Abstract: A torque transfer mechanism is provided for controlling the magnitude of a clutch engagement force exerted on a multi-plate clutch assembly that is operably disposed between a first rotary and a second rotary member. The torque transfer mechanism includes a clutch actuator for generating and applying a clutch engagement force on the clutch assembly. The clutch actuator includes a wedge fork having a gear rack segment and a tapered tang segment and a reaction block defining a tapered edge in sliding engagement with the tapered tang segment. An electric motor drives a pinion that is meshed with the gear rack to cause bi-directional linear movement of the wedge fork which causes corresponding sliding movement of the reaction block relative to the clutch assembly.

Abstract: A transfer case having an input shaft driven by a powertrain, a first output shaft adapted for connection to a first driveline, a second output shaft adapted for connection to a second driveline, an interaxle differential operably disposed between the input shaft and the first and second output shafts, and a torque transfer mechanism. The torque transfer mechanism includes a friction clutch assembly operably disposed between the first output shaft and the second output shaft, and a clutch actuator assembly for generating and applying a clutch engagement force to the friction clutch assembly. The clutch actuator assembly includes an electric motor, a geared reduction unit, and a clutch apply operator. A control system including vehicle sensors and a controller are provided to control actuation of the electric motor.

Abstract: An apparatus which can effect relative movements between first and second parts that are rotatable relative to each other between several positions utilizes a helix having a stack of convolutions and being non-rotatably associated with one of the parts, a follower (such as a pin or an eccentric or an annulus of rolling elements) which is arranged to extend between at least two convolutions of the helix and is affixed to the other part, an electric or fluid-operated or other suitable motor which serves to rotate at least one of the parts relative to the other part, a further part (such as the release bearing for a clutch in the power train of a motor vehicle) which is movable axially with and relative to the first part, and a coupling device serving to separably connect the further part to the first part except in at least one selected position of the second part relative to the first part. Such arrangement facilitates convenient separation of the clutch from the means for operating the release bearing.

Abstract: A rotary-to-linear actuator includes two thrust plates. One of the thrust plates has three roller assemblies secured thereto. The roller assemblies are equiangularly spaced and disposed at separate radii. The other thrust plate has three ramps formed thereon in juxtaposed relation to respective ones of the roller assemblies. One of the thrust plates is rotatable relative to the other whereby the action between the roller assemblies and the ramps causes the rotary action of the one thrust plate to induce linear movement in the other thrust plate. The radially spaced roller assemblies and ramps permit substantially 360 degrees of rotation at the rotatable plate during linear movement of the other plate.

Abstract: A torque transfer mechanism for controlling the magnitude of a clutch engagement force exerted on a clutch pack that is operably disposed between a first rotary member and a second rotary member includes an actuator having an inner sleeve, an outer sleeve, and a plurality of balls. The inner sleeve is supported for rotation relative to the first rotary member and each of the inner and outer sleeves includes a spiral groove aligned with the other. The balls are positioned within the spiral grooves between the inner and outer sleeves. An electric motor selectively rotates one of the inner and outer sleeves so as to induce axial movement of the other of the inner and outer sleeves to engage the clutch.

Abstract: A clutch actuator unit comprises a housing (8, 9), a screw mechanism and an actuator head which at one end engages the screw mechanism (1, 2) and at the other end has an actuating end (18), which actuator head (16) can be displaced in axial direction by the screw mechanism upon driving the screw mechanism. The actuating end (18) of the actuator head (16) is displaceable in transverse direction with respect to the screw mechanism as well.

Abstract: A power transfer system is provided and equipped with a torque transfer coupling which includes a stage 2 clutch and a clutch actuator. The clutch actuator includes stage 1 and stage 2 ball ramp actuators as well as a stage 1 clutch operably positioned between the ball ramp actuators to operatively engage the stage 2 clutch and vary the frictional engagement thereof.

Abstract: An axial setting device in a housing, especially for actuating a multi-plate coupling whose friction plates are alternately connected in a rotationally fast and axially displaceable way to the one and the other respectively of two parts rotatable relative to one another, which rest against an axially fixed supporting disc and which can be loaded by an axially displaceable pressure disc, comprising a setting disc which is rotatably supported in the housing, which is mounted so as to be axially fixed in the housing and which is rotatingly drivable, a pressure disc which is held in the housing, which is held in a rotationally fast way by anti-rotation means arranged in the housing and which is axially displaceable in the housing, ball groove configurations in the surfaces of the setting disc and of the pressure disc, which surfaces face one another, which ball groove configurations extend in the circumferential direction, have oppositely directed gradients across the circumference and are associated with one ano

Abstract: A friction-based clutch actuation system includes a rotatable input shaft, an output shaft, at least one input clutch plate operatively supported by the input shaft, and at least one output clutch plate operatively supported by the output shaft and moveable thereon. The friction-based clutch actuation system also includes at least one electric motor and at least one piezoelectric actuator operatively connected to the at least one electric motor. The friction-based clutch actuation system further includes a controller electrically connected to the at least one electric motor and the at least one piezoelectric actuator to activate said at least one electric motor to move the piezoelectric actuator relative to the at least one output clutch plate and to activate the piezoelectric actuator to apply a force to the at least one output clutch plate to engage the at least one input clutch plate.

Abstract: A differential having a driving member; an input member; first and second rotatable output members; differential gearing operable between the input member and the first and second output members, for transmitting rotation from the input member to the first and second output members and providing for differential rotation of the first and second output members relative to one another; an engaging device operable to establish a driving connection between the driving member and the input member; an inhibiting device operable to inhibit relative rotation between the first and second output members; and an actuating device for causing the operation of the engaging device and the inhibiting device.

Abstract: A device for setting the torque transmitted by a friction clutch (12), having an actuator chain which comprises an electric motor (45), a step-down gear (42) and a mechanism for converting the rotational movement into a displacement of a pressure plate (29) of the clutch (12), so as to enable the torque which is transmitted to be set precisely and rapidly even given high friction. For this purpose, the electric motor (45) and/or step-down gear (42) is/are affected by friction, the conversion mechanism (31, 32, 35, 36, 40) and/or the friction clutch (12) itself is/are affected by elasticity, and, to set the torque (Md) of the friction clutch (12), a position regulator (47) which is operatively connected to the electric motor (45) and a sensor (46; 46′) which determines the position of one of the links of the actuator chain (45, 42, 41, 40, 36, 35, 32, 31, 29) are provided, the sensor being present at a location upstream of a substantial part of the elasticity in the force-flow direction.

Abstract: A method of calibrating an equilibrium position of an actuator driven by an electric motor with the assistance of a compensating spring, wherein the actuator moves a mechanism and the mechanism opposes the movement with an elastic force, and wherein in the equilibrium position the compensating spring counterbalances the elastic force, includes the following steps: applying a large-amplitude, high-frequency alternating position signal to energize the electric motor, wherein the position signal is biased so that alternating extremes of the position signal straddle the equilibrium position, measuring an actual dynamically variable position of the actuator by means of a position sensor, and determining the equilibrium position as that position where the actuator settles.

Abstract: A friction-based clutch actuation system includes a rotatable input shaft, an output shaft, at least one input clutch plate operatively supported by the input shaft, and at least one output clutch plate operatively supported by the output shaft and moveable thereon. The friction-based clutch actuation system also includes at least one electric motor and at least one piezoelectric actuator operatively connected to the at least one electric motor. The friction-based clutch actuation system further includes a controller electrically connected to the at least one electric motor and the at least one piezoelectric actuator to activate said at least one electric motor to move the piezoelectric actuator relative to the at least one output clutch plate and to activate the piezoelectric actuator to apply a force to the at least one output clutch plate to engage the at least one input clutch plate.

Abstract: A method for determining the displacement state of a clutch actuator is proposed for a vehicle, the clutch actuator being driven by an electric motor. According to the invention, the armature resistance (RA) of the electric motor is determined in a stationary state of the electric motor, a current induced in the electric motor (IInd) and/or an induced voltage (UInd) being calculated with the determined armature resistance (RA) and the applied motor voltage (U) as well as the measured motor current (I), and the displacement state of clutch actuator being determined form the induced current (IInd) and/or the induced voltage (UInd), which are proportional to the motor speed (n).

Abstract: A torque transfer mechanism is provided for controlling the magnitude of a clutch engagement force exerted on a multi-plate clutch assembly that is operably disposed between a first rotary and a second rotary member. The torque transfer mechanism includes a clutch actuator assembly for generating and applying a clutch engagement force on the clutch assembly. The clutch actuator assembly includes an electric motor/brake unit and a torque/force conversion mechanism. The motor/brake unit can be operated in either of a motor mode or a brake mode to cause bi-directional linear movement of an output member of the torque/force conversion mechanism. The thrust force generated by the torque/force conversion mechanism is applied to the clutch assembly. The dual mode feature of the electric motor/brake unit significantly reduces the power requirements.

Abstract: A torque transfer mechanism is provided for controlling the magnitude of a clutch engagement force exerted on a multi-plate clutch assembly that is operably disposed between a first rotary and a second rotary member. The torque transfer mechanism includes a clutch actuator assembly for generating and applying a clutch engagement force on the clutch assembly. The clutch actuator assembly includes an electric motor/brake unit, a torque/force conversion mechanism, and a force amplification mechanism. The motor/brake unit can be operated in either of a motor mode or a brake mode to cause bi-directional linear movement of an output member of the torque/force conversion mechanism. The thrust force generated by the torque/force conversion mechanism is increased by the force amplification mechanism with the resultant clutch engagement force applied to the clutch assembly. The dual mode feature of the electric motor/brake unit significantly reduces the power requirements.

Abstract: A torque transfer mechanism is provided for controlling the magnitude of a clutch engagement force exerted on a multi-plate clutch assembly that is operably disposed between a first rotary and a second rotary member. The torque transfer mechanism includes a clutch actuator for generating and applying a clutch engagement force on the clutch assembly.

Abstract: A shift assembly for a two-speed transfer case utilizes a single actuator to drive both the speed range selection mechanism and a modulating friction clutch pack which selectively transfers drive torque from a primary output to a secondary output. The shift assembly includes an actuator which rotates a shift rail and cam having an intermediate helical track and a dwell region at each end. A lost motion assembly operating in conjunction with the helical cam selectively engages and disengages the clutch when the cam follower is in one of the two dwell regions. Thus, the shift assembly provides sequential operation from full clutch engagement in a first speed range, clutch disengagement in the first speed range, de-selection of the first speed range, selection, and de-selection of neutral, selection of a second speed range and, up to full engagement of the clutch in the second speed range.

Abstract: A clutch-actuating device for a clutch in a motor vehicle power train has an actuator motor driving an actuating member and a transfer mechanism which transmits the movement of the actuating member to a clutch release element that is movable against an opposing force of a clutch spring to displace the clutch from a closed position to an open position. The transfer mechanism has a first movement range in which the movement of the actuating member in the opening direction of the clutch does not displace the clutch from its closed position, and a second movement range in which the movement of the actuating member causes a displacement of the clutch. The transfer mechanism has an interval of loose play, which is used up within the first range.

Abstract: A torque transfer mechanism is provided for controlling the magnitude of a clutch engagement force exerted on a multi-plate clutch assembly that is operably disposed between a first rotary and a second rotary member. The torque transfer mechanism includes a clutch actuator for generating and applying a clutch engagement force on the clutch assembly. The clutch actuator includes a wedge fork having a gear rack segment and a tapered tang segment and a reaction block defining a tapered edge in sliding engagement with the tapered tang segment. An electric motor drives a pinion that is meshed with the gear rack to cause bi-directional linear movement of the wedge fork which causes corresponding sliding movement of the reaction block relative to the clutch assembly.

Abstract: A torque transmission apparatus includes a clutch housing and a clutch hub, a frictional multi-plate clutch for transmitting torque between the clutch housing and the clutch hub, a pressurizing member for bringing the frictional multi-plate clutch into engagement by producing a thrust, and a motor for generating a relative rotation between members by rotation of member of the pressurizing member. In the torque transmission apparatus, an accommodating recessed portion is provided in an outer wall of the clutch housing, wherein the pressurizing member disposed in the accommodating recessed portion, a penetrating portion which confronts the pressurizing member is provided in the outer wall, and a transmission member interposed between the pressurizing member and a flange portion of the clutch hub for transferring a thrust of the pressurizing member to the clutch hub is disposed in the penetrating portion so as to pass therethrough.

Abstract: A torque transfer mechanism for controlling the magnitude of a clutch engagement force exerted on a clutch pack that is operably disposed between a first rotary member and a second rotary member includes an actuator having an inner sleeve, an outer sleeve, and a plurality of balls. The inner sleeve is supported for rotation relative to the first rotary member and each of the inner and outer sleeves includes a spiral groove aligned with the other. The balls are positioned within the spiral grooves between the inner and outer sleeves. An electric motor selectively rotates one of the inner and outer sleeves so as to induce axial movement of the other of the inner and outer sleeves to engage the clutch.

Abstract: An all-wheel distributor transmission (1) is described for a motor vehicle comprising a planetary gear set as multiplication step (2) for a switchable off-road gear and a planetary gear set (3) with variable division for distributing a drive torque onto a front axle and a rear axle. The all-wheel distributor transmission (1) also has an adjustable lock (4) for locking between the front axle and the rear axle, the lock (4) and the multiplication step (2) being actuatable via a controllable drive device (5). The drive device (5) comprises a drive shaft (6) and two output shafts (7, 8), the first output shaft (7) being in operative connection with the multiplication step (2) and the second output shaft (8) being in operative connection with the lock (4). A torque introduced via the drive shaft (6) can be applied on the first or the second output shaft (7 or 8) according to a control of a shift unit (10) for actuating the lock (4) or the multiplication step (2).

Abstract: A torque transfer mechanism is provided for controlling the magnitude of a clutch engagement force exerted on a multi-plate clutch assembly that is operably disposed between a first rotary and a second rotary member. The torque transfer mechanism includes a clutch actuator assembly for generating and applying a clutch engagement force on the clutch assembly. The clutch actuator assembly includes an electric motor/brake unit, a torque/force conversion mechanism, and a force amplification mechanism. The motor/brake unit can be operated in either of a motor mode or a brake mode to cause bi-directional linear movement of an output member of the torque/force conversion mechanism. The thrust force generated by the torque/force conversion mechanism is increased by the force amplification mechanism with the resultant clutch engagement force applied to the clutch assembly. The dual mode feature of the electric motor/brake unit significantly reduces the power requirements.

Abstract: A shift assembly for a two-speed transfer case utilizes a single actuator to drive both the gear or speed range selection mechanism and a modulating friction clutch pack which selectively transfers drive torque from a primary transfer case output to a secondary transfer case output. The shift assembly includes an actuator which rotates a shift rail and cam having an intermediate helical track and a dwell region at each end. A lost motion assembly operating in conjunction with the helical cam selectively engages and disengages the friction clutch pack when the cam follower is in one of the two dwell regions. Thus, the shift assembly provides sequential operation from full clutch engagement in a first speed range through clutch disengagement in the first speed range, de-selection of the first speed range and selection of neutral, de-selection of neutral and selection of the second speed range and thence increasing engagement, up to full engagement, of the friction clutch pack in the second speed range.

Abstract: A distributor gear (1) with an adjustable coupling device (5) for a vehicle, in particular for a vehicle with a shiftable all-wheel drive is described for the distribution of an incoming drive torque via a drive shaft (2) to at least two output shafts (3, 4). It is moreover provided that an output shaft (4) can be connected via the coupling device (5) with the drive shaft (2) and that the coupling device (5) can be actuated via an electric motor (9) and a drive converter device (10) located between the electric motor (9) and the coupling device (5) for the conversion of rotary movement of the electric motor (9) into a translatory actuation movement for the coupling device (5). The electric motor (9) is incorporated into a gear (7).

Abstract: A transfer case (1) with controllable clutch (5) for a motor vehicle, especially for a motor vehicle with part-time four-wheel drive, for distributing a driving torque coming in via a drive shaft (2) to at least two output shafts (3, 4). Hereby the output shaft (4) can be connected to the drive shaft (2) via the clutch (5), and the clutch (5) can be actuated via an electric motor (9) and a drive converter device (10) that is arranged between the electric motor (9) and the clutch (5) for converting a rotatory motion of the electric motor (9) into a translatory actuating motion for the clutch (5). The electric motor (9) is hereby designed as an induction motor.

Abstract: A torque transfer mechanism is provided for controlling the magnitude of a clutch engagement force exerted on a multi-plate clutch assembly that is operably disposed between a first rotary and a second rotary member. The torque transfer mechanism includes a clutch actuator assembly for generating and applying a clutch engagement force on the clutch assembly. The clutch actuator assembly includes an electric motor/brake unit and a torque/force conversion mechanism. The motor/brake unit can be operated in either of a motor mode or a brake mode to cause bi-directional linear movement of an output member of the torque/force conversion mechanism. The thrust force generated by the torque/force conversion mechanism is applied to the clutch assembly. The dual mode feature of the electric motor/brake unit significantly reduces the power requirements.

Abstract: The present invention is directed to a power transfer system for a four-wheel drive vehicle equipped with a torque transfer coupling which includes a clutch pack and a ball-screw actuator. The ball-screw actuator functions to axially translates an apply plate to operatively engage the clutch pack and vary the frictional engagement. This arrangement yields numerous operational advantages over the prior art including, but not limited to, establishing a direct drive between the motor output shaft and the apply plate, concentric mounting of the actuator elements with the motor output shaft, and a simplified mechanical arrangement that reduces the number of frictional elements increasing operational efficiency and decreasing motor.

Abstract: A transfer case for use in motor vehicles for transferring drive torque from a powertrain to first and second drivelines includes a first output shaft that is connected to the powertrain of the vehicle and is adapted to transmit drive torque from the powertrain to the first driveline. A second output shaft is adapted to transmit drive torque to the second driveline, and a transfer clutch is adapted to transfer drive torque from the first output shaft to the second output shaft. A ball screw assembly is adapted to actuate the transfer clutch.

Abstract: The present invention is directed to a power transfer system for a four-wheel drive vehicle equipped with a torque transfer coupling which includes a clutch pack and a ball-screw actuator. The ball-screw actuator functions to axially translates an apply plate to operatively engage the clutch pack and vary the frictional engagement. This arrangement yields numerous operational advantages over the prior art including, but not limited to, establishing a direct drive between the motor output shaft and the apply plate, concentric mounting of the actuator elements with the motor output shaft, and a simplified mechanical arrangement that reduces the number of frictional elements increasing operational efficiency and decreasing motor requirements.

Abstract: A torque transfer mechanism is provided for controlling the magnitude of a clutch engagement force exerted on a multi-plate clutch assembly that is operably disposed between a first rotary and a second rotary member. The torque transfer mechanism includes a clutch actuator for generating and applying a clutch engagement force on the clutch assembly. The clutch actuator includes a wedge fork having a gear rack segment and a tapered tang segment and a reaction block defining a tapered edge in sliding engagement with the tapered tang segment. An electric motor drives a pinion that is meshed with the gear rack to cause bi-directional linear movement of the wedge fork which causes corresponding sliding movement of the reaction block relative to the clutch assembly.

Abstract: A clutch engaging and disengaging apparatus 1 is provided with a motor 2, a motion converting mechanism 3 that converts the rotational motion of the motor 2 into linear motion, a load storing mechanism 4 that stores a load when the motion converting mechanism 3 moves linearly in one direction and releases the stored load when the motion converting mechanism 3 moves linearly in the opposite direction, and a hydraulic mechanism 6 that uses the linear motion of the motion converting mechanism to produce hydraulic pressure and engage or disengage the clutch. The load storing mechanism 4 has an assist spring 41 that is coupled to the motion converting mechanism 3 and can extend and contract in response to the linear motion of the motion converting mechanism 3 and a spring cover 44 that supports an axially facing end part of the assist spring 41.

Abstract: An actuating mechanism for axial setting purposes, comprising three discs which are supported co-axially relative to an axis and of which a central disc is rotatable relative to the two outer discs, between the central disc and each of the outer discs, there are arranged sets of balls, the balls each run in pairs of circumferential grooves in the faces of the central disc and of one of the outer discs facing one another, the circumferential grooves comprise a circumferentially variable depth whose extension is such that, over the entire relative angle of rotation, the first outer disc moves axially from a first end position via a central position into a second end position which deviates from said first end position, and the second outer disc moves axially from a first end position via a second end position deviating therefrom back into the first end position.

Abstract: An auxiliary transmission (31) with a controllable clutch (2) for the optional distribution of a drive output torque to one or more drive output shafts (5, 6) and with an electric motor (8) for controlling the clutch (2) is described. The electric motor (8) is arranged in a coupling zone (18) of the auxiliary transmission (31) to a main transmission unit (17).

Abstract: A torque-to-thrust apply mechanism for a torque-transmitting mechanism includes an input electric motor supplying torque to a first rotary to thrust ball and ramp mechanism which converts rotary motion to an apply force between an apply plate and a plurality of friction discs within a torque-transmitting mechanism. The mechanism also includes a second rotary-to-thrust mechanism which receives input rotation from the first apply member as a result of reaction torque. The rotation of the second mechanism results in additional thrust on the friction plates to amplify the apply force of the torque-to-thrust apply mechanism.

Abstract: A torque-to-thrust apply mechanism for a torque-transmitting mechanism includes an input electric motor supplying torque to a first rotary to thrust ball and ramp mechanism which converts rotary motion to an apply force between an apply plate and a plurality of friction discs within a torque-transmitting mechanism. The mechanism also includes a second rotary-to-thrust mechanism which receives input rotation from the first apply member as a result of reaction torque. The rotation of the second mechanism results in additional thrust on the friction plates to amplify the apply force of the torque-to-thrust apply mechanism.

Abstract: The invention relates to torque transmission device comprising at least one first clutch device which is provided with at least one clutch operator and at least one actuating device. The inventive device also comprises a drive device which generates a drive signal that is transmitted to the actuating device.

Abstract: The present invention is directed to a clutch actuator assembly for a clutch pack wherein the clutch actuator assembly includes a lever rotatable about an axis, a drive mechanism that selectively rotates the lever about the axis, and a translating mechanism that receives input from the lever, converts the input to linear displacement, and is operably coupled to the clutch pack pressure plate to apply the linear displacement. The present invention is further directed to a clutch assembly and torque transferring mechanism having such a clutch actuator assembly.

Abstract: A differential assembly for an automotive vehicle includes a differential housing and a differential gear assembly mounted within the differential housing. A connector plate is adapted to connect to a drive shaft of the vehicle and a clutch pack is mounted within the differential housing that interconnects the differential gear assembly and the connector plate. A ball screw assembly is adapted to selectively apply axial force to the clutch pack, thereby engaging the connector plate and the differential gear assembly such that rotational movement of the connector plate is transferred through the clutch pack to the differential gear assembly.

Abstract: In accordance with the present invention, a preferred method is disclosed for operating a transfer case synchronized range shift mechanism. The range shift mechanism can be selectively actuated for establishing a four-wheel high-range drive mode, a neutral mode, and a four-wheel low-range drive mode. The synchronized range shift mechanism is comprised of a first input gear system, a second input gear system, and an output gear system. The output gear system is comprised of a rotary output member that may be selectively engaged with either the first input gear system or the second input gear system, depending on which four-wheel-drive operating mode the vehicle operator selects. The range shift mechanism is further comprised of a synchronizing mechanism. The present invention discloses a novel method for controlling the speed of the range shift as a means for reducing the time it takes to perform the range shift.

Abstract: The invention is based on a device for actuating a clutch (10), in particular for motor-vehicle drives, having an electronically controllable clutch servo unit (16) that comprises an electric motor (18, 52) and a reduction actuator gear (20) having two gear elements arranged coaxially in relation to each other (28, 38, 62 and/or 68, 82 and/or 96, 98) that are interconnected with each other in terms of propulsion via a thread (84, 86, 88) and that are displaced axially in relation to each other when they rotate relative to one another, whereby one of the gear elements (38, 68, 96) is immobilized axially in a housing (22, 58) of the clutch servo unit, and the actuating motion of the other gear element (28, 62, 82, 98) is transferred to a throwout bearing (42) of a clutch disk.

Abstract: A clutch actuator unit comprises a housing (8, 9), a screw mechanism and an actuator head which at one end engages the screw mechanism (1, 2) and at the other end has an actuating end (18), which actuator head (16) can be displaced in axial direction by the screw mechanism upon driving the screw mechanism. The actuating end (18) of the actuator head (16) is displaceable in transverse direction with respect to the screw mechanism as well.

Abstract: A motor vehicle power train with an engine, a transmission and a clutch includes a means to operate the transmission and/or clutch automatically through at least one electric actuator motor. The electric actuator motor, which acts on an input element of the transmission and/or clutch, comprises a brushless direct current motor.

Abstract: A clutch-actuator device is equipped with a position-detecting device for detecting at least one of the different possible positions of engagement, disengagement and partial engagement of a clutch that serves to control the amounts of torque being transmitted between two rotary components of a torque-transmitting mechanism. The position-detecting device performs its detecting function independently of any measurement of the clutch position which may be performed by a displacement-measuring device.

Abstract: An electronic controlled coupling according to the present invention includes a wet-type multiple disc clutch, a coupling case, a hydraulic chamber, and an oil pump. The electronic controlled coupling also includes an electric motor, an electric control unit, and a supply passage for supplying hydraulic pressure. The coupling case accommodates the wet-type multiple disc clutch and contains oil. The oil pump driven by the electric motor is connected to the coupling case. The outlet of the oil pump is connected to the hydraulic chamber of the wet-type multiple disc clutch with the supply passage therebetween. The electric control unit controls the speed of rotation of the electric motor through a motor driver so that the pump discharge pressure is equal to an operating pressure required for the wet-type multiple disc clutch.

Abstract: The engageable and disengageable friction clutch between the prime mover and the gearbox in the power train of a motor vehicle can be adjusted by an electric motor against the opposition of at least one resilient element by applying rest current from a source to an electric motor which opposes the bias of the resilient element in response to detection, by a sensor, that the bias of such resilient element upon a displaceable clutch actuating member exceeds the force then being exerted by the clutch. The application of rest current to the motor normally takes place when the vehicle is started and/or subsequent to shifting of the gearbox into a different gear. The thus actuated motor can prevent a worm wheel gearing or an analogous motor-operated component from partially disengaging the clutch when the disengagement is undesirable or harmful.

Abstract: A method of returning an electromechanical axial setting device, particularly suited for friction couplings. The axial setting device includes two setting rings centered on a common axis, one of which is axially held, with the other one being axially displaceably mounted, and one of which is rotationally fixedly held in a housing so as to be prevented from rotating, with the other one being rotatingly drivable. On their respective end faces facing one another, the two setting rings each include an identical multitude of circumferentially extending grooves. Each of the grooves, in a plan view of the end faces, define a depth which rises in the circumferential direction. Pairs of grooves in the setting rings each accommodate a ball. The rotatingly drivable setting ring is connected to an electric motor in respect of drive. The axially displaceable setting ring is loaded by pressure springs towards the axially held setting ring.

Abstract: In a power-split transmission for driving a first and a second axle of a motor vehicle, in the case of which transmission are located a first and a second output shaft (3, 4) and a friction clutch (12), the latter is intended to transmit a controllable torque. For this purpose, (a) for the action of pressure upon the pressure plate (29), there are provided two rotationally uncoupled ring parts (31, 32) which are coaxial to the friction clutch and at least one of which possesses ramps rising in the circumferential direction, (b) the two ring parts (31, 32) are supported in the axial direction and each possess a ramp lever (35, 36), the free end (37, 38) of which cooperates with a control unit (11) which moves the ramp levers in opposite directions, and (c) the control unit (11) having a rotatable control disk (40) with two slots, and the drive means being an electric geared motor.

Abstract: An apparatus for controlling the clutches in an automatic vehicle transmission includes a series of electric motors attached to the transmission housing, each of which has a motor shaft with a gear attached to it. A torque-to-thrust mechanism is driven by the driving gear and includes a thrust element that imparts a linear force to the apply plate of a clutch. Also included is a sensing system that allows for sensitive control of the torque-to-thrust mechanism which facilitates smooth engagement and disengagement of the clutch.