Abstract: A control method for coupling a first engine to a second engine in a vehicle includes determining a current position of a throttle body that regulates power output from the first and second engines. Determining a set speed for the first and second engines that corresponds to a desired power output from the first and second engines. Determining a compensation position for the throttle body and moving the throttle body to the compensation position. Actuating a clutch to a closed position such that the first engine is coupled to the second engine. Determining whether the first engine and the second engine are in phase. Actuating the clutch to slip if the first engine is not in phase with the second engine and actuating the clutch to the closed position when the first engine and the second engine are in phase.

Abstract: A dual engine crankshaft coupling arrangement is provided. The coupling arrangement includes a starter clutch portion for frictionally engaging a crankshaft of a primary engine with a crankshaft of a secondary engine for starting the second engine. A phase clutch is also provided for engaging the first and second crankshafts in an angular specific relative orientation for proper timing relationships coupling of the engine crankshafts.

Abstract: A dual engine crankshaft coupling arrangement is provided. The coupling arrangement includes a starter clutch portion for frictionally engaging a crankshaft of a primary engine with a crankshaft of a secondary engine for starting the second engine. A phase clutch is also provided for engaging the first and second crankshafts in an angular specific relative orientation for proper timing relationships coupling of the engine crankshafts.

Abstract: An electro-mechanical automatic transmission is provided including a first input shaft and a second input shaft concentric with the first input shaft. A plurality of drive gears are rotatably mounted to the first input shaft. An idler gear is provided in meshing engagement with an input gear on said second input shaft. The idler gear drives a lay shaft which is also provided with a plurality of drive gears rotatably mounted thereon. The first input shaft and the lay shaft are provided with synchronizer devices for selectively engaging the drive gears thereto. A driven shaft is provided with a plurality of driven gears in meshing engagement with the drive gears. The electro-mechanical automatic transmission is provided with a pair of electro-mechanical clutch actuators for selectively disengaging dual clutches which transmit engine torque to the input shafts, as well as an electro-mechanical shift actuator system which operatively engage the synchronizer devices for selectively engaging the drive gears.

Abstract: An electro-mechanical automatic transmission is provided including a first input shaft and a second input shaft concentric with the first input shaft. A plurality of drive gears are rotatably mounted to each input shaft and are provided with synchronizer devices for selectively engaging the drive gears to the input shafts. A driver shaft is provided with a plurality of driven gears in meshing engagement with the drive gears. The electro-mechanical automatic transmission is provided with a pair of electro-mechanical clutch actuators for selectively disengaging dual clutches which transmit engine torque to the input shafts, as well as an electro-mechanical shift actuator system which operatively engage the synchronizer devices for selectively engaging the drive gears.

Abstract: A lubrication system is provided for a transmission including a lubrication pump driven by a reverse idler gear. The lubrication pump is supported by a partition plate having an inlet passage and an outlet passage formed therein for communicating with the lubrication pump. The outlet passage communicates with an input shaft extending through the partition plate for supplying lubrication fluid to a central passage in the input shaft.

Abstract: A transmission is provided with a hill holder device including an overrunning one-way clutch mounted on a driveshaft of the transmission for selective engagement by a transmission controller in order to prevent the vehicle from rolling backward on a hill.

Abstract: A dual clutch system is provided for a transmission having dual input shafts. The dual clutch system includes first and second flywheels as well as first and second friction disk assemblies and first and second pressure plates for pressing against said first and second friction disk assemblies, respectively. The pressure plates are each operatively engaged by an electromechanical clutch actuator.

Abstract: An electro-mechanical clutch actuator is provided for disengaging a clutch of a transmission. The clutch actuator includes an assist spring for reducing the amount of motor torque required for operating the clutch actuator. The clutch actuator also includes a self adjustment feature which accommodates for clutch disk wear.

Abstract: An electro-mechanical shift actuator system is provided for a transmission having dual input shafts and with a plurality of drive gears rotatably mounted to each input shaft and having synchronizer mechanisms for engaging each drive gear to one of the input shafts. The shift actuators include an electric motor and a reduction gear assembly for driving a barrel shaped shifter cam having a pair of cam grooves therein. The cam grooves are engaged by shift lugs mounted to a shift rail. The shift rails include shift forks for actuating synchronizers mounted on the input shafts for engaging selected drive gears.

Abstract: A T-drive power transmission mechanism comprising an engine with a crankshaft disposed perpendicularly with respect to the axis of the transmission gearing, the transmission including a hydrokinetic torque converter and a right angle drive connecting the torque output element of the gearing with transverse axle halfshafts, the torque input element of the gearing being connected drivably to a crankshaft gear located at the midpoint of the crankshaft.

Abstract: A four-wheel drive powertrain for a vehicle having an internal combustion engine mounted transversely with respect to the fore-and-aft vehicle center plane and a gearing mechanism having a principal axis forming a cross-axis configuration with respect to the axis of the crankshaft of the engine, and a rearward controlled-slip differential adapted to transfer driving torque from the gearing mechanism to rearward traction wheels.

Abstract: A T-drive powertrain for an automobile having an internal combustion engine mounted in a vehicle engine compartment with its crankshaft axis disposed transversely with respect to the vehicle geometric center plane and a power transmission mechanism having its principal gearing axis disposed in a fore-and-aft direction generally on the vehicle geometric center plane; the driving connection between the engine and the transmission gearing including a direct-drive, cross-axis gear assembly with a driving gear carried by the engine crankshaft at a location on the crankshaft near a midpoint between the crankshaft ends.

Abstract: A T-drive assembly comprising an internal combustion engine with a crankshaft adapted to be mounted in a vehicle in a direction transverse to the fore-and-aft geometric vehicle axis, a geared transmission having an axis perpendicular to the axis of the crankshaft, and a cross-axis drive between the crankshaft and torque input elements of the transmission including zero backlash bevel gears, one bevel gear being secured to a mid-position on the crankshaft and the other having a tapered hub in frictional driving relationship with a tapered torque input shaft for the transmission torque input elements.

Abstract: A compressor with a rotary driven centrifugal impeller which receives inlet air from an inlet passageway and this discharges compressed air through a radially extending diffuser passageway. Moveable vanes are provided both in the inlet passageway and diffuser passageway for varying the pressure and flow output from the compressor while maintaining the rotary speed of the centrifugal impeller substantially constant. In the preferred form of the invention, the centrifugal impeller and an electrical generator are rotatably driven at a constant speed and in synchronism with each other and, together, form an electrical and pneumatic power system.

Abstract: A transaxle driveline for a wheeled vehicle has a high speed turbine engine and a torque splitting gearset that includes a traction drive unit and a torque converter on a common axis transversely arranged with respect to the longitudinal centerline of the vehicle. The drive wheels of the vehicle are mounted on a shaft parallel to the turbine shaft and carry a final drive gearset for driving the axle shafts. A second embodiment of the final drive gearing produces an overdrive ratio between the output of the first gearset and the axle shafts. A continuously variable range of speed ratios is produced by varying the position of the drive rollers of the traction unit. After starting the vehicle from rest, the transmission is set for operation in the high speed range by engaging a first lockup clutch that joins the torque converter impeller to the turbine for operation as a hydraulic coupling.

Abstract: A power transmission mechanism for a gas turbine engine driveline comprising a geared differential and planetary gear system adapted to receive the output power of a single shaft turbine rotor and to effect a high speed reduction and a split torque delivery path whereby a portion of the driving torque is distributed to a multiple ratio transmission mechanism through a direct mechanical path and the balance of the torque is distributed through a traction drive unit with infinitely variable ratio characteristics.

Abstract: A constant velocity universal joint adapted to connect drivably a driving shaft to a driven shaft comprising a driving yoke connected to the driving shaft, a driven yoke connected to the driven shaft, a guide slot in the driving yoke with its axis parallel to the axis of the driving shaft, a guide slot in the driven yoke with its axis parallel to the axis of the driven shaft, an intermediate driving member disposed between adjacent ends of the driving shaft and the driven shaft, a drive element situated in each guide slot, said drive elements being carried by the ends of said driving member, means for biasing said intermediate driving member toward a central position whereby the plane of said intermediate driving member bisects the included angle between said driving shaft and said driven shaft, and spherical bearing means for establishing an articulated connection between the adjacent ends of said driving shaft and for supporting said intermediate driving member for universal oscillation.