Abstract: Provided is a chain-drive mechanism for bicycles having a simple configuration and low manufacturing, and capable of transmitting a driving force to a rear wheel when the crank arms rotate forward and reversely. The chain-drive mechanism for bicycle includes: an inner sprocket configured to integrally rotate with a crankshaft of a bicycle; and an outer sprocket disposed coaxially and in parallel with the inner sprocket to be rotatable relative to the crankshaft. An inner freewheel coaxially rotates with the rear wheel of the bicycle, and an outer freewheel is placed in parallel and coaxially with the inner freewheel. A chain runs on the inner sprocket, the outer sprocket, the inner freewheel and the outer freewheel so that the outer sprocket and the inner sprocket rotate in opposite directions and the outer freewheel and the inner freewheel rotate in opposite directions.

Abstract: The outboard motor includes a lower unit that rotatably supports a propeller shaft installed with propellers, and a shift unit that switches a shift position. The lower unit is provided with an upwardly opened shift unit storage chamber and a lid member that covers the upper side of the shift unit storage chamber. The shift unit has a dog clutch that switches the shift position by reciprocating in parallel with the drive shaft, a shift fork member that reciprocates the dog clutch in parallel with the drive shaft, and an actuator that reciprocates the shift fork member in parallel with the drive shaft. The actuator is supported by the lid member.

Abstract: A vehicle automatic transmission of a multistage type having a plurality of shift stages selectively established depending on a combination of engagement and release of multiple engagement elements, comprises: a torque converter coupled to an input rotating member of the automatic transmission; an oil pump coupled to a pump side of the torque converter, at least one of the multiple engagement elements being a meshing engagement element, and the meshing engagement element being at least partially disposed on an inner circumferential side of at least one of the torque converter and the oil pump.

Abstract: A dog clutch mechanism incorporated in an outboard motor includes a sliding clutch dog member splined to a propeller shaft and having recesses on each end face thereof, and a row of gear teeth formed on an end face of each of a pair of driven gears rotatably mounted on the propeller shaft. Each of the recesses has a bottom surface stepped to provide a corner edge at a stepped portion thereof. Each of the gear teeth has a beveled surface formed at a rear edge as viewed from a rotating direction of the driven gear. When the gear teeth are in mesh with the recesses of the clutch dog member, the corner edge of the stepped bottom surface of each recess is in contact with the beveled surface of the mating gear tooth.

Abstract: A transmission having an input shaft and an output shaft, where an input gear is rotatably fixed for common rotation by the input shaft, an output gear is rotatably fixed for common rotation by the output shaft, and a third shaft is disposed generally parallel to the input and output shafts and has an outer surface that includes a splined portion and a non-splined portion. A reverse gear assembly rotatably fixed for common rotation by the third shaft includes a reverse gear, a synchronizer member, an annular retaining member, and a synchronizer spring. The reverse gear is disposed on the third shaft, and has a hub extending from a first side. The reverse gear assembly is selectively axially moveable along the third shaft to engage the input and output gears.

Abstract: A reversing transmission includes a shaft, a retainer, a spacing collar, reversing members, two gears and two covers. The holder is sleeved on the shaft with spaced sliding notches formed thereon. The spacing collar is mounted on an outer surface of the retainer. The reversing members each include two spaced swing plates, with two reversed spiral teeth dented on two diagonal half surfaces of the two spaced swing plates. The reversing members slide into the sliding notches of the holder, with the two swing plates of each reversing member distributed at different sides of the spacing collar. Each of the gears has a group of spiral teeth formed on the inner side for engaging with the group of spiral teeth of the reversing members, and cogs formed on the outer circumference surface. The covers are mounted on two opposite ends of the holder to keep the reversing members in position.

Abstract: A clutch unit includes axially arranged input, output and reverse input gears, and a spring clutch. The input and output gears respectively include radially opposed input and output clutch portions. The spring clutch is tightly bound to the input clutch portion and includes coil springs each having transmission and release hooks. With the transmission hooks in engagement with the output clutch portion, the release hooks are spaced forward from the transmission hooks. From an unlocking state, when the release portion is reverse rotated by distance c while pushing the release portions, the spring clutch is unlocked, and when a reverse rotational portion is reverse rotated by distance b, it engages a reverse rotation engaging portion. When the release portion is further reverse rotated after the spring clutch has been unlocked by distance a, the release portion engages the hook engaging portion and stops. a>b>c.

Abstract: A clutch detent mechanism for an outboard motor includes a ball movable with a clutch dog member, a ball retainer member provided in a propeller shaft for retaining the ball in a predetermined position, and a compression coil spring acting on the ball to resiliently force the ball against the ball retainer member. The ball retainer member has a recessed portion for receiving therein the ball to thereby retain the clutch dog member in a neutral position, a front tapered portion provided on one side of the recessed portion for retaining the ball in a position to keep the clutch dog member in a forward shift position, and a rear tapered portion provided on the other side of the recessed portion for retaining the ball in a position to keep the clutch dog member in a reverse shift position.

Abstract: A drive train is used at least including an input shaft and an output shaft. A clutch member is rotatable by a clutch shaft about an axis of rotation. The clutch shaft is supported for lateral movement along the axis of rotation to move the clutch member to cooperate with the drive train at a first lateral position to cause the output shaft to turn and to move the clutch member to a second lateral position to disengage the output shaft from rotation of the input shaft. A permanent magnet is supported by one end of the clutch shaft and arranged for receiving an external magnetic biasing force along the axis of rotation to selectively move the clutch member between the first and second lateral positions. A traveling shaft can be used to support a selected gear for movement by the permanent magnet to implement transmission and reversing configurations.

Abstract: A marine reduction and reverse gear unit having an output shaft disposed at an acute (or obtuse) angle with respect to an input shaft 7 comprises: a drive gear 15 for transmitting torque from the input shaft 7; first and second driven gears 30, 31 engaged with the drive gear and disposed on the right and left sides thereof to sandwich the drive gear between the first and second driven gears; a reverse gear 16 connected to the drive gear 15 via a reverse hydraulic clutch 16; a first forward speed gear 33 connected to the first driven gear 30 via a hydraulic clutch; a second forward speed gear connected to the second driven gear 31 via a hydraulic clutch; and an output gear 26 fixed on the output shaft and engaged directly with one of the reverse gear 16, first forward speed gear 33 and second forward speed gear 36, or engaged therewith via idle gears to thereby receive the transmitted torque.

Abstract: A hydraulic control apparatus for marine reversing gear assembly for watercraft includes a pressure-reducing valve for adjusting pressure of working oil supplied from a supply pump, and supplying working oil to forward and reverse clutches; a proportional electromagnetic valve for controlling the supply of working oil to a pilot chamber of the pressure reducing valve; and a spring-type switching valve for switching to a circuit for supplying working oil to a control piston chamber for controlling a spring force of the pressure-reducing valve or to a circuit for draining working oil from the chamber; wherein a pressure output from the proportional electromagnetic valve acts upon the switching valve as a pilot pressure; and, when the pilot pressure falls below a predetermined value, the switching valve switches to the circuit for supplying the working oil to the chamber via the spring of the switching valve, fully opening the pressure-reducing valve.

Abstract: A marine transmission provides first and second drive gears that have first and second driving surfaces in contact with first and second quantities of rheological fluid. First and second driven surfaces of a propeller shaft are also in contact with the rheological fluids within first and second cavities. Torque is transmitted between the drive gears and the propeller shaft through the increase in viscosity of the rheological fluid. A dog clutch can also be provided in order to lock the propeller shaft to the driving one of the first and second drive gears after the rheological fluid is used to spin up the propeller shaft to the appropriate speed.

Abstract: A boat propulsion unit minimizes a shock upon switching of an engagement state of a clutch mechanism. The boat propulsion unit includes an upper clutch mechanism that is arranged on an axis of a lower drive shaft and that can be switched between an engagement state (first engagement state) in which driving force of an engine is transmitted to a downstream side, and a half clutch state in which the driving force of the engine is reduced and then is transmitted; and an advance-reverse drive that is disposed on an axis of a front propeller drive shaft and a rear propeller drive shaft and that can be switched between a forward travel engagement state and a reverse travel engagement state (second disengagement state) in which the driving force of the engine is transmitted to a front propeller and a rear propeller in order to propel a boat, and a disengagement state (second disengagement state) in which the driving force of the engine is disengaged.

Abstract: A marine reverse and reduction transmission with modulatable marine transmission clutches including fluid operated nonrotating pistons for effecting clutch engagement by compression of the plates, the pistons generating thrust that is transferred through bearings between the pistons and the rotating clutch packs and gears to the transmission housing parts.

Abstract: A shift apparatus of an inboard-outboard drive in which shift operation can be carried out by electrical means without using known cables such as wires is provided. Solenoid valves 35 and 36 which carry out shifting operation in an oil-hydraulic circuit for operating an hydraulic clutch is attached to an oil-hydraulic control unit 31 in an upper casing 14 of an outer drive apparatus 4, and a waterproof cover 40 which covers the oil-hydraulic control unit 31 and the solenoid valves 35 and 36 are fixed on the upper casing 14. A connector 45 is interposed between electric wires 41, and arranged on a joint portion between a bell housing 18 and an upper casing 14.

Abstract: A clutch mechanism of an outboard motor includes a forward gear and a reverse gear that are always driven in opposite directions by a drive shaft driven by a drive system, and a dog gear disposed around the output shaft. The forward gear, the reverse gear, and the dog gear are provided with a plurality of engaging projections and engaging recesses that can be engaged with each other, with the dog gear being engaged with either the forward gear or with the reverse gear by forceably moving the dog gear toward one side in the axial direction. A drive shaft has a drive gear and is driven by the drive system generating a maximum output power of about 300 ps or more, the forward gear and the reverse gear have input gears respectively which are always engaged with the drive gear, and the engaging projections and the engaging recesses are located radially inside of the input gears and disposed at least seven in a row along a circumference thereof.

Abstract: A marine transmission provides a cylindrical spool valve that is disposed within the gear case of the transmission and has a movable portion that is axially movable in a vertical direction to select forward, neutral, and reverse gear positions of the transmission. A piston assembly provides a primary piston and two auxiliary pistons which cooperate with each other to provide appropriate hydraulic forces which move a dog clutch into engagement with forward or reverse gears or toward a location in non-engagement with neither the forward nor reverse gears. The spool valve is generally cylindrical and disposed within a narrow column portion of the gear case of a marine propulsion system.

Abstract: A drive train is used at least including an input shaft and an output shaft. A clutch member is rotatable by a clutch shaft about an axis of rotation. The clutch shaft is supported for lateral movement along the axis of rotation to move the clutch member to cooperate with the drive train at a first lateral position to cause the output shaft to turn and to move the clutch member to a second lateral position to disengage the output shaft from rotation of the input shaft. A permanent magnet is supported by one end of the clutch shaft and arranged for receiving an external magnetic biasing force along the axis of rotation to selectively move the clutch member between the first and second lateral positions. A traveling shaft can be used to support a selected gear for movement by the permanent magnet to implement transmission and reversing configurations.

Abstract: An electric motor applies torque to a ball and ramp actuator element generating thrust that is transferred through a bearing from the stationary actuator to the rotating clutch pack elements of a marine transmission.

Abstract: Modulatable marine transmission clutches including fluid operated nonrotating pistons for effecting clutch engagement by compression of the plates, the pistons generating thrust that is transferred through bearings between the modulatable pistons and the clutch packs.

Abstract: A bidirectional clutch with opposing output drives mounted over an internal support shaft, and a bidirectional clutch jaw positioned between them. The clutch jaw has opposing cam surfaces which cooperate with cam surfaces on the inside edge of the output drives. The clutch jaw further has forward and reverse driving surfaces which are associated with forward and reverse driving surfaces on the output drives. The clutch jaw moves between the output drives and engages only one output drive at a time. When the clutch is reversed, the cam surface on the output drive which was being driven imparts lateral force to the clutch jaw which moves it away from the active output drive to the inactive output drive. The clutch jaw disengages from the active output drive and then begins rotating the inactive output drive in the reverse direction.

Abstract: The present invention relates to a manual transmission and a shift lug structure thereof where a direct shifting from a first speed to a reverse speed can be is possible.

Abstract: An outboard motor S has: a first drive shaft 31 interlocked with an internal combustion engine, a second drive shaft 32 interlocked with the first drive gear 31, an output gear mechanism 50 driven by the second drive shaft 32, a propeller shaft 17, and a gear case 13 holding the output gear mechanism 50 and the propeller shaft 17 and having a normally submerged gearing holding portion 21. The second drive shaft 32 is disposed rearward of the first drive shaft 31 with respect to a longitudinal direction. The gearing holding portion 21 has a tapered part 21a extending forward from a position corresponding to the second drive shaft 32 and having a front end 21c. The tapered part 21a is tapered toward the front. The disposition of the second drive shaft 32 rearward of the first drive shaft 31 enables forming the gear case 13 in a small size and reduces underwater resistance to the gear case 13.

Abstract: The agitator of the present invention comprises: a drive source; a differential unit; a rotation-direction switching unit; and a brake unit. The drive source generates rotational driving forces. The differential unit and rotation-direction switching unit are positioned in a driving-force transmission path between agitation vessels containing agitation-target material. The brake unit alternately stops the rotation of two rotating shafts extended from the differential unit. Here, the differential unit of the agitator has functions of receiving the rotational driving forces from the drive source and transmitting the rotational driving forces to the two rotating shafts in a differential manner. The rotation-direction switching unit has a function of inverting the rotation direction of the rotational driving forces transmitted to the agitation vessel while the rotation of the rotating shaft is being stopped by a brake.

Abstract: An actuator of a marine propulsion transmission is attached to a movable clutch member through the use of a coupler which comprises a generally spherical member formed as a portion of the actuator and a chuck device formed as part of the clutch member. The generally spherical member, or alternatively shaped component, is received by the chuck device and retained therein. The components are configured to allow relative rotation between the actuator and the clutch member while causing them to move axially in synchrony with each other.

Abstract: Optimization of hydraulically controlled engagement of clutches in marine transmissions by a device having two clutch control pistons, two solenoid valves arranged between the pumps, aid pistons, a bistable valve connected between the solenoid valves and pistons, a control valve arranged on a discharge line leading to a reservoir and-an adjusting device with a spring element is linked to the bistable valve. A shuttle-type sequence valve links the spring element and a solenoid and bistable valve supply line. The-bistable valve is linked to the hydraulic control of the sequence valve to produce a preset pressure drop between the spring element (18) and the pressure side of pumps.

Abstract: A forward/reverse change-over mechanism (3) of an automatic transmission comprises a forward clutch (5) inside a drum (7) with the base (7c) which rotates together with an input shaft (1). The forward clutch (5) engages by driving a piston (9) housed in the drum (7) by the oil pressure of an oil chamber (10) between a base (7c) and the piston (9). Projecting bearings (16) which seat the piston (9) are formed by press-forming at equal angular intervals concentrically with the axial center of the drum (7) in the base (7c). By installing a sensor body (18) which responds to the passage of depressions (17) formed underneath the bearings (16), the forward/reverse change-over mechanism (3) can be made compact and manufactured with a small number of parts and machining steps.

Abstract: An indexing and braking mechanism for a manual transmission having a shifting mechanism and at least one rotatable drive shaft is disclosed. The mechanism includes an indexing mechanism for controlling movement of the shifting mechanism between at least a first position and a neutral position. The indexing mechanism has a plate having a plurality of notches formed thereon, wherein one notch corresponds to the first position and another notch corresponds to the neutral position. A locking mechanism is provided for selectively limiting movement of one of the at least one rotatable drive shaft. The locking mechanism is adapted to selectively engage the plurality of notches to selectively maintain the indexing mechanism in one of the first position and the neutral position. The locking mechanism includes an indexing lever having a contact surface for contacting the rotatable drive shaft.

Abstract: In a shift mechanism for an outboard motor mounted on a stem of a boat and having an internal combustion engine at its upper portion and a propeller at its lower portion that is powered by the engine to propel the boat, having an electric motor installed in the outboard motor, a shift rod rotatably connected to the electric motor, a shifter clutch connected to the shift rod, the shifter clutch being movable by the shift rod from a neutral position to engage with at least one of a forward gear and a reverse gear, and a controller controlling the electric motor to rotate the shift rod such that the shifter clutch engages with the forward gear or the reverse gear, corresponding to an inputted shift instruction made by the operator, there is provided a shock mitigator mitigating shock generated during the shift. The shock mitigator comprises projections formed on the clutch and the forward/reverse gear.

Abstract: A hydraulic system for controlling the engagement and disengagement of a friction element includes a source of line pressure, a source of exhaust pressure, a manual valve having a forward state and a reverse state, connected to the exhaust pressure source and line pressure source and including a first outlet and a second outlet, for opening and closing communication between said outlets and said pressure sources in response to changes in the states, a friction element communicating with the line pressure source through the manual valve in the reverse state, and a control valve including a port communicating with the friction element, the control valve producing control pressure at the port when the manual valve is in the forward state.

Abstract: A variable speed slip clutch is provided. The clutch has an output shaft, a first and second input hub, and output hub, a wrap spring and a control hub. In one embodiment, the clutch includes a source coupler coupled to a first and a second input drive. The output shaft is configured to rotate. The first input hub is coupled to the first input drive and configured to rotate about the output shaft in a first direction. The second input hub is coupled to the second input drive and configured to rotate about the output shaft in a second direction opposite the first direction. The output hub fixed to the output shaft and configured to rotate therewith. The wrap spring has a first and a second end. The first end of the wrap spring is fixed to the output hub such that the first end of the wrap spring rotates with rotation of the output hub. The control hub is coupled to the second end of the wrap spring. In one embodiment a control motor is provided and coupled to the control hub.

Abstract: A multiple speed transmission capable of producing five underdrive gear ratios, one direct drive ratio, four overdrive ratios, and four reverse ratios includes four interconnected planetary gearsets, multi-plate clutches and brakes controlling the gearset elements, and a coupler that changes between forward drive and reverse drive by holding and releasing alternate gearset components against rotation on the transmission case. The transmission in combination with a single-speed transfer case having either an on-demand transfer clutch, or a full-time all-wheel drive system, are formed in an integrated package.

Abstract: A transmission control apparatus includes transmission lines disposed between a pair of transmission shafts and a hydraulic multiple disc transmission clutch disposed on one side of the transmission lines. Power from an engine is transmitted via one of the transmission lines to a traveling unit. Each of the transmission lines has a friction clutch. A first gear mechanism operated by a first actuator is disposed between one of the transmission shafts and the first transmission line. A second gear mechanism operated by a second actuator is disposed between one of the transmission shafts and the second transmission line. When the first transmission line is powered, a first system operates the second gear mechanism into a speed position; the first clutch to a non-transmitting state and the second clutch to a transmitting state, thereby providing a progressive shifting of the transmission clutch from a transmitting state to a semi-transmitting state.

Abstract: A reversible implement including an engine, an axle driven by the engine, a pair of ground engaging wheels with a wheel located at each axle end, a pair of input hubs rotatably fixed to the axle, a pair of wheel hubs with a wheel hub located at each axle end and attached to a ground engaging wheel, and a wrap spring surrounding a portion of each input hub and each wheel hub. Each wrap spring has a relaxed state, wherein the wrap spring is in one of a first position in which the wrap spring is disengaged from the wheel hub, and the input and wheel hubs are not rotatively coupled and a second position in which the wrap spring is engaged with the wheel hub, and the input and wheel hubs are rotatively coupled, and a contracted state, wherein the wrap spring is in the other position.

Abstract: In carrying out a crash-go-astern operation for switching operating means (2a) of a hydraulic clutch mechanism (100) provided to a marine reduction and reverse gear (1) from a forward setting (F) to a reverse setting in a stroke so as to abruptly stop in traveling ahead, a propeller speed (PN) is detected in neutral (N) halfway through the switching and initial fitting pressure (Po) of a reverse driving clutch (90) is calculated by using a map of the initial fitting pressure (Po) of reverse clutch pressure (Pr) formed according to the propeller speed based on a ship load (SL) in advance before switching to the reverse setting (R), the reverse driving clutch (90) is set at the calculated initial fitting pressure (Po) when the operating means is switched to the reverse setting (R), and then the reverse clutch pressure (Pr) is increased to a maximum value (Pm) as an engine speed (EN) increases.

Abstract: A transmission housing having a modulatable power transmission therein which includes a clutch having interleaved clutch plates and having a central power transmitting shaft extending axially through the clutch. The clutch includes a fluid operated movable piston for effecting clutch operation by compression of the plates. The piston has a smaller piston area and a larger piston area, the smaller piston area has fluid flow directed to it at a variable fluid pressure whereby the clutch is modulatable. The larger piston area is adapted to have fluid flow directed thereto to effect maximum and unmodulatable engagement of the clutch. A spring loaded normally closed trigger valve controls fluid flow to the larger piston area in response to fluid pressure above a predetermined amount at the smaller piston area. The trigger valve is mounted on the outside of the transmission housing and is readily accessible for adjustment, for example.

Abstract: An outboard motor incorporates a driveshaft and a propulsion shaft driven by the driveshaft. The driveshaft carries a pinion. The propulsion shaft carries forward and reverse gears. The pinion always meshes with the forward and reverse gear and drives the forward and reverse gears in opposite directions relative to each other. A hydraulic forward clutch mechanism couples the forward gear with the propulsion shaft. A hydraulic reverse clutch mechanism couples the reverse gear with the propulsion shaft. A shift actuator selectively operates the forward clutch mechanism or the reverse clutch mechanism to provide forward, reverse and/or neutral running conditions for the outboard motor.

Abstract: A transmission housing having a modulatable power transmission therein which includes a clutch having interleaved clutch plates and having a central power transmitting shaft extending axially through the clutch. The clutch includes a fluid operated movable piston for effecting clutch operation by compression of the plates. The piston has a smaller piston area and a larger piston area, the smaller piston area has fluid flow directed to it a variable fluid pressure whereby the clutch is modulatable. The larger piston area is adapted to have fluid flow directed thereto to effect maximum and unmodulatable engagement of the clutch. A spring loaded normally closed trigger valve controls fluid flow to the larger piston area in response to fluid pressure above a predetermined amount at the smaller piston area. The trigger valve is mounted on the outside of the transmission housing and is readily accessible for adjustment, for example.

Abstract: A transmission assembly comprising an overrunning clutch assembly comprising a race having an inner annular contact surface, a plurality of sprags provided along the inner annular contact surface of the race, and defining a drive space, means for retaining the plurality of sprags along the inner annular contact surface of the race, a shaft having a drive portion with a drive diameter sufficient to cause rotation of the shaft in response to a rotation of the race when the drive portion is positioned at least partially within the drive space and means for moving the drive portion of the shaft at least partially into and out of the drive space.

Abstract: A gear shift mechanism is provided in which a cam structure comprises a protrusion that is shaped to extend into a channel formed in a cam follower structure. The cam follower structure can be provided with first and second channels that allow the protrusion of the cam to be extended into either which accommodates both port and starboard shifting mechanisms. The cam surface formed on the protrusion of the cam moves in contact with a selected cam follower surface formed in the selected one of two alternative channels to cause the cam follower to move axially and to cause a clutch member to engage with either a first or second drive gear.

Abstract: A shift linkage for a marine drive unit is provided with a groove that is aligned along a path which is nonperpendicular to an axis of rotation of the shift linkage. The groove, and its nonperpendicularity to the axis of rotation, allow a detent ball to smoothly roll or slide along the groove. This relationship helps to maintain the shift linkage in a desired vertical position as it passes from one gear selection position to another.

Abstract: A reversing transmission shiftable under load in which the reversing clutches (1, 2) are automatically evacuated by the flow of pressure medium through the clutch (1, 2) not subjected to pressure wherein bores (9, 24), which in this shifting state, are connected to the oil reservoir (5) are placed at the highest point of the piston chamber. The shifting clutches (1, 2) are configured as negative clutches. For modulating the pressure during a reverse shift, an accumulator (27, 28) is provided from which pressure medium flows out via orifices (25, 29). For inching a valve (30) is provided via which the closed clutch (1, 2) can be subjected to a pressure whose level can be continuously varied.

Abstract: A switchable clamp-type locking mechanism with an output shaft (3) that rotates in relation to a housing (1) is provided. Furthermore, clamping elements, in particular clamping balls or clamping rollers (4) are provided that are pushed by a spring force into a clamping gap (16) in their clamped position and are confined by a smooth track (15) on the housing (1) and by locking ramps (13, 14) on the output shaft (3). A drive shaft (2) to rotate the output shaft (3) is provided. The clamping elements are moved into a release position using a device by means of which the clamping elements are freed to rotate the output shaft (3). A slide (7) that is fixed to the output shaft (3) is form-locked to the housing (1) in the clamped position of the clamping elements and is disengaged from the housing (1) in the release position of the clamping elements.

Abstract: The present invention provides a shift control valve that controls the supply of engagement control hydraulic pressure to a drive friction engagement element and a reverse friction engagement element, having first and second main pressure oil lines (such as oil lines 151, 152, and 155) provided in parallel between a manual valve 58 and an oil line 100 (main pressure supply source) linked to a main regulator valve 50, oil lines 121, 122, and 156 that connect the manual valve 58 to a LOW clutch 11, and oil lines 130, 131, 132, and 133 that connect the manual valve 58 to a reverse clutch 14, and a first linear solenoid valve 86 (linear A) that allows the main pressure to be set as desired being provided to at least one of the first and second main pressure oil lines.

Abstract: A modulatable power transmission clutch including interleaved clutch plates and having a central power transmitting shaft extending axially through the clutch. The clutch includes a fluid operated movable piston for effecting clutch operation by compression of the plates. The piston has a smaller piston area and a larger piston area, the smaller piston area has fluid flow directed to it a variable fluid pressure whereby the clutch is modulatable. The larger piston area is adapted to have fluid flow directed thereto to effect maximum and unmodulatable engagement of the clutch. A spring loaded normally closed trigger valve controls fluid flow to the larger piston area in response to fluid pressure above a predetermined amount at the smaller piston area. The trigger valve is mounted in the shaft and is normally closed so that pressure fluid is directed to the smaller piston area at a variable fluid pressure whereby the clutch is modulatable.

Abstract: A shift mechanism of an outboard engine has a shift cam which is remotely-operable to effect change-over of the direction of rotation of a propeller shaft in a gear case. A shift cam support member is a member separate from and detachably secured to the gear case. The shift mechanism permits use of a single design of the gear case adapted to either a rotary shift cam or a vertically-movable shift cam.

Abstract: A clutch mechanism of an outboard engine provides improved feel of shifting operation while allowing a detent mechanism and a stopper to fully perform their functions. The clutch mechanism has a shift cam which is remotely operable through a clutch rod and a shift rod, so as to switch the direction of rotation of a propeller shaft within a gear case. The clutch mechanism has an assist device acting between the clutch rod and the shift rod. The assist device has a rotary drive member connected to the clutch rod, a rotary driven member connected to the shift rod and driven by the drive member, and an elastic member disposed to act between the drive member and the driven member.

Abstract: The present invention provides a shift control valve that controls the supply of engagement control hydraulic pressure to a drive friction engagement element and a reverse friction engagement element, having first and second main pressure oil lines (such as oil lines 151, 152, and 155) provided in parallel between a manual valve 58 and an oil line 100 (main pressure supply source) linked to a main regulator valve 50, oil lines 121, 122, and 156 that connect the manual valve 58 to a LOW clutch 11, and oil lines 130, 131, 132, and 133 that connect the manual valve 58 to a reverse clutch 14, and a first linear solenoid valve 86 (linear A) that allows the main pressure to be set as desired being provided to at least one of the first and second main pressure oil lines.

Abstract: A coupling control device for a coupling has at least one valve for controlling at least one coupling, and at least one throttle arrangement arranged between the at least one valve and the at least one coupling.

Abstract: An electro-hydraulic transmission control has a pair of solenoid valves which are energized individually to provide a forward drive or a reverse drive. A mode mechanism downstream of the solenoid valves is actuated to a forward or reverse mode depending on which solenoid is actuated. The hydraulic fluid downstream of the solenoid valves is also effective to actuate one of two disable valves. When the forward solenoid is selected, the reverse disable valve is actuated and vice versa. In the event that hydraulic pressure is inadvertently directed to the forward and reverse drives simultaneously, both disable valves are actuated and the transmission control is placed in neutral.