Abstract: An automatic clutch operating control apparatus which can rapidly perform the disconnection of a friction clutch of a transmission by the assistance of the accumulated load in a coil spring. Comprising a motor 4 rotatable forward and backward; reduction means 27, 23 for reducing the rotation of the motor 4; movement conversion means 19, 21, 15, 9 for converting the rotation of the motor to the axial movement of a piston rod 6; a hydraulic master cylinder 3 including the piston rod 6 for supplying working oil into a friction clutch to compress the spring in the clutch so that the clutch will be disconnected; a coil spring 31 provided on the piston rod 6 of the hydraulic master cylinder 3 so as to accumulate the load by the compression due to the repulsive force of the spring in the clutch when the motor 4 is rotated backward to connect the clutch and so as to release the accumulated load when the motor 4 is rotated forward.
Abstract: A warp beam coupling for weaving looms is used for the detachable connection and for the transmission of a rotating movement between a warp beam drive and a warp beam tube. The warp beam coupling includes a bearing bell which is driven in a rotating manner by a warp beam drive and is disposed in a warp beam bearing which has a coupling flange which can be connected with a coupling flange provided on the warp beam tube of a warp beam. In order to achieve a playfree and highly loadable connection between the warp beam drive and the warp beam, the coupling flanges are each provided with a serration, and the bearing bell has devices for its axial displacement so that the serrations can be engaged and disengaged. The bearing bell and thus the coupling flange are braced by way of tensioning devices.
Abstract: A wheel motor disconnect includes a rotatable plate with sized apertures including locking detents. A depressor pin extends perpendicularly from the plate. The apertures are received over shouldered spacers or guides which are connected to the wheel hub. In the drive position, the plate is located at the outermost ends of the spacers, and the pin is offset from the spring-loaded drive shaft to allow the shaft to drivingly engage a reduction gear arrangement. To disconnect the drive, the operator urges the plate axially inwardly against the bias of the drive shaft so that the apertures slide inwardly along the spacers to move the shaft out of driving relationship with the reduction gear arrangement. The operator then rotates the plate in a first direction so smaller apertures move into the shouldered area and prevent the plate from moving axially outwardly.
Abstract: A governor system is provided for engine starter mechanisms to prevent a premature retracting movement of a single-direction rotatable clutch. The governor system is constructed with a reduced number of parts and such that a clutch does not suffer from the increased angular momentum as it rotates together with a governor weight. The governor system includes a casing or a bracket fixed to a driven gear, with the governor weight received in the casing. The governor weight is provided with a first and a second weight portion which are different in weight from each other such that the center of gravity of the governor weight is disposed radially eccentric.
Abstract: A synchronizer mechanism for synchronizing the rotation of gears between a power input shaft and a power output shaft in a manual transmission includes a hub and a synchronizer sleeve disposed about the hub and moveable relative thereto into and out of engagement with adjacent gears to synchronize the rotation of the adjacent gears with the rotation of the power input shaft. An indexing mechanism is employed for indexing the synchronizer sleeve into and out of engagement with adjacent gears. The indexing mechanism includes a retaining mechanism and a detent portion having a pair of gear engagement positions and a neutral position disposed therebetween. The retaining mechanism is receivable in the gear engagement positions and the neutral position to positively hold the synchronizer sleeve in these positions thereby preventing errant movement of the sleeve as it is moved into and out of engagement with adjacent gears.
May 13, 1997
Date of Patent:
January 26, 1999
Kenneth L. Sailler, Jr., Ed Perosky, David Salvatori
Abstract: A motor vehicle clutch assembly has an actuator device. The clutch assembly is a friction clutch assembly. The actuator device moves linearly and is for engaging and disengaging the clutch. The actuator device is powered by a motor. The actuator device has a device for blocking the linear movement of the actuator device in a preferred position, thereby reducing work done by the motor.
Abstract: A pulse actuated interlock mechanism for a vehicle that couples and uncouples a drive member and a driven member. A clutch member is slidably movable to couple or uncouple the drive and driven members. A latchable piston assembly in combination with a return spring is utilized to move the clutch member. A force of short duration of a first magnitude is applied to latch the piston assembly which permits the return spring to move the clutch member to uncouple the drive and driven members. A force of a short duration of a second magnitude which is greater than the first force is applied to unlatch the piston assembly. A biasing member of the piston assembly moves the clutch member to couple the drive and driven members when the piston assembly is in the unlatched condition. The clutch member, return spring and piston assembly are installed in a modular housing.
Abstract: Shift control valves for controlling the engagement of a transmission friction devices have a solenoid control chamber pressurized to initiate shifting and a latch chamber pressurized to sustain the selective friction device in an engaged position. The latching chamber pressure is delivered through a latch valve which is also solenoid controlled to direct pressure to the chamber when the solenoid is de-energized and to exhaust the latch chamber when the solenoid is energized.
Abstract: An impulse actuated clutch with latch for a drive line of a vehicle. The impulse actuated clutch has a coupling member that is permanently engaged with one of a driven member and a driving member. The coupling member is movable in a first direction to engage one of the driven and driving members and is movable in a second direction to engage both the driven and driving members. The coupling member is biased to move in the first direction by a return spring. The coupling member is moved in the second direction by a first pulse of air pressure applied to a piston assembly connected to the coupling member. Formations formed on a primary piston of the piston assembly and the driven member cooperatively latch the piston in the second position to the maintain the coupling member in engagement with both the driven and driving members upon release of the first pulse of air pressure.
Abstract: A running control structure for a lawn tractor switchable between a two-wheel drive mode and a four-wheel drive mode. The control structure includes a first driving device for driving a first pair of wheels, a second driving device for driving a second pair of wheels, and a clutch mechanism for switching the second driving device between a driving state and a non-driving state. The clutch mechanism has a controller for operating a clutch, and a spring for biasing the controller to a position corresponding to the non-driving state of the second driving device.
Abstract: A vehicle drive shaft disconnect assembly adapted to be retrofitted into the conventional tubular drive shaft of the vehicle for disconnecting the vehicle automatic transmission from its rear wheels to prevent damage to the automatic transmission while the vehicle is being towed. The tubular drive shaft is cut to provide a first shaft portion extending rearwardly of the vehicle to the rear wheels and a second shaft portion extending forwardly to the vehicle automatic transmission. A core member is inserted into the tubular shaft and extends between the first and second shaft portions. The portion of the core positioned in the second shaft portion is fixed therein while the first shaft portion is rotatably mounted on the portion of the core positioned therein.
Abstract: A tensioning mechanism for a vehicle auxiliary seat which spans a space between first and second adjacent structures. In a preferred embodiment, the tensioning mechanism includes a; ratchet having a telescopically extended ratchet arm and wherein the ratchet can only be adjusted to a position tensioning the seat or adjusted to release the seat when the ratchet arm is extended.
Abstract: A fluid friction clutch includes a driving element and a driven element which is rotatably supported on the driving element and which is entrained by the driving element with fluid friction by a drive disk in a working space. A locking device is disposed between the driving element and the driven element, and includes a coupling rod having first and second ends. First and second joints are provided for rigidly connecting the first and second ends of the coupling rod to the driving element and the driven element, respectively. A balance weight or another coupling rod is arranged diametrically opposite the coupling rod on the driven element.
Abstract: A device for engaging and releasing of wheels by fluid control, applied in vehicles equipped with more than one drive shaft, and with hydraulic, pneumatic or vacuum system responsible for its operation, with such device being mounted within a housing (1) fixed to the wheel hub (2) of the vehicle, within which there is the engaging hub (4) with a serrated portion (4') coinciding with the inner teeth (6') of the engaging element, surrounded by a spring (7); in front of the engaging element (6) there is a cam (8), the inner face of which has a channel (9) in which the studs (10) provided in the outer edge of the cam following part (11) move, with the cam following part being kept in contact with the driving element (12) of the device due to the action of an engaging spring (13) with the cam (8) being mounted directly on the housing (1) or being surrounding the guiding ring (14), provided with horizontal grooves ( 14').
Abstract: There is disclosed herein a park locking mechanism for a selected gear of a vehicle transmission. The mechanism includes a manually actuatable shift rod, a pivotally mounted pawl lever for selectively engaging the gear, a rod assembly operatively connected to the pawl lever, a rotatable rod operatively connected to the shift rod, an actuating lever secured to the rotatable rod for rotation therewith, "lock" and "unlock" recesses formed in the distal end of the actuating lever, spring-loaded lug means for alternately engaging said recesses, and an opening formed in the actuating lever for connection with the rod assembly for pivoting the pawl lever into engagement with said selected gear when the PARK mode is selected by the operator.
July 9, 1993
Date of Patent:
March 22, 1994
John M. Donato, Robert S. McKee, Peter M. Giannis
Abstract: A synchronizer assembly (S) having an axially centered neutral recess (13) and on each axial side of the neutral recess a gear engaging recess (22, 23) is provided. The gear engaging recesses (22, 23) are selectively engageable by a radially outwardly biased detent member (14) mounted in a strut (3) to minimize the tendency of the detent member from causing undue wear to the synchronizer assembly when the synchronizer assembly is in a gear engaging position. Preferably, the gear engaging recesses (22, 23) are shallower than the neutral recess (13).
Abstract: Centrifugally disengageable engine starter gearing for selectively starting an engine having a starting gear. The engine starter gearing includes a power shaft, a sleeve slidably secured to the power shaft, a pinion gear slidably mounted to the power shaft and movable into engagement with the starting gear, a driven clutch member secured to the pinion gear and having a circular recess therein, a driving clutch member mounted to the sleeve, and mutually engageable clutch teeth on the driving and driven clutch members. A housing having an open end and a closed end is fitted over the driving and driven clutch members. An abutment confines the driving and driven clutch members within the housing. A radially inwardly extending shoulder is located on the driving clutch member adjacent the circular recess. An annular thrust washer having an inner conical surface abuts a loose washer which abuts the radially inwardly extending shoulder.
Abstract: One-lever control with clutch and throttle function for marine power plants. The control lever (7) is solidly joined to a rotatable cam element (8) which actuates electrical switch (10, 11), which are connected to an electrical servo motor (S) to control the forward-reverse clutch function. A link arm (13) is pivotally joined to the cam element and a rocking lever (15) connected to a throttle control cable. The pivot joints (a, b) of the link arm and the center of rotation (c) of the cam element are arranged so that they lie on a common straight line (d) when the control lever is in the neutral position.
Abstract: In a machine such as a vehicle mounted earth drill, in which a rotating element is driven by an internal combustion engine, a clutch operating lever arm or handle is hingedly mounted on a plate, the plate is mounted on a fixed frame, the lever arm is spring biased in a direction away from the plate, and a keeper is provided having a receiving channel with a lip past which the arm moves in response to the bias of the spring when the arm is rotated with the plate about the pivot of the plate to a point beyond the lip, whereby when the arm is released at a point beyond the lip it is engaged in the channel until the arm is moved manually against the bias of the spring to a place clear of the lip.
Abstract: A ratchet wheel having a locking device, includes a housing, a ratchet wheel disposed pivotally in the housing in such a manner that one end of its axle couples with an external rotating object, a braking member having a shank provided at one end thereof with a wedge angle and at other end thereof with a pivot, and a lock. The pivot is coupled pivotally with the housing in such a way that it moves between a first position and a second position. When the braking member is at the first position, its wedge angle meshes with ratchet wheel. When the braking member is at the second position, its wedge angle disengages from the ratchet wheel. The lock has a lock core capable of moving between a locking position and an unlocking position. The locking position of the lock core corresponds to the first position of the braking member, while the unlocking position of the lock core corresponds to the second position of the braking member.
Abstract: A pneumatic starter (10) incorporates a pawl and ratchet clutch assembly (50) having a ratchet member (46) mounted to a drive member (40) powered by an air expansion turbine (20), and a plurality of ferromagnetic pawls (48) disposed circumferentially about the ratchet member (46) and operable in engagement therewith to transmit rotational drive torque from the drive member (40) to a driven member (60). Each of the pawls (48) is supported for pivotal movement into and out of engagement with the ratchet member (46). Springs (54) are provided for biasing the pawls (48) to pivot radially inwardly into engagement with the ratchet member (46). At least one magnet (82) is disposed in operative association with and radially outwardly of each pawl (48), whereby the ferromagnetic pawls (48) are held by the magnets (82) out of engagement with the ratchet member (46) when the driven shaft (60) is rotating at a speed above a desired reengagement speed.
Abstract: A steering angle detecting device has an intermediate shaft comprising a first shaft and a second shaft, and a clutch provided between the first and second shafts for disengaging both the shafts from each other. A steering angle sensor is operated by a steering shaft through gears and the intermediate shaft. The clutch is disengaged and the steering angle sensor is set to a neutral position. The adjusted steering angle sensor is attached to a steering column and the input shaft is operatively connected to the steering shaft positioned at a neutral position thereof. Thereafter, the clutch is engaged, so that the input shaft of the sensor can be rotated by the steering shaft.
Abstract: A clutch lockout apparatus for locking out the clutch of a manual transmission is disclosed. The clutch lockout apparatus comprises a first electrical circuit for determining whether a gearbox is conditioned for torque delivery, and a clutch lockout having a projection which is movable from a normally retracted state when the gearbox is conditioned for torque delivery to an extended state when the gearbox is not conditioned for torque delivery. When the projection is in the extended state, movement of the clutch from a disengaged position to an engaged position is prevented. Also disclosed is a method for locking out the clutch of a manual transmission using this apparatus.
Abstract: In an overload clutch for shutting off torque transmission when an overload is encountered in an driven part, a pressure member is formed with a tapered surface so that a ball may be held by the tapered surface, the outer surface of the driving member and the end surface of a ring member axially urged by a spring while torque is transmitted. An annular groove is formed on the outer surface of the driving member such that the ball falls into the groove when torque transmission is shut off due to an overload such that the urging force will not act on the pressure member. Restoration to the torque-transmitting operation may be effected by moving the pressure member in the reverse direction.
Abstract: A coupling (1) which is disconnectable in the driving direction of rotation has a coupling hub (2) and a coupling sleeve (3) rotatably arranged thereon. The hub (2) and sleeve (3) are connected in the driving direction of rotation by at least one locking ratchet (9, 10) and locking ratchet recess (7, 8 and 13, 14) respectively of the coupling hub (2) and the coupling sleeve (3), a locking pin (19, 20) with its longitudinal side (23, 24) extending in a tangential transverse bore (21, 22) presses the locking ratchets (9, 10) out of the locking ratchet recess (13, 14) in the coupling sleeve (3) when a switching ratchet (36) causes the rotation of the switching ring (4) by means of locking pins (19, 20).
Abstract: Auxiliary power actuated clutch and gear shifting device for a motor vehicle transmission with function selector and a gear change mechanism controlled by the driver through a clutch actuating mechanism at the clutch pedal wherein a response signal to the driver is received when a gear is engaged in the transmission or the transmission is in neutral. Located at the clutch pedal and connected with it mechanically is a safety device that holds the actuated clutch pedal against movement when a gear is disengaged in the transmission during the shifting of gears. The safety device holds the clutch pedal clamped in actuated position until a gear is engaged in the transmission whence the driver can carry out the procedure of engaging the clutch again in known fashion. The safety device consists of a clamping mechanism that grips a piston rod connecting to the clutch pedal to prevent further operation until the clutch pedal is released.
Abstract: A centrifugally disengageable engine starter gear of the positive shift type that has a clutch to provide for driving and indexing of the starter gear, an internal mechanism keeps the clutch teeth in engagement during the indexing function, and a centrifugal separator separates the clutch teeth in an overrunning condition. The separator includes a plurality of flyweight members disposed in a like plurality of flyweight recesses provided in a driven member of the clutch. Radial displacement of the plurality of flyweight members axially displaces a thrust washer to separate the clutch teeth. A projection extending longitudinally from each web which separates the flyweight recesses prevents the flyweight members from disengaging from the flyweight recesses during an overrunning mode.
Abstract: A progressive clutch includes a centrifugal clutch 10 attached to a drive shaft and inserted into a clutch housing assembly 16 to engage with clutch material 28 during low rpm operation. As the rpm of the input drive shaft 2 increases, the centrifugal force on pellets 32 overcomes the force of compression springs 34, and extension springs 40 pull a pin engagement assembly 30 towards the clutch housing assembly 16 thus engaging pins 38 into elongated holes 42 to provide positive drive from the drive shaft 2 to the driven shaft 21.
November 24, 1989
Date of Patent:
September 17, 1991
United Technologies Corporation
James P. Cycon, Vincent F. Millea, Peter G. Sanders
Abstract: Provided is an improved fluid operated clutch control system having a latch member operable to lock the clutch in a selected condition of engagement or disengagement when the fluid pressure falls below a predetermined minimum value. In one embodiment a system (100) is provided in which a latch member (26) is controlled by fluid pressure in a channel (36) in a stationary wall housing (10). In another embodiment, a system (200) is provided in which a latch member (62) is controlled by the combination of fluid pressure sensed by a sensor (64) and the energization and de-energization of a solenoid (60) and, in yet another embodiment, a system (300) is provided with a latch member (62) that is controlled by the energization and de-energization of a solenoid (60).
Abstract: Difficulties in interrupting a mechanical power transmission path may be minimized in a manual connect-disconnect operator which includes a coupling shaft (38) and a translatable carrier (28) journalling the coupling shaft (38) for rotation about an axis and mounting the coupling shaft (38) for axial movement along the axis between connect and disconnect positions. A yoke (52) is mounted on a pivot (54) and is connected to the carrier (28) for translating the carrier (28) to move the coupling shaft (38) upon pivotal movement of the yoke (52). A manual actuator (78) is mounted for reciprocating movement and a detent mechanism (92), (94), (100), (102), (104), (106), (108) is operable to maintain the carrier (28) in either of the positions.
Abstract: A dog clutch mechanism for use as a clutch for switching drive power in a four-wheel-drive vehicle has a case, first and second rotatable shafts rotatably supported coaxially in the case for transmitting a relative torque between front and rear wheels of the vehicle, and a dog clutch comprising a dog piece having first dog teeth and fixedly mounted on the first rotatably shaft and a hub having second dog teeth capable of axially meshing with the first dog teeth and axially slidably mounted on the second rotatable shaft. The dog clutch is selectively engageable for transmitting the relative torque between the first and second rotatable shafts. The first and second dog teeth having respective meshing tapered surfaces for producing thrust forces acting on the hub and tending to move the hub in a direction away from the dog piece when the vehicle is braked while a relative forward torque is being transmitted between the first and second rotatable shafts through the dog clutch.
Abstract: A mechanical disconnect mechanism for an aircraft engine driven constant speed drive unit where the driving shaft (14) and the driven shaft (18) are drive connected by toothed clutch members (16,24). The disconnect involves a cam (38) which causes a sleeve (22) to slide axially by a distance sufficient to disconnect the clutch teeth by engagement with a pawl (42) that is normally held in an inactive position but released under emergency conditions.
November 27, 1989
Date of Patent:
July 16, 1991
Alfred A. Deichstetter, Martin S. Johnson
Abstract: This invention relates to internal concentric shaft disconnect mechanism for use in an integrated drive generator of the type employed onboard aircraft for power generation. The integrated drive generator employs a concentric input shaft/output shaft arrangement wherein it is desired to disconnect the inner input shaft from the outer output shaft. Accordingly, this invention provides a releasable coupling slidably mounted on and drivingly connected to the output shaft for coupling the input shaft to the output shaft, the releasable coupling having a retaining pin. An annular cam is slidably mounted on the integrated drive generator frame radially outwardly of the output and input shafts and has inner ramped surfaces thereon for engaging the retaining pin, the retaining pin releasing the releasable coupling to thereby decouple the input shaft from the output shaft when the cam is activated by sliding movement to thereby provide shaft disconnect internally of the concentrically mounted input and output shafts.
Abstract: Difficulty in achieving the disconnection of two relatively rotatable elements (14) and (30) is avoided in a simple manual connect-disconnect operator which includes a coupling shaft (42) for interconnecting the rotary members (14), (30) and a translatable carrier (38) which journals the coupling shaft (42) for rotation about an axis and further mounts the coupling shaft (42) for movement between connect and disconnect positions. A yoke (60) is mounted on a pivot (66), (100) and is connected to the carrier (38) to move the coupling shaft (42) upon pivotal movement of the yoke (60). The support shaft (108) is mounted for reciprocating movement along its longitudinal axis and a handle (132) is pivotally mounted on the support shaft (108).
Abstract: An improved motorcycle slider clutch which utilizes several original equipment manufacturers components, also an aftermarket basket (34) and a housing gear assembly (44). A pressure plate (100) engages the nest of discs (32) when compressed by a number of fingers (114) configured to create linear force when subjected to centrifugal action. A flange (110) encloses the basket (34) and retains the fingers. A cast cover (128) contains a pneumatic cylinder with a piston (140) that restrains movement of the plate in the first stage of actuation and a second piston (156) in a chamber created by a hollow cap (154) providing similar restraint for a second stage. The operation is controlled pneumatically with solenoid valves (146) and a millisecond timer (168) allowing a multi-stage starting sequence at a timed interval.
Abstract: A dog clutch mechanism includes a case, first and second rotatable shafts rotatably disposed coaxially in the case, the second rotatable shaft having an annular groove defined in an outer periphery thereof, a dog piece fixedly mounted on the first rotatable shaft and having first dog teeth confronting an end of the second rotatable shaft, a hub axially slidably mounted on the second rotatable shaft and having second dog teeth meshingly engageable with the first dog teeth, the second dog teeth being movable out of meshing engagement with the first dog teeth under a thrust force in response to relative torque transmission between the first and second rotatable shafts. The hub has guide holes extending radially therethrough toward the second rotatable shaft and a plurality of balls are retained respectively in the guide holes are and engageable in the annular groove.
Abstract: A drive suitable for a door or gate operator mechanism has a motor (1) and a gear box (5). The gear box (5) has a drive disengaging means (29) therein which can be pulled by a chord (7) to effect drive engagement of the motor (1) with the gear box (5). When the chord (7) is next pulled drive disengagement of the motor (1) with the gear box (5) is provided. The arrangement permits a door or gate which is driven by the operator to be manually opened in the event of power failure. The mechanical advantage of the gearbox (5) and the motor (1) on the door or gate is such that the gate cannot be manually opened without the drive being disengaged.
June 22, 1989
Date of Patent:
December 11, 1990
Lucio Lotznicker, Raymond R. Hawkins, George Karban, Simon Leivenzon, Zvi Leivenzon
Abstract: To prevent dust or muddy water from entering a hub housing or to prevent a hub clutch from being allowed to be inoperative, a hub clutch for selectively coupling or decoupling a wheel shaft to or from a clutch housing (to which a wheel is fixed), the hub clutch comprises a drive gear fixed to the wheel drive shaft; a slide gear axially slidably coupled to the clutch housing; a diaphragm fixed to the slide gear so as to partition an inner space of the clutch housing into an inner enclosed chamber and an outer enclosed chamber; and a control valve connected to an engine intake manifold vacuum, for selectively applying vacuum into the inner chamber and atmospheric pressure into the outer chamber or vice versa to move the diaphragm. Further, a piston plate and a spring can be used instead of the diaphragm.
Abstract: Device (200) for releasing fluid pressure from the pressure chamber of an overload clutch (A) is disclosed including a valve (210) captured in a radial cavity (202) in the cylinder (10) of the overload clutch (A) between a shoulder (204) and a valve cover (212) held by a snap ring (226). The valve cover (212) includes an aperture (228) for receiving a ball (230) and allowing the ball (230) to move radially inwardly to push against the spool member (220) of the valve (210) to unseat its head (221) from a seat (218) but preventing the ball (230) from moving out of the valve cover (212). The ball (230) rolls on a valve actuator (232) mounted to the piston (22). When the cylinder (10) and piston (22) are axially separated by fluid pressure, the ball (230) is located in a dent (234) formed in the valve actuator (232) such that the head (221) of the spool member (220) seals with the seat (218) and prevents release of fluid pressure from the pressure chamber.
Abstract: The invention relates to an overload release clutch having: a hub 2 which is disposed on a shaft 1 and has two coupling halves 3,6 which are coupled with provision for axial disengagement in relation to one another by means of a positive connection 4,5 one clutch half 3 being disposed rotatably and axially secured on the hub 2 and the other clutch half 6 being disposed non-rotatably and axially displaceable thereon, the other clutch half 6 being urged towards the first-mentioned clutch half 3 by a spring arrangement having an adjustable axial force and a snap-over characteristic characterized in that the spring arrangement has a concentric resilient ring 8 which is so borne on the hub 2 by means of radially directed rigid bearing elements 10,21 inclined at an angle to the axial normal plane in the direction of the ring 8, that, when acted upon with an axial force directed towards the direction of inclination of the supporting elements 10, the ring 8 can be radially expanded.
Abstract: The starter includes a main shaft (2) which is selectively rotatable and has a threaded portion (4). A movable component (10) is fitted on the shaft and is provided with a pinion (14) and a threaded portion (12) which is coupled with the threaded portion (4) of the shaft (2) in such an arrangement that the rotation of the shaft (2) causes the movement of the movable component (10) towards an advanced position in which the pinion (14) meshes with a ring gear (C) of the internal combustion engine. In order to keep the movable component (10) in its advanced position during the starting operation, the members (13a, 13b) which act centrifugally are provided and have respective generally-arcuate portions which clamp around a tapered portion (5, 6) of the main shaft when the starter is activated as a result of the centrifugal diverging of the bodies.
Abstract: In a jet aircraft having a drive which rotatably drives an airframe mounted accessory drive (12), a system for controlling the connection of the drive to the airframe mounted accessory drive is disclosed which permits the manual connection and disconnection of a rotatable shaft (18) from a driven shaft (22) with high reliability by a manually movable handle (30) which is connected to a fork (88) which is rotatable between first and second positions which translates a movable carrier (20) which carries the driven shaft between first and second positions. The system has minimal backlash which insures high integrity in sensed positions of the system which is necessary for safe operation of the aircraft.
Abstract: An annular thrust ring for use in a mechanism that causes the confronting teeth of two clutch members to automatically separate when the driven clutch member has sufficient speed to overtake the drive clutch member. The annular thrust ring has a V-shaped cross-section formed by progressive dies to facilitate lower production cost.
Abstract: A shift inhibitor for a manual transmission synchronizer clutch positioned on the main shaft and operative to prevent down-shifting to engage a selected speed gear with the output shaft being driven above a predetermined speed. The synchronizer hub has one or more pairs of diametrically opposed radially extending keyways with each keyway having a blocking key slidably disposed therein. A C-shaped wire spring partially surrounds the main shaft and has hook portions at each of its free ends retaining an associated pair of keys. The spring urges the pair of keys inwardly to a rest position wherein the synchronizer sleeve may be shifted to engage an associated speed gear of the transmission. Upon reaching a predetermined drive shaft rotational speed the pair of keys move outwardly under centrifugal force to a determined extended location whereby the extended keys contact shoulder stop faces of the sleeve internal splines preventing the sleeve from engaging the associated speed gear.
Abstract: A drive pulley with a clutching device to engage or disengage a driven member, coupled with a flexible device to allow for axial, lateral, angular and end float errors. A drive pin assembly, including a spring-forced ball lock for securing a slide ring in an engaged or disengaged position with the driven pulley.
Abstract: A clutch mechanism having radially moving control pins which may be actuated to effect switching of the clutch into a freewheeling condition is formed to include catching members which engage the pins to lock them in position when the clutch mechanism switches to freewheeling operation. The catching members are formed with control cams which engage retaining pins to maintain the locked position of the control pins with rotation of a driving clutch member operating to allow the retaining pins to drop out of engagement with the control cam to enable release of the control pins when the clutch is switched back into the torque transmitting position.
Abstract: A control system (70, 70A) is provided that is particularly advantageous for controlling an automatic vehicular clutch. Linkage (23, 23A) for operating the clutch preferably includes a control arm (18, 18A) that is engageable by a latch member (20, 20A) that is driven by either a force actuator (37, 37A) and/or a speed signal (48, 48A) and is operable to hold the clutch in either the engaged or disengaged condition in the event of fluid pressure loss below or rise above a predetermined amount according to the type of clutch and other parameters.
Abstract: Centrifugally disengageable engine starter gearing selectively starting an engine having a starting gear. The engine starter gearing includes a power shaft, a sleeve slidably secured to the power shaft, a pinion gear slidably mounted to the power shaft and movable into engagement with the starting gear, a driven clutch member secured to the pinion gear and having a circular recess with an inclined or conical surface therein, a driving clutch member mounted to the sleeve, mutually engageable clutch teeth on the driving and driven clutch members, a barrel housing having an open end and being at least partly fitted over the driving and driven clutch members, an abutment confining the driving and driven clutch members within the housing, a resilient member biasing the driving and driven clutch members into mutual engagement, a radially inwardly extending shoulder on the driving clutch member adjacent the circular recess. A plurality of centrifugal flyweight members are annularly arranged in the circular recess.
Abstract: The clutch release mechanism includes a fluid actuator having an actuator member movable by fluid pressure in a clutch release direction to release the clutch, a release bearing assembly for connection to part of the clutch, and a coupling for connecting the release bearing assembly to the actuator member. The coupling is fluid operable whereby in one condition it prevents axial separation of the actuator member and release bearing assembly by engagement of pins and a groove and, in another condition, it allows axial separation and coupling of the release bearing assembly and the actuator member by disengagement of the pins and groove.