Abstract: An actuating assembly includes a body; a plunger axially movable with respect to the body; a linear actuator configured for being activated to axially move the plunger in a first direction into engagement with the body such that the plunger and body are rotationally fixed with respect to each other; a barrel movable with respect to the body for contacting the plunger and the body depending on an axial position of the plunger; and a spring for biasing the barrel toward the plunger. The barrel is configured such that the spring forces the barrel into circumferential engagement with the body in two different axial positions of the barrel with respect to the body when the linear actuator is inactive depending on a rotational orientation of the barrel.

Abstract: A vehicle axle includes first and second wheel hubs, first and second shafts, a hub lock, and a plug assembly. The first and second shafts extend into the first and second wheel hubs, respectively. The hub lock is configured to selectively couple the first shaft to the first wheel hub. The plug assembly is fixedly coupled to the second wheel hub and is fixedly coupled to the second shaft such that the second wheel hub, the second shaft, and the plug assembly rotate in unison.

Abstract: A failsafe multimode clutch assembly is positioned in a powertrain of a rotorcraft. The clutch assembly includes a freewheeling unit having input and output races. The freewheeling unit has a driving mode in which torque applied to the input race is transferred to the output race and an overrunning mode in which torque applied to the output race is not transferred to the input race. A bypass assembly has an engaged position that couples the input and output races of the freewheeling unit. An actuator assembly must be energized to shift the bypass assembly from the engaged position to a disengaged position. In the disengaged position, the overrunning mode of the freewheeling unit is enabled such that the clutch assembly is configured for unidirectional torque transfer. In the engaged position, the overrunning mode of the freewheeling unit is disabled such that the clutch assembly is configured for bidirectional torque transfer.

Abstract: A failsafe multimode clutch assembly is positioned in a powertrain of a rotorcraft. The clutch assembly includes a freewheeling unit having input and output races. The freewheeling unit has a driving mode in which torque applied to the input race is transferred to the output race and an overrunning mode in which torque applied to the output race is not transferred to the input race. A bypass assembly has an engaged position that couples the input and output races of the freewheeling unit. An actuator assembly must be energized to shift the bypass assembly from the engaged position to a disengaged position. In the disengaged position, the overrunning mode of the freewheeling unit is enabled such that the clutch assembly is configured for unidirectional torque transfer. In the engaged position, the overrunning mode of the freewheeling unit is disabled such that the clutch assembly is configured for bidirectional torque transfer.

Abstract: A blind rivet nut for connecting two components by means of a screw connection includes a rivet shank. The rivet shank has an internal thread, at the axial first end of which a deformation portion configured to produce the riveted joint is arranged. At the axial second end of the rivet shank there is arranged a rivet head with a contact face that allows an adjacent component face to lie against. The supporting surface has a radial extent which is greater than or equal to 1.5 times and less than or equal to 2 times the radial extent of the rivet shank.

Abstract: A coupling member for an engageable coupling assembly includes a coupling face having at least one pocket. Each pocket is sized and shaped to receive and nominally retain a locking member that lays down in its pocket during an overrunning condition of the assembly at a laydown angular velocity of the coupling member about a rotational axis of the assembly. Each pocket has a pocket axis which is angled with respect to a normal to a centerline of the coupling member to improve locking member dynamics with regards to strut laydown speed during the overrunning condition.

Abstract: A component arrangement comprising a first component, a second component, at least one screw means and at least one blind rivet nut for insertion into a wall of the first component and for coupling to at least one second component is provided. The blind rivet nut has a rivet head, and the sum of a diameter of the rivet head and twice a spacing between the second component and rivet head corresponds to 0.7 to 1.2 times a diameter of a bead-like protuberance of the blind rivet nut, the second component, in the coupling region, being in contact with the first component only in sections, the second component having a spacing from a rivet head of the blind rivet nut within a plane which is parallel to a contact surface between rivet head and first component. The spacing is greater than a wall thickness of the first component.

Abstract: A one way overrunning clutch capable of fully disconnecting a drive and driven members during overrunning by utilizing helical teeth or utilizing jaw teeth. Both assembly types provide a drive connection in one rotational direction and allow for overrunning in the opposite rotational direction. Both helical and jaw tooth coupling systems contain a spring loaded actuating plate allowing it to move along either assembly's common axis, enabling components connected to the drive or driven to be completely unconnected when overrunning occurs under certain operating conditions.

Abstract: A clutch mechanism for a vehicle drive uses a drive gear having an interface element rotatable therewith, and a hub driving an output shaft. A ring is disposed proximate to and selectively engagable with the interface element. An adjustment mechanism moves the ring between an engaged position with the interface element to transfer rotational force from the drive gear to the shaft, and a disengaged position in which the ring is disengaged from the interface element. At least one spring engaged to the hub and the ring biases the ring to the engaged position.

Abstract: A multi-speed transmission includes a first power transmission module driven by an input shaft. A second power transmission module is driven by the first power transmission module. A third power transmission module is driven by the second power transmission module and drives an output shaft. Each power transmission module includes an actuation mechanism and a planetary gearset. Each actuation mechanism controls the output of its respective planetary gearset to one of a first gear ratio and a second gear ratio. One of the actuation mechanisms includes a clutch and a spring biasing a member to rotate and cause a corresponding actuation of the clutch. The clutch causes two members of the respective planetary gearset to rotate at substantially the same speed and provide the first gear ratio. The actuation mechanism selectively restricts the member from rotating and prevent actuation of the clutch to provide the second gear ratio.

Abstract: In a drive device for opening and or closing the hatch of a motor vehicle, the drive including a spindle drive with a threaded spindle and a nut, with a clutch arranged between the rotary drive and the spindle drive, the clutch includes a shifting element, a clutch element, and a clutch disk non-rotatably connected to the threaded spindle. The shifting element is rotatably drivably connected to the rotary drive. The shifting element has an axially oriented helical first ramp and the clutch element has an axially oriented helical second ramp in opposed contact with said first ramp. Relative rotation of the shifting element and the clutch element causes relative axial displacement of the shifting element and the clutch element against a spring force. The clutch element has a clutch area movable into non-rotatable engagement with the clutch disk in response to the relative axial displacement of the shifting element and the clutch element such that the rotary drive for the spindle drive also operates the clutch.

Abstract: A clutch mechanism may be positioned in engagement with a slave sprocket of a drive train and a hub of a flywheel to create a frictional engagement between the sprocket and the hub, and to establish a break-free force threshold. When the drive train is actuated in the forward direction, the slave sprocket and the hub may move together, and when the drive train is actuated in the rearward direction under the influence of a force greater than the break-free force threshold, the clutch mechanism may slip between the slave sprocket and the hub, allowing the slave sprocket and the flywheel to move independently of one another. The clutch mechanism may also include a spring tensioner whereby the break-free force may be adjusted.

Abstract: Device suitable for transmitting torque from a first shaft to at least one second shaft, wherein the first shaft is mechanically connected to a first cylindrical sleeve which can be mechanically coupled or uncoupled with a second sleeve mechanically connected to the second shaft and arranged in coaxially around the first sleeve, by extracting or retracting, respectively, a mobile tooth which can rotate in a seat made in the first sleeve, a third sleeve being arranged in a coaxial and rotating manner around the first sleeve and being provided with braking elements, wherein the mobile tooth is provided with a cursor suitable for sliding in a substantially radial manner in a groove made in the third sleeve, so that the relative rotation of the third sleeve with respect to the first sleeve causes the extension or the retraction of the mobile tooth according to the direction of this relative rotation.

Abstract: An active bi-directional overrunning clutch that includes an oil housing. The clutch also includes a flange rotatably supported with respect to the oil housing. An input shaft is connected to the flange. The clutch further includes a plurality of rollers contacting the input shaft and a coupling. A roller cage positions the plurality of rollers with respect to the input shaft and coupling. The friction ground ring is in contact with the roller cage. The clutch also includes a worm gear in contact with the friction member.

Abstract: An active bi-directional overrunning clutch that includes an oil housing. The clutch also includes a flange rotatably supported with respect to the oil housing. An input shaft is connected to the flange. The clutch further includes a plurality of rollers contacting the input shaft and a coupling. A roller cage positions the plurality of rollers with respect to the input shaft and coupling. The friction ground ring is in contact with the roller cage. The clutch also includes a worm gear in contact with the friction member.

Abstract: A vent system for use in a driveline component of an automotive vehicle. The driveline component includes a housing and a bi-directional clutch rotatably supported within the housing. The driveline component includes a vent system which has a vent that is secured to the housing and an orifice within a top portion of the housing. The vent system also includes a recessed pocket formed on an inner surface of the housing at or near the vent. The vent system also includes a grounding element that is arranged within the recessed pocket adjacent to the orifice in the housing of the rear driveline module. The vent system is used to allow for venting of high pressures developed during high speed rotation of driveline modules within a drivetrain system of a automotive vehicle without allowing the expulsion of a lubricating fluid from the oil housing.

Abstract: A clutch control for shifting a vehicle drive system as between automatic four-wheel drive, locked four-wheel drive and two-wheel drive. An engagement system for engaging drive and driven components of the drive system may include roller clutch engagement or pawl clutch engagement. The clutch system is provided with a coupling mechanism for coupling the engagement member to ground or to the driven member to thereby achieve automatic four-wheel drive and locked four-wheel drive, respectively. The engagement member is decoupled from both ground and the driven member to achieve two-wheel drive.

Abstract: A bi-directional overrunning pawl-type clutch having a driving member mounted for power rotation, a driven member mounted for rotation adjacent the driving member, with each of the driving and driven members having pawl engaging shoulders, and a plurality of rigid pawls interposed between the driving and driven members. A control element is mounted for shifting movement between the driving and driven members to control the position of the pawls which are yieldably biased toward positions of engagement extending between the driving and driven members to produce driving engagement therebetween. The control element is shiftable to various positions to permit driving and overrunning in one direction or driving and overrunning in the opposite direction dependent upon the direction of rotation of the driving member.

Abstract: Shifting device for a turning gear transmission having an automatic change of transmission ratio when a change in direction of a driving shaft occurs, including two driving gearwheels disposed coaxially with respect to the driving shaft, the driving gearwheels being of different diameters and, respectively, being disconnectable from the driving shaft, and a driven shaft having two driven gearwheels firmly connected thereto and being in continuous pair-wise engagement with the driving gearwheels, further includes a pawl holder rotatably mounted on the driving shaft, the driving gearwheels being rotatably mounted on the pawl holder, at least one pair of pawls held by the pawl holder, and a device for causing the pair of pawls, contingent upon the respective direction of rotation of the driving shaft, to effect an entrainment of one of the driving gearwheels in a different direction of rotation.

Abstract: A hub lock device for converting a vehicle between four-wheel and two-wheel drive, the hub lock being actuated by automatic actuation or manual actuation. A sliding clutch ring that engages and disengages the wheel and axle is trapped in a cage. An extender bar from the cage has a hook end that hooks over the edge of a nut. The nut is moved between inner and outer positions by a manual dial. In the outer position, the nut forces the cage, through engagement of the hook end, to the position whereat the clutch ring is urged to interlock the axle and wheel. In the inner position the nut releases the cage, i.e., the hook can extend between an inner and outer position, to permit automatic actuation. The automatic actuation includes cam actuation wherein the spindle nut provides the cam actuator and brake surface for secondary cam actuation.

Abstract: A rotationally-dependent free-wheeling coupling for a motor vehicle comprises a first ring which constitutes a driving element in the 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 therebetween in both directions of torque flow, a cage which holds the clamping elements, and a friction element which causes the cage to rotate with the second ring. The rotationally-dependent free-wheeling coupling further comprises a latch which acts between the first ring and the cage, the latch being mounted for swiveling movement on an axle and entering a recess in the cage, the recess having a wall which constitutes a stop for the latch and defining a neutral (free-wheeling) position, a retaining spring which presses the latch into the recess of the cage, and a slipping spring.

Abstract: This invention relates to a clutch device for a transmission wheel and a transmission shaft. Two brake rings surround a hub axle and are contained in a brake hub. The first brake ring is intermediate the hub axle and the second brake ring and arranged so that, due to a time differential of braking by an external force on the two brake rings, a bevel canal in the first brake ring braces against a loose pin inserted in the hub axle, forcing the loose pin to part from the transmission wheel. This achieves the purpose of separating the transmission wheel and the transmission shaft in order to instantly stop the work done by the transmission shaft, and is particularly effective with common machine tools. It may be used with a magnetic solenoid or a manual trigger control, pre-regulating the bolts for the slackness and tightness of brake linings, to successive action with a proper time differential.

Abstract: A spring clutch includes a driving hub attached to a drive shaft, a driven hub to which a mass to be rotated is attached, and first and second helical clutch springs which are engageable to interconnect the driving hub and the driven hub, the first helical clutch spring including a first portion of smaller diameter which is in preloaded contact with the driven hub and a second portion of larger diameter which has a radially outwardly-extending end, and the second helical clutch spring being in preloaded contact with the driving hub and including a radially outwardly-extending end. A rotatable clutch sleeve is connected to the end of the first helical clutch spring and is movable by a pivot lever to interconnect the end of the first helical clutch spring with the end of the second helical clutch spring so that rotation of the second helical clutch spring will cause rotation of the first helical clutch spring and thus the driven hub.

Abstract: These drive connections with freewheel mechanisms, especially provided for advancing and reversing operation of all-wheel vehicles, have at their disposal fully self-acting reversing shift rings (13) depending exclusively on the respective direction of rotation of the shafts (1, 2) serving as sensors of direction of rotation (22) after the reversal operation there are provided locking elements that become entirely free from torque transmission and have controlling forces dependent on direction of rotation (helical toothing, tiltable ratchets, detent balls, etc.) on a shift ring (13) which is movable by the sensor of direction of rotation (22).

Abstract: A clutch for a power door lock includes an input gear wheel which is formed as a hollow cylindrical input gear wheel, a cam arranged in the input gear wheel and connected thereto, an output gear wheel with coupling drum, and a resilient coupling element controlled by the cam and adapted to be spread. The coupling element is provided with actuating projections. When the clutch is engaged, the actuating projections operatively contact the interior wall surface of the coupling drum. The input gear wheel is journaled on a driving sleeve at which is connected on the one hand a driving disc with driving pins adapted to engage in the coupling element and also a brake disc with an annular spring mounted thereon, to which annular spring is coordinated a stop. The coupling element is a unitary component having a substantially rectangular, elastically deformable frame which inherently is formed as a reset spring, and at two opposite sides of which are provided the actuating projections.

Abstract: A wheel hub clutch assembly which includes a cylindrical body attached to a wheel hub, an inner sleeve contained within the body and fixedly mounted on a driveable axle, a clutch member splined to the inner sleeve to be maintained in a first position in which external splining of the clutch member is disengaged from internal splining of the body to uncouple the wheel hub from the axle and to be axially moved from the first position to a second position in which the external splining is engaged with the internal splining to couple the wheel hub to the axle, a cam ring formed at one side thereof with a cam face and rotatable on the inner sleeve, a cam follower splined to the inner sleeve between the clutch member and the cam ring to cooperate with the cam face of the cam ring to be moved to and from the clutch member in response to rotation of the inner sleeve, and a return spring for loading the cam follower toward the cam face of the cam ring, wherein the cam follower is operatively connected to the clutch me

Abstract: A wheel hub clutch assembly which includes a body attached to a wheel hub, an inner sleeve contained within the body and fixed to a driveable axle, a clutch member splined to the sleeve to be maintained in its disengaged position during operation for two-wheel drive and to be engaged with the body in clutching operation to couple the wheel hub to the axle for four-wheel drive, a cam ring formed at one side thereof with a cam face and rotatable on the sleeve, a cam follower splined to the sleeve and oepratively connected with the clutch member, the cam follower being loaded toward the cam ring to cooperate with the cam face so as to move the clutch member to its engaged position in response to rotation of the sleeve, a brake assembly for applying the brake to the cam ring by engagement therewith in response to rotation of the cam follower, and a slide ring rotatably coupled over the cam ring and associated with the cam follower and brake assembly for releasing the brake by engagement with the brake assembly wh

Abstract: A clutch assembly comprising a cylindrical body having first clutch teeth and fastened to a wheel hub. A sleeve member is fixed to an outer end of a drive axle and is located within the cylindrical body. A clutch member is formed with second clutch teeth and is axially slidably mounted on the sleeve member for rotation therewith. A cam ring operatively coupled with an outer end of a stationary axle tube for the drive axle is rotatable on the sleeve member. A cam follower ring is axially slidably mounted on the sleeve member for rotation therewith. The cam follower ring is cooperable with the cam ring to be displaced toward the clutch member in response to rotation of the drive axle. A connecting member is engaged with the cam follower ring and the clutch member to permit relatively axial movement between the cam follower ring and the clutch member. The cam ring has at least two stages of cam rise face cooperable with the cam follower ring.

Abstract: In a crankshaft operated brake actuating device for bicycles, a brake operating lever extends through the lower bracket from a yoke contacting the crankshaft. A light weight spring clutch transmits torque from the crankshaft to the lever upon back pedalling, and reaction from the torque causes the lever to tilt and engage a strap clutch locking the lever to the crankshaft as the braking forces are increased.

Abstract: A pedal crankshaft operated actuator for a bicycle brake is formed by a yoke having a jaw engageable with one side of the crankshaft, a link pivotally connected to the yoke and having a jaw engageable with the other side of the crankshaft, and a pair of light spring coils surrounding the crankshaft and having a bight engaging the link outwardly of the jaw so that rotation of the crankshaft in a reverse direction locks the spring to the crankshaft and causes the jaws of the link and the yoke to seize the crankshaft. The link folds relative to the yoke to enable the assembly to be inserted into the pedal crankshaft housing, until a lever arm attached to the yoke drops through an aperture in the housing.

Abstract: A four-wheel drive mechanism for a front-wheel drive vehicle includes a final drive mechanism driven from the output shaft of the engine, which transmits power through a differential to the front drive wheels, and through a gear set and an overrunning clutch to the rear axleshafts. The gear ratio of the gear set is established so that the outer race of the clutch is driven slower than the speed of the front drive wheels so that the rear axleshafts in normal driving conditions are not driven. If, however, the front wheels slip relative to the road surface, the clutch will transmit power to the rear axleshafts or to one rear axleshaft that turns slower than the rear axleshaft. A roller cage retains the rollers and is biased by a spring into contact with a drag surface that is selectively connected to and disconnected from the casing of the drive mechanism.

Abstract: A redundant drive having primary and secondary load paths may have a torque sensor to indicate a failure of the primary load path and make a drive connection for transmitting torque through the secondary load path.The positive engagement torque sensor has a pair of adjacent facing plates connected to coaxial shafts of the secondary load path, with one plate having a series of circularly-arrayed pairs of spaced-apart openings and the other plate having a series of circularly-arrayed movable pins engageable with the first plate and movable within a dead zone between openings of a pair of openings. When there is a failure in the primary load path, the movable pins move into the openings to lock the plates together and provide for torque transmission through the secondary load path.

Abstract: A wheel hub clutch assembly comprises a cylindrical body formed therein with a first set of clutch teeth and fastened to a wheel hub, a sleeve member fixed to the outer end of a drive axle and located within the body, a clutch member formed with a second set of clutch teeth and axially slidably mounted on the sleeve member for rotation therewith, a cam ring operatively coupled with the outer end of a stationary axle tube for the drive axle and rotatable on the sleeve member, a cam follower ring axially slidably mounted on the sleeve member for rotation therewith and cooperable with the cam ring to be displaced toward the clutch member in response to rotation of the drive axle, and a connecting member engaged with the cam follower ring and the clutch member to permit relatively inward movement between the cam follower ring and clutch member.

Abstract: This auxiliary control device for manually and rotatably driving, for example in case of failure of the current supply system, a motor and reduction gear unit kinematically connected for example to a winding door or grille, a sectional door, or the like, comprises a pulley adapted when rotated to cause the axial movement of a sliding member through the medium of a cam device disposed across the pulley and the sliding member. This sliding member comprises on the one hand a set of dogs of a first half-coupling which are adapted to engage the dogs of another set rigid with the main driven shaft, and on the other hand noses adapted to engage guiding projections formed on a rotary braking member disposed coaxially to the pulley. When the dogs of the two sets engage each other the noses are fully disengaged from the guiding projections and thus the rotary braking member does not exert any antagonistic torque likely to counteract the actuation of the auxiliary control device.

Abstract: A recoil starter mechanism (10) mounted in axial alignment with the flywheel (12) of an internal combustion engine has a drive plate (16) with clutch teeth (34) which moves axially when rotated to engage clutch teeth (17) on the flywheel and rotate the flywheel (12) to start the engine. The drive plate (16) is driven axially and rotationally by ramps (30) on the starter pulley (14) when the starter rope (24) is pulled. A brake plate (18) frictionally engaging the starter housing (13) has arms (37) engaging the drive plate to resist rotation of the drive plate (16), thereby forcing the drive plate to move axially as the starter pulley (14) is rotated.

Abstract: An electromagnetic spring-wound clutch comprising a driving member, a driven member axially aligned with the driving member, a coil spring mounted around both the driving and driven members, a first clutch armature member interposed between the driving member and the coil spring and operatively connected to the coil spring, and at least one second clutch armature member rotatably interposed between the first clutch armature member and the driving member. When the clutch is actuated, the first, second clutch armature members and the driving member are brought into frictional engagement with each other, immediately after occurrence of slight slips between the second clutch armature member and the driving member and between adjacent ones of the first clutch armature member and the at least one second clutch armature member.

Abstract: A spring clutch mechanism for use in an electrophotographic copying machine includes a first boss connected to a driving shaft and a second boss connected to a driven shaft. The driving shaft and the driven shaft are co-axially disposed so that the two bosses confront each other. A coil spring is disposed around the two bosses. A first sleeve is disposed around the coil spring. One end of the coil spring is fixed to the first boss and the other end of the coil spring is fixed to the first sleeve. A second sleeve is slidably mounted on the first sleeve. A rubber plate is secured to the second sleeve so that the rubber plate confronts the flange of the second boss. In the non-transmitting mode, the first and second sleeves and the coil spring are rotated in unison with the first boss, but the second boss is not rotated. When the second sleeve is depressed toward the flange of the second boss, the rubber plate contacts the flange to brake the rotation of the second and first sleeves.

Abstract: A freewheel hub assembly has a wheel hub rotatably supported by a bearing on a steering knucle and a freewheel mechanism is provided for connecting the wheel hub with a driving axle in such a manner that a rotating torque can be transmitted from the axle to the wheel hub but the wheel hub is freely rotatable when the axle is not rotating. The freewheel mechanism includes a roller cage carrying a plurality of rollers. A retarder shoe is attached to one axial end of the cage. The one end of the cage is formed with a plurality of circumferentially spaced axial cutouts to provide a plurality of axial projections and the retarder shoe is formed with cutouts complementary to the axial projections of the cage so that the retarder shoe can be axially slidably fitted to the cage.

Abstract: A fan clutch for a vehicle engine connects the engine cooling fan with the engine when the cooling effect of the engine fan is necessary and disconnects the fan when its cooling effect is not necessary. The clutch includes a driven member and a driving member and a belt carried by the driving member and rotatable therewith which is adapted to engage the driven member when the clutch is to be engaged. The driven member comprises a pair of relatively rotatable, axially extensible portions, so that when the belt is in driving engagement with the driven member, relative rotation between the portionsextends the same so that engagement surfaces on one of the portions and on the driving member are brought into engagement, thus connecting the driven and driving members.

Abstract: This invention relates to an improved automatic four-wheel drive clutch of the type forming the subject matter of my copending application U.S. Ser. No. 180,699, now U.S. Pat. No. 4,369,868, but differing therefrom in that instead of employing axially-spaced toothed cam surfaces with toothed cam followers forming an operative connection therebetween effective upon relative rotation to move a drive member into and out of driving engagement with a driven element, circumferentially-spaced coaxial cam rings carrying opposed pairs of overlapped oppositely opening generally V-shaped track-forming grooves operatively interconnected by a single ball between each pair is used to shift the drive element axially between its engaged and disengaged positions.

Abstract: The disclosure relates to an automatic four-wheel drive clutch characterized by a sliding gear subassembly having a toothed ring, a cam ring with concave toothed cans opposing the latter, and springs biasing them apart. The toothed ring is movable along the axle into meshed engagement with an opposed ring of teeth carried by a driven element that turns with the front steerable wheel. A first biasing element normally urges the sliding gear subassembly into disengaged position while a subassembly including a set of toothed rollers mounted for rotation within an annular gap left between a pair of concentric sleeve bearings mesh with a ring of teeth on a thrust plate defining a circular track for the rollers to run around while traveling along the cams.

Abstract: A hub clutch for wheels of a four-wheel drive vehicle need not be operated by the driver from the exterior of the vehicle. The hub clutch comprises a sleeve drive clutch member fixed to a drive shaft, a slide clutch member engaged to the drive clutch member through splines formed thereon and movable in the axial direction, and a driven clutch member adapted to be connected to or disconnected from the slide clutch member by axial movement thereof. A retainer is engaged to a stationary system, and a cam mechanism is provided for moving the slide clutch member in the axial direction, thereby carrying out a clutch connection when relative rotation is present between the retainer and the slide clutch member, and for releasing the clutch connection when the relative rotation becomes absent and a drive is provided from the driven clutch member side.

Abstract: An actuator system for a two-way overrunning roller clutch system includes a resilient torque transfer element which couples a wheel spindle and an aactuator ring. The torque transfer element minimizes potential damage due to misalignment between actuator and spindle parts. The actuator ring is banded by coiled garter springs to provide for frictional resilient engagement thereof with a clutch friction ring, the latter having its external circumference in mating contact with the internal circumference of the actuator ring. The degree of friction between the actuator and friction rings is controlled by garter spring tension to produce desired clutch actuation response.

Abstract: A hub clutch for wheels of a four-wheel drive vehicle need not be operated by the driver from the exterior of the vehicle. The hub clutch comprises a sleeve drive clutch member fixed to a drive shaft, a slide clutch member engaged to the drive clutch member through splines formed thereon and movable in the axial direction and a driven clutch member adapted to be connected to or disconnected from the slide clutch member by axial movement thereof. A retainer is engaged to a stationary system. Resilient means biases the slide clutch member in an axial direction of the drive shaft. A cam mechanism moves the slide clutch in the axial direction, thereby carrying out a clutch connection when relative rotation is present between the retainer and the slide clutch member, and releasing the clutch connection when the relative rotation becomes absent and a drive is provided from the driven clutch member side.

Abstract: A clutch for engaging a driving member with a driven member automatically upon application of torque to rotate the driving member in either direction, for maintaining engagement in either the drive or coast mode of operation and during the transition between drive and coast, for maintaining engagement in either forward or reverse operation and during the transition between forward and reverse, and for disengaging automatically upon interruption of the torque and slight rotation of the driving member in the opposite direction. The clutch includes a mechanism for developing high frictional drag upon initial rotation of the driving member to effect clutch engagement, and low frictional drag thereafter to conserve power.

Abstract: A clutch for engaging a driving member with a driven member automatically upon application of torque to rotate the driving member in either direction, for maintaining engagement in either the drive or coast mode of operation and during the transition between drive and coast, for maintaining engagement in either forward or reverse operation and during the transition between forward and reverse, and for disengaging automatically upon interruption of the torque and slight relative rotation of the members. The clutch includes a mechanism for developing high frictional drag upon initial rotation of the driving member to effect engagement, and low frictional drag thereafter to conserve power. The clutch also includes a preloading mechanism so that if engagement should be blocked, it will be completed automatically when the blockage is relieved. The clutch further includes a mechanism tending to resist initial rotation of the driving member so that a false torque signal does not cause engagement.

Abstract: A semi-automatic roller type locking clutch for use between concentric rotational driving and driven members comprises a semi-automatic locking means and a manually activated locking means. The semi-automatic locking means is adapted to displace a plurality of rollers each disposed within a plurality of grooves circumferentially disposed on one member up onto one edge of the grooves and into contact with one edge of each of a plurality of grooves disposed on the other member whenever the driving member rotates faster than the driven member. The manually activated locking means is adapted to urge a clutch ring member slidably splined to one member into splined engagement with the other member when the members are nonrotational with respect to each other.

Abstract: A clutch adapted for use in a four-wheel drive vehicle or the like and between concentric driving and driven members having a plurality of axially extending grooves opening radially toward the other member. A plurality of rollers are disposed within the grooves. Torque responsive means moves the rollers radially out of the grooves to one edge thereof and into contact with the driven member, thereby locking the driven member to the driving member whenever the driving member rotates faster or slower than the driven member. Means responsive to the driven member rotation displaces the rollers from one edge of the grooves to a position on the opposite edge of the grooves and into re-engagement with the driven member, thereby locking the driven member to the driving member whenever the driving member attempts to rotate slower than the driven member.

Abstract: A clutch for engaging a driving member with a driven member automatically upon application of torque to rotate the driving member in either direction, for maintaining engagement in either the drive or coast mode of operation and during the transition between drive and coast, for maintaining engagement in either forward or reverse operation and during the transition between forward and reverse, and for disengaging automatically upon interruption of the torque and slight rotation in the opposite direction.

Abstract: A normally disengaged helical spring clutch in which a connection between the control sleeve and the endmost one of the coils of the spring that encircle the hub of the driven element prevents that endmost coil from contacting any part of the driven element when the clutch is disengaged, and in which a reduction in diameter of the end portion of the hub of the driving element brings about a more effective torque transmitting connection between the driving and driven elements when the clutch is engaged and, by the same token, increases the shape-restoring force in the coils of the spring that encircle the contiguous end portions of the hubs, and thereby assures rapid and positive disengagement of the spring from the hub of the driven element.