the primary flywheel to the output shaft of the engine, and the other bearing can be installed radially outwardly of such fasteners.

Abstract: A parking sprag is provided for engaging a parking gear of an automotive transmission. The parking sprag includes a sprag mechanism pivotally mounted to a support structure. A linkage assembly operatively engages the sprag mechanism for pivoting the sprag mechanism into engagement with the parking gear. A linkage cam engaged with the linkage assembly and is driven by an electric motor. The electric motor drives the linkage cam which drives the linkage assembly in order to engage the sprag mechanism with the parking gear.

Abstract: An articulation head for a clutch-release rocker arm of a friction clutch of a motor vehicle is sealed with respect to dust and abraded material by means of an elastic sleeve. The sleeve is clamped between flanges of a ball shaft and a bearing shell. Consequently, the articulation head is particularly unsusceptible to wear and can be moved virtually without noise.

Abstract: A wrap spring clutch having a first component rotatable around a rotary axis, a second component rotatable around the rotary axis, and a wrap spring arrangement, which is held in a substantially rotation-proof manner on one of the two components relative thereto and is at connective rest or can be brought into connective rest on a circumferential surface of the other of the two components to establish a rotary connection between the first and second components. The wrap spring arrangement is at connective rest with a first spring section on a circumferential surface of the first component for torque transmission and is at connective rest with a second spring section on the circumferential surface of the other component.

Abstract: A split planetary gear assembly having a pair of helical gearsets. The first helical gearset includes a first sun gear, a first ring gear, and a set of first planet gears meshed with the first sun gear and the first ring gear. The second helical gearset includes a second sun gear, a second ring gear, and a set of second planet gears meshed with the second sun gear and the second ring gear. The components of the second helical gearset have the same number of teeth, helix angle, and tooth pitch as the components of the first helical gearset with the exceptions that their angular helix orientation (i.e., left-hand/right-hand) is reversed and they are circumferentially indexed by one-half tooth pitch. In addition, the first and second planet gears are arranged in paired sets and supported on a common pinion shaft which, in turn, is fixed to a planet carrier. The second sun gear is splined for rotation with and limited axial movement relative to the first sun gear.

Abstract: A pressure plate sub assembly for urging a clutch disk against a flywheel in a friction clutch with automatic wear compensation includes a housing having a radially outer area connectable to the flywheel for rotating with the flywheel about an axis of rotation a pressure plate assembly mounted in the housing for rotation about the axis rotation and axial displacement with respect to the housing, a force accumulator mounted between the housing and the pressure plate for urging the pressure plate against the clutch disk, a wear readjusting device arranged between the accumulator and the pressure plate for compensating for wear of the clutch disk, and a clearance transmitter including a ring element with a wear registering device for registering wear of the friction clutch, a retaining arrrangement for retaining the ring element on the pressure plate sub assembly, and a readjusting arrangement for cooperating with the wear readjusting device.

Abstract: A housing (2) includes first and second housing components (3A, 3B). The first and second components (3A, 3B) are fixed by bolts (6). Each bolt (6) extends through a central portion of a planet gear (72) of a planetary gear mechanism (7). The planet gear (72) is rotatably supported on the housing (3) through the bolts (6).

Abstract: The invention is based on a continuously variable transmission comprising a mechanical power branch and an electronically controlled hydraulic power branch which can be adjusted via a swash plate (7), a summarizing transmission and a multi-stage transmission with hydraulically actuated, force-locking shift elements (11-14). The shift signals of the shift elements (11-14) are generally triggered when a shift or synchronizer speed is reached. Thereafter elapses a response or reaction time and an adjusting time until the shift elements (11-14) are engaged. This results in long clutch shift processes. It is proposed that the response and engagement times of the shift elements (11-14) be compensated by a control unit.

Abstract: A continually variable transmission includes an input shaft, an output shaft and a first drive mechanism having a first input on a first axis and a first output on a second axis. The first drive mechanism produces a fixed ratio of the speed of the first input to the speed of the first output. The first input drives the first output without a member on an intervening axis. A second drive mechanism is arranged in parallel with the first drive mechanism, having a second input and second output, for producing a stepless, continually variable range of ratios of the speed of the second input to the speed of the second output. A mode clutch alternately driveably connects and releases either the members of a first group consisting of the first input and second input or the members of a second group consisting of the first output and second output.

Abstract: Provided are a clutch ring and an overrunning clutch designed for use with engine starters and the like incorporating a plurality of teeth having ramped surfaces with a helical geometry. Also provided are a clutch ring and an overrunning clutch having teeth with profiles that are crowned.