Abstract: A clutch comprises an inner rotatable member 1, an outer rotatable member 2 serving as an output shaft, a plurality of rollers 3 serving as torque transmission members disposed between the Inner and outer rotatable members, and a retainer 4 serving as an Input shaft. The retainer 4 Is connected to a motor 7, which serves as an input source, through a wore and wormwheel mechanism 6. A viscous fluid, e.g., a highly viscous fluid 10 such as silicone oil, is sealed In a clearance between the Inner rotatable member 1 and a shaft member 8, and a centring spring 12 is interposed between the inner rotatable member 1 and the retainer 4.

Abstract: A solenoid of an electromagnetic clutch includes an annular coil, an annular coil housing which covers a radially facing outer peripheral surface, a radially facing inner peripheral surface and an axially facing end face of the coil. An armature is adapted to be attracted to the one end face of the coil housing by supplying an electric current to the coil. The housing axially protrudes past the other axially facing end face of the coil by a distance L. Thus, the magnetic resistance around the outer periphery of the coil is decreased to enhance the magnetic flux density of the magnetic closed circuit, thereby enabling the reliable attraction of the armature without increasing the electric power consumed by the coil.

Abstract: A vehicle driveline clutch using a ball ramp actuator including a ball ramp mechanism supplying a clamping force on a clutch disc in response to an electromagnetic field where the clutch clamping force is maintained and increased with clutch slip using a planetary gearset having an annulus connected to rotate with a clutch ring and a sun gear connected to rotate with the transmission input shaft.

Abstract: A drive force transmission apparatus includes a housing connected to one of two shafts that are rotatable relative to each other, a rotary shaft rotatably supported by the housing and connected to the other shaft, and a multiple disc clutch composed of a plurality of outer plates engaged with the housing in the rotational direction and a plurality of inner plates engaged with the rotary shaft in the rotational direction. The multiple disc clutch transmits rotational torque between the housing and the rotary shaft through frictional engagement between the outer plates and the inner plates. The apparatus also includes a pressure generation mechanism for generating a pressure corresponding to a rotational-speed difference between the housing and the rotary shaft and for applying the generated force to the multiple disc clutch via a piston.

Abstract: The invention relates to a coupling unit having a viscous coupling A and a friction coupling B. The coupling housing 29 of the friction coupling B is connected to the input and the hub 12 of the viscous coupling A to the output. Between the end face of the housing 17 of the viscous coupling A and the end face of the pressure plate 28 of the friction coupling B there are provided setting means 27 in the form of ramps. Up to a predetermined torque value, the torque is transmitted from the coupling housing 29 to the hub 12, i.e. it is transmitted only by the viscous coupling A to the hub 12 and the plug-in shaft connected thereto, and after the predetermined torque has been exceeded, torque is additionally transmitted by the friction coupling B via the coupling hub 48 to the plug-in shaft also connected to the latter.

Abstract: A hydraulic coupling arrangement used for a 4WD vehicle for imparting a drive torque of an engine to auxiliary drive wheels based on a first rotational difference between main and auxiliary drive wheels. A first rotary shaft is coupled to the main drive wheel and a second rotary shaft is coupled to the auxiliary drive wheel. A hydraulic pump of the coupling arrangement is adapted to be driven according to a second rotational difference between the first and second rotary shafts for generating an oil pressure corresponding to the second rotational difference. A clutch connects the first rotary shaft with the second rotary shaft based on the oil pressure generated by the hydraulic pump. A first oil passage extends to the clutch. First and second ports are formed in the hydraulic pump and function as inlet and outlet ports or vice versa based on the second rotational difference and a rotational direction of the first rotary shaft.

Abstract: A coupling assembly has a friction coupling with friction plates alternately connected to respective ones of first and second coaxial parts which are rotatable relative to one another. A hydraulic actuating device for actuating the friction coupling has an annular chamber formed in one of the first and second parts. The annular chamber is defined by an axially movable piston which acts on the friction plates and containing a conveyor member for effecting fluid shear. The conveying member is connected to the other of the first and second parts. The annular chamber receives a highly viscous fluid, such that a pressure build up is generated to increase torque transmission between the first and second parts. The annular chamber is connected to a compensating chamber with a variable volume force for the highly viscous fluid. The compensating chamber is formed by an axially open annular groove and an axially movable annular element sealing said annular groove.

Abstract: A clutch assembly for disposition in a motor vehicle drive line includes an internal reaction force circuit. The clutch assembly includes a multiple disc friction clutch disposed adjacent an operator assembly which selectively applies force to the friction clutch to selectively transfer torque therethrough. The clutch components are disposed between fixed stops on an elongate member which functions as a reaction force member to self-contain the reaction force from the clutch operator. The clutch finds application in motor vehicle drive line components such as a rear (secondary) axle in which it is disposed in pairs to independently control torque supplied to each axle and in applications where it is advantageous to contain or ground the reaction force generated by and associated with the clutch operator compactly within the clutch structure rather than its housing.

Abstract: A rotary impulse tool has a motor-driven drive shaft and an output shaft. The drive shaft is threadedly coupled to a flywheel sleeve, which is spring-biased forwardly and is splined to a rotatable race structure of a wrap spring clutch assembly, which includes a wrap spring disposed in clearance fit coaxially between cylindrical surfaces of the race structure, the wrap spring having a front end fixed to the output shaft and a rear end coupled to a first conical control member. A second conical control member is axially movable between engaged and disengaged positions relative to the first control member for, respectively, shifting the clutch assembly to an engaged condition for transmitting torque between the drive and output shafts and a disengaged condition for decoupling those shafts.

Abstract: A ball ramp mechanism having a control ring acting with an actuation ring to apply a clamping force on a driveline clutch during both a vehicle driving mode and a vehicle coast mode using a planetary gearset acting with a one-way clutch between a sun gear and meshing planetary gears to define rotation of the control ring with respect to the actuation ring in a direction tending to further activate the ball ramp mechanism. In the vehicle drive mode the planetary gearset is locked by the one-way clutch and in a vehicle coast mode the one-way clutch releases and the planetary gearset rotates the control ring through a coil pole in a direction to further activate the ball ramp mechanism.

Abstract: A transmission shifting system for axially displacing a jaw clutch having a plurality of axially and/or radially beveled teeth for engagement with a plurality of engagement cavities formed in a mainshaft gear where a ball ramp actuator or a cam ramp mechanism is used to axially displace the jaw clutch. An electrical coil is used to electromagnetically couple a control ring to the mainshaft gear using a clutch plate and an actuation ring is nonrotatably connected to the mainshaft. In an alternative embodiment, the actuation ring is formed as part of the jaw clutch and the control ring remains stationary relative to a mainshaft. A plurality of flux grooves are utilized to channel magnetic forces between the clutch plate and the mainshaft gear.

Abstract: A transfer case for a vehicle having two output shafts, a gear reduction assembly, a coupling mechanism and an overrunning roller clutch for selectively producing driving of one shaft only or both shafts concurrently. The coupling mechanism selectively couples one output shaft to either (1) an input shaft, (2) the gear reduction assembly, or (3) a neutral position. The overrunning clutch has an inner race, an outer race, and rollers located between the races. Drag shoes are positioned to frictionally slide on a drag surface of a selectively grounded member to retard the rollers. A resilient band urges the drag shoes against the drag surface. When the drag shoes rotate at a sufficient speed they disengage from the drag surface so as to provide no force to retard the rollers. When the ground member is grounded it provides the drag surface for the drag shoes. When the ground member is ungrounded it is free to rotate and the drag shoes do not provide a drag force to bias the rollers.

Abstract: A coupling device includes an input member, an output shaft coaxial with the input member, and a clutch mechanism that includes a plate disposed at the side of the input member and a disc disposed at the side of the output shaft. The clutch mechanism transmits rotational torque of the input member by frictional engagement between the plate and the disc. A disc supporting member is disposed between the clutch mechanism and the output shaft, and supports the disc. An actuator is adapted to engage the plate with the disc, and a transforming device moves the disc supporting member so as to engage the disc with the plate when the rotational torque of the disc supporting member differs from the rotational torque of the output shaft.

Abstract: A ball ramp actuator having first and second actuation plates with a control plate disposed therebetween where a plurality of circumferential variable depth grooves are formed in a first face of the first actuation plate and in first and second faces of the control plate where the grooves formed in the first face of the control plate are directly opposed to the grooves formed in the second face of the control plate where the actuation grooves and the control grooves form opposed pairs of grooves having a rolling member disposed within each pair of grooves for axially separating the first and second actuation plates from the control plate as the rolling members traverse their respective grooves such that the rolling members contacting the first face of the control plate directly oppose the rolling elements contacting the second face of the control plate to provide a balanced axial force on the control plate.

Abstract: A ball ramp mechanism is used to load a clutch pack in a transmission inertia brake to slow a rotating shaft where an armature having an angled peripheral surface engages a mating surface formed in an inertia brake housing to form a cone clutch where the armature is magnetically pulled toward the brake housing by an electromagnetic field generated by an electrical coil thereby introducing a frictional braking force on the armature. The armature is nonrotatably connected to the control ring of the ball ramp mechanism through a plurality of tapered pins which engage a corresponding plurality of conical sections so that relative rotation between the armature and the control ring causes the armature to be forced toward the housing thereby increasing the braking force on the armature and control ring.

Abstract: A clutch device with a cam mechanism is provided, which is free from drag loss when the phase is switched from a state wherein the cam mechanism is operative to a state wherein it is inoperative. A cam groove 1c and a recess 1d are formed on the inner surface 1a of a piston, and a cam groove 3c and a projection 3d to be inserted into the recess 1d are formed on the inner surface 3a of a pressure plate 3. Between the cam grooves 1c and the 3c is interposed a cam roller 2 loosely retained by a roller cage 4. When the hydraulic pressure is applied to the back surface 1b of the piston 1 while a C.sub.3 clutch disk 5 rotates faster than the piston 1, the cam mechanism is operative to carry out the engagement operation. On the contrary, when the application of the hydraulic pressure is interrupted while the C.sub.3 clutch disk 5 rotates slower than the piston 1, the engagement is released. Meanwhile, the riding of the cam roller 2 over the cam elements is avoidable by the recess 1d and the projection 3d.

Abstract: A one way drive device for transmitting torque from a rotational input to a rotational output when the device is driven in a counterclockwise torque transmitting rotational direction by the rotational input. The device allows the rotational input to freely rotate in a clockwise overrun direction relative to the rotational output. The one way drive device includes a dog clutch to transmit torque when driven in the torque transmitting direction and a ratchet clutch to provide the overrun function.

Abstract: A modulating clutch for disposition and use in a motor vehicle drive train includes a disc pack clutch assembly and clutch actuator. The clutch actuator includes an assembly for generating compressive force which is applied to the clutch pack assembly and a preload member which partially engages the clutch pack to provide torque transfer up to a predetermined level without activation of the clutch actuator. Activation of the clutch actuator increases the torque transfer or throughput above the predetermined level. The differential of the present invention thus functions passively as a limited slip differential by allowing torques in excess of the predetermined torque level to slip each axle relative to the driveline input thereby provide a constant, minimum level torque coupling between the driveline and each axle. When the clutch actuator is energized, it may be utilized to control torque transfer at levels above the predetermined level between the input and output of the clutch mechanism.

Abstract: A coupling for transmitting torque between two parts (14, 20; 16, 24) which are rotatable relative to one another, comprising a friction coupling (12) whose friction elements (15, 17) are each non-rotatably connected to the one and the other of the parts (14, 20; 16, 24) which are rotatable relative to one another, with the friction coupling (12) being loadable by at least one movable piston (19) which, at one end, delimits a pressure chamber (21) which is filled with a viscous fluid, which is connected to a reservoir (26), whose rotational housing (20) is formed by the one of the rotatable parts (14, 20) and by the piston (19) sealed relative thereto and in which there rotates a rotational member (22) connected to the other one of the rotatable parts (16, 24), with rotational faces of the rotational member (22), together with counter faces of a pumping and control member (23) positioned in the pressure chamber (21) constituting at least one sealed shear channel (38) which, in the respective direction of rela

Abstract: An axle differential for the secondary driveline of a four-wheel drive vehicle includes individual modulatable axle clutches that may be commonly or individually activated to control torque delivery to the secondary drive wheels. The differential includes an input shaft driving a bevel gear set, the modulatable clutches and left and right output shafts. Each of the modulatable clutches include a disc pack clutch assembly having first and second interleaved pluralities of clutch plates, a ball ramp operator and an electromagnetic coil Which acts upon the ball ramp operator which applies compressive force to the interleaved clutch plates. An operating program for controlling left-right secondary wheel slip may be utilized with the differential.

Abstract: A ball ramp actuator having a control ring axially separated from a pressure plate by rolling members engaging matching opposed grooves having a variable depth acting to supply an axial clamping force against a clutch disc in a clutch assembly and a releasable one-way clutch having a first race attached to the control ring and a second race attached to the pressure plate acting to only allow relative rotation between the control ring and the pressure plate in a direction to increase the clamping force on the clutch disc until a release coil is energized to release the one-way clutch thereby allowing the control ring to rotate relative to the pressure plate in a direction to decrease the clamping force on the clutch disc. A control coil is used to apply an electromagnetic force on the control ring to activate the ball ramp actuator.

Abstract: A transfer case includes a clutch assembly having both a disc pack clutch and cone clutch disposed in mechanical parallel between the main transfer case shaft and secondary output shaft. The disc pack clutch includes a plurality of interleaved discs and an electromagnetic operator which effects compression of the clutch pack to transfer torque from the main transfer case shaft to a chain drive sprocket, through a chain, to the secondary output shaft. The cone clutch is disposed adjacent the disc pack and is also actuated by the electromagnetic operator. One of the cone clutch elements is driven by the main transfer case shaft and the other cone clutch element provides power to the drive chain and, in turn, to the secondary output shaft. Preferably, the other cone clutch element is integrally formed with the chain drive sprocket.

Abstract: A transfer case includes a clutch assembly having a disc pack clutch, a cone clutch and a lockup hub or collar. All three clutch components are disposed in mechanical parallel between the primary transfer case shaft and the secondary output. The disc pack clutch includes a plurality of interleaved discs and an electromagnetic operator which effects compression of the disc pack to transfer torque from the primary transfer case output shaft to a chain drive sprocket, through a chain, to a secondary output shaft. The cone clutch is disposed adjacent the disc pack and is also actuated by the electromagnetic operator. The cone clutch includes a conical drive member driven by the primary transfer case output shaft. A conical driven member provides torque to the drive chain and, in turn, to the secondary output shaft. Preferably, the driven cone member is integrally formed with the chain drive sprocket.

Abstract: A piston driving a brake and a clutch is split into a main piston and a secondary piston that can travel axially and that are related through limiting bolts. The main piston has a larger surface for the pressurized fluid than the secondary piston. The main piston has a duct through which the fluid flows to the secondary piston which is in turn fitted with springs that bias it, against the fluid tension, against the main piston. Therefore, when connection is made, the secondary piston first approaches the clutch discs without actually contacting the latter. After the brake is released, there is a first connection stage at which the secondary piston approaches the main piston and a second stage, after both pistons come into contact, at which the assembly works conventionally, as a single piston.

Abstract: A free-wheeling coupling sensitive to the direction of rotation for a motor vehicle comprises a first ring which constitutes a driving element in a towing mode of the motor vehicle, a second ring which constitutes a driven element in the towing mode, clamping elements which act between the first and second rings to transfer torque in both directions of torque flow, a cage in which the clamping elements are disposed, a fixed friction ring, and a friction element actively connecting the cage to the fixed friction ring. The friction element comprises a plurality of friction segments disposed between the cage and the fixed friction ring, the friction segments being slaved to rotate in the circumferential direction with the cage and being lifted away from the fixed friction ring by centrifugal force when they are caused to rotate at a rotational speed which is greater than a predetermined rotational speed.

Abstract: A free-wheeling coupling sensitive to the direction of rotation for a motor vehicle comprises a first ring which constitutes a driven element in a towing mode of the vehicle, a second ring which constitutes a driven element in the towing mode, clamping elements (e.g., rollers) which act between the first and second rings to transfer torque between them in both directions of torque flow, a cage in which the clamping elements are disposed, and a friction element acting between the cage and the second ring. The free-wheeling coupling further comprises a fixed switching ring, a cam rotatably mounted on the cage or the first ring, the cam including a control lever, and a spring which urges the control lever into engagement with the fixed switching ring until there is sufficient centrifugal force to lift the control lever out of engagement with the fixed switching ring.

Abstract: A PTO clutch assembly includes coaxial primary and secondary clutches and in use is initially externally actuated but primarily internally-actuating so as to require relatively low manual or other external actuating forces to engage the clutch assembly--the major portion of the actuating forces being imposed internally by the engine flywheel or the like after imposition of the external forces. The resulting clutch assembly, utilizing the engine flywheel for the major portion of engagement forces, requires only a fraction of the external actuating forces required by conventional over-center clutch assemblies of comparable capacity. The clutch assembly is also partially self-adjusting, with wear of the primary clutch disc stack being compensated through increased axial movement of the actuator for the primary clutch.

Abstract: A hub clutch capable of automatically engaging and disengaging the front wheel axle to and from the wheel hubs according to the difference in rotational speeds therebetween. It has an inner ring coupled to the front wheel axle, an outer ring coupled to the wheel hub, a first retainer and a second retainer provided between the inner and outer rings, and sprags held by the first and second retainers. To one end of the first retainer is coupled a switch spring for producing a turning effort. A turning effort imparting device is coupled to its other end through a one-way clutch. While the vehicle is moving forward, the sprags are kept in a forward-travel ready-to-engage position, with the one-way clutch idling. When the vehicle begins to move backward, the one-way clutch locks, so that the sprags are inclined in the opposite direction to assume a backward-travel ready-to-engage position.

Abstract: A ball ramp actuator for applying a driveline clutch clamping force to a clutch disc using an axial movement created when a control ring is rotated relative to an adjacent activation ring where rolling elements are disposed in opposed variable depth grooves formed in the control ring and likewise in the activation ring and where the rolling elements establish a variable axial separation distance, the ball ramp actuator also having a primary control clutch and a secondary control clutch where upon energizing an electromagnetic coil the primary control clutch energizes the ball ramp actuator and where the secondary control clutch frictionally couples a transmission input shaft to a pressure plate and also frictionally couples the control ring to the activation ring thereby establishing a relatively constant clutch clamping force.

Abstract: A clutch actuating device for use in a vehicle drivetrain subassembly having a clutch and a rotatable drive member, including first and second rotating members which are rotatably mounted to the drive member and are free to rotate relative to one another and relative to the drive member. The first and second rotating members engage one another so as to cause axial translation relative to one another in response to relative rotation between one another due to the engagement of ramp surfaces included on each member or, alternatively, due to the engagement of screw threads formed on each member. A gear system is connected to the first and second rotating members for differentially driving them and for controlling a direction of rotation of the rotating members relative to the drive member. First and second pilot clutches, are connected to the gear system and the pilot clutches are selectively activated, and selectively grounded.

Abstract: A first ball ramp actuator having a control ring acting with an activation ring to supply an axial clutch clamping force in a vehicle driving mode and a second ball ramp actuator using the control ring acting with a clutch pressure plate to supply an axial clutch clamping force in a vehicle coast mode where one side of a one-way clutch is attached to the control ring and another side is attached to a support bracket that is frictionally coupled to a transmission input shaft to maintain an energized rotational relationship with the activation ring when in the coast mode.

Abstract: A ball ramp actuator having a control ring acting with an activation ring to supply an axial driveline clutch clamping force in a vehicle driving mode and a one-way clutch acting on the activation ring to maintain the clamping force when in a vehicle coast mode where one side of a one-way clutch is attached to the control ring and another side is attached to a support bracket that is frictionally coupled to a transmission input shaft to maintain an energized rotational relationship with the activation ring when in the coast mode.

Abstract: A power transmitting assembly includes a first rotatable assembly, a second rotatable assembly having an axially movable rotating member, a camming assembly for moving the rotating member and an electromagnetic clutch for activating the camming assembly. The rotating member is moved between a first position where the first rotatable assembly operatively engages the second rotatable assembly and a second position where the first rotatable assembly is disengaged from the second rotatable assembly. The power transmitting assembly is shown in three forms--a locking hub assembly, a lockable differential assembly and axle assembly having an axle disconnect.

Abstract: The invention is directed to a clutch actuating device for use in a vehicle drivetrain subassembly having a clutch. The clutch actuating device comprises first and second rotating members which are rotatably mounted to a drive member of a vehicle drivetrain subassembly. The first and second rotating members are rotatable relative to the drive member, and are also rotatable relative to each other. First and second clutch loading members are also rotatably mounted to the drive member, and relative to one another, with the first and second clutch loading members engaging one another to cause axial translation relative to one another upon relative rotation therebetween. First and second pilot clutches, including at least one rotatable plate, are coupled to one of the first or second rotating members. The pilot clutches are selectively grounded to cause relative rotation between the first and second rotating members, which in turn causes differential rotation of the clutch loading members.

Abstract: A connecting system which includes a pilot clutch brought into an engaged state by an actuator, a cam member operated by an engaging force of the pilot clutch, an urging member driven and moved by the cam member, and a main clutch brought into an engaged state by a movement of the urging member. The cam member includes a first cam ring restrained by the pilot clutch, a second cam ring provided on the urging member, and rolling members interposed the first and second cam rings for converting the relative rotation of the cam rings into a thrust. The system further includes a biasing member for biasing the urging member and the first cam ring in a direction of abutment against each other in order to generate a frictional force between the urging member and the first cam ring. Thus, it is possible to prevent the engaging force of the main clutch from being influenced by a drag torque produced in the pilot clutch.

Abstract: A clutch actuating device for use in a vehicle drivetrain subassembly having a clutch and a rotatable drive member, comprising a first rotating member which is coupled to the drive member and a second rotating member which is free to rotate relative to the drive member. The first and second rotating members are differentially driven by a gear device and may include first and second ramp surfaces which engage one another so as to permit axial translation of the members relative to one another or alternatively, may comprise threaded screw members which engage one another so as to permit axial translation relative to one another. First and second pilot clutches comprising at least one rotatable plate are provided, with at least one of the pilot clutches being connected to the gear device.

Abstract: A torque coupling device for use as, for example, a so-called center differential provided between front and rear road wheel axles of a four-wheeled vehicle comprises a cup-shape front housing, a rear housing closing an open end of the front housing, a rotational shaft co-axially rotatably supported by the front and rear housings therewithin, and a clutch disc assembly interposed within the front housing between an axial inner end of the front housing and an axial inner end of the rear housing. The initial clearance in axial direction between the clutch assembly and the inner ends of the front and rear housings is tuned so that when the relative rotation between the housings and said rotational shaft causes a certain temperature difference between the housing and the clutch assembly, the difference in thermal expansion between the front housing and the clutch assembly brings clutch discs of the clutch assembly into friction contact to transmit a rotational torque between the housings and the rotational shaft.

Abstract: A ball ramp mechanism for generating a clutch disc clamping force is disclosed where an activation ring having ramped grooves is connected to a flywheel driven by a prime mover and a control ring having ramped grooves opposing those formed in the activation ring is frictionally connected to a transmission input shaft by a friction shoe contacting a friction ring nonrotatably attached to the transmission input shaft loaded by a centrifugal weight which is pivotally mounted to a coupling link which extends from the control ring.

Abstract: A device for transmitting torque between two rotatable shaft members (2, 3) in a stationary housing (1) contains a number of alternate clutch discs (10, 11) engageable to counteract differential rotational speed between the two shaft members, to which they are connected, a hydraulic clutch piston (12) to engage the clutch discs and a hydraulic pump arrangement (15-24) driven by the speed differential between the two shaft members. An annular control piston (15) is axially movably arranged in the housing and is in contact with control pins (17), which are rotatable together with one of the shaft members (3) and cooperate with a cam curve (20) in the other shaft member (2) in such a way that the control pins and thus the control piston are imparted an oscillating movement with a frequency directly proportional to the rotational speed differential between the two shaft members.

Abstract: A clutch device for controlling transmitted torque in a vehicle comprises a first friction clutch including multiple clutch disks, a hub, a clutch drum and a pressing ring; a second friction clutch including multiple clutch disks, a clutch drum, a cam ring and an electromagnet; a cam mechanism; and a spring. A part of the thrust force is cancelled by energizing force of the spring to shift an operating point of the first friction clutch to a high torque side. A range where only the second friction clutch operates becomes wider. Therefore, change in the torque of the second friction clutch relative to change in operating force is decreased. This contributes to an accurate torque control. In accordance with the function of this clutch device, features of front wheel drive and 4WD vehicles are obtained so that fuel consumption can be decreased and road ability can be improved. Further, straight running performance of a vehicle can be achieved and a tight corner braking phenomenon can be avoided.

Abstract: A disk brake having an electromagnetic friction clutch that can be brought into controllable frictional engagement with a brake disk. The friction clutch can act on a device for generating hydraulic pressure independent of the direction of rotation, and this pressure can act upon a clamping device for operating friction linings. To press the friction linings against the brake disk, energy is taken from the rotating vehicle wheel by means of the friction clutch and metered to the clamping device with pressure fluid as the energy carrier. The friction brake can be used in passenger cars, for example.

Abstract: A torque transmission device of a four-wheel drive vehicle having a pair of drive shafts includes a hydraulic pump for transmitting torque to both drive shafts through a variable oil pressure generated therein according to the difference in rotational speed between both drive shafts, and a multiple disc clutch for transmitting torque to both drive shafts by a frictional coupling power. The hydraulic pump has a casing and a rotor housed therein. The casing is rotated by one of the drive shafts. The rotor is rotated by the other drive shaft through a transmitting member, a hydraulic piston mechanism and a rotary sleeve. The transmitting member has a clutch operating portion for operating the clutch. When the transmitted torque exceeds a predetermined level, the hydraulic piston mechanism is adapted to move the transmitting member to operate the multiple disc clutch with no intermediary of the casing.

Abstract: A torque transmission device of a four-wheel drive vehicle having a pair of drive shafts includes a hydraulic pump for transmitting torque to both drive shafts through a variable oil pressure generated therein according to the difference in rotational speed between both drive shafts, and a multiple disc clutch for transmitting torque to both drive shafts by a frictional coupling power. The hydraulic pump has a casing and a rotor housed therein. The casing is rotated by one of the drive shafts. The rotor is rotated by the other drive shaft through a transmitting member, a cam mechanism and a rotary sleeve. The transmitting member has a clutch operating portion for operating the clutch. When the transmitted torque exceeds a predetermined level, the cam mechanism is adapted to move the transmitting member to operate the multiple disc clutch with no intermediary of the casing.

Abstract: A torque transmission device has an outer ring and an input shaft rotatably mounted in the outer ring. The outer ring and the input shaft are formed with engaging surfaces so as to be opposite to each other. A cage is rotatably mounted between the engaging surfaces and provided with pockets. The engaging elements are mounted in the pockets and adapted to engage the engaging surfaces when the input shaft and the cage rotate either in a normal or reverse direction relative to each other. Elastic members are mounted in the pockets to hold the engaging elements in a position where they are not engaged. A control shaft is mounted coaxially and rotatably with respect to the input shaft. The cage and the input shaft are coupled together through the control shaft so that a turning torque can be transmitted therebtween. A gap is provided in the direction of rotation at a coupling portion between the input shaft and the control shaft.

Abstract: A multifunctional energy-saving system for vehicles is composed of an automatic clutch mechanism (1) and a control mechanism (2). The automatic clutch mechanism mainly comprises a shaft (4) with a regular prismatic section (5), a hub (6) and a synchronous cage (10) with torque-transmitting elements (12). When the speed of the shaft is higher than that of the hub torque is transmitted between them through the torque-transmitting elements (12). When the speed of the shaft becomes lower than that of the hub, no torque is transmitted between them. The shaft can be engaged with the hub as required at any time responding to the control mechanism. The energy consumption can be considerably reduced with the present system. When the automatic clutch mechanism having a symmetric structure is used in the system and disposed in place of the original differential of a vehicle, the automatic clutch mechanism can further function as a differential with anti-slip capabilities.

Abstract: Disclosed herein is a full meshing gear type variable speed transmission using interlocked gear pairs of the driving and driven gears to transmit power from the mainshaft to the auxiliary axle housing. The mainshaft can only drive the first driving gear through the spiral springs to drive the rest of the other driving gears indirectly. Each spiral spring of the different gear is normally disengaged, when the rotational speed of the auxiliary axle housing is exceeding a set limit, the spiral spring will be engaged with its gears change shift by the automatic gravity type shifting assembly. Each driven gear will also transmit its own power thru the transmission mechanism. Each transmission mechanism allows the driven gear of the higher shift to rotate faster than the driven gear of the lower shift, thus the interlocked pair of gears will not disengage during shifting.

Abstract: A viscous shear coupling for distributing torque between front and rear axles of an all-wheel drive vehicle is provided which comprises a housing, a set of inner blades interdigitating with a set of outer blades, the inner and outer blades being axially spaced apart from each other and axially slidably mounted within the housing, a viscous liquid located within the housing, an adjusting piston within the housing which is axially displaceable so as to adjust the axial distance between adjacent inner and outer blades. The viscous shear coupling further includes a control pressure circuit for delivery of a control pressure fluid to the adjusting piston, a control valve for regulating the delivery of the control pressure fluid to the adjusting piston, and a control device (e.g., a microprocessor) which calculates a desired adjusting piston speed based on driving conditions and adjusts a valve current delivered to the control valve in order to obtain the desired adjusting piston speed.

Abstract: A disk brake has an electromagnetic friction clutch that is brought into controllable frictional engagement with a brake disk. The friction clutch is in form-fitting rotational engagement with a piston of a clamping device for the friction linings associated with the brake disk, the piston is axially displaceable by a key driver that is independent of the direction of rotation. To press the friction linings against the brake disk, energy is provided by the rotating vehicle wheel by the friction clutch and metered to the clamping device. The friction brake can be used in passenger cars, for example.

Abstract: A drive assembly for a four wheel drive vehicle, which drive assembly, during forward driving, automatically assumes a freewheeling position if the speed of the dependent wheel axle is higher than that of the permanently driven axle, with the four wheel drive function otherwise being maintained with a reduced driving torque, even during reversing, the drive assembly providing the freewheeling unit with a second viscous coupling which is connected in parallel and whose torque transmitting capacity is smaller than, or equal to, that of the first viscous coupling.

Abstract: An automatic clutch controller for a vehicle that reduces the oscillatory response to clutch engagement. The automatic clutch controller receives inputs from an engine speed sensor and a transmission input speed sensor and develops a clutch engagement signal controlling a clutch actuator between from disengaged to fully engaged. The clutch engagement signal at least partially engages the friction clutch in a manner to cause the measured transmission input speed to asymptotically approach a reference speed employing an approximate inverse model of this oscillatory response. In a launch mode, corresponding to normal start of the vehicle, the reference speed is the measured engine speed. In a creep mode, corresponding to slow speed creeping of the vehicle, the reference speed is a creep speed reference based on the throttle setting and the engine speed. The two modes are selected based upon the throttle setting.