Abstract: A synchronizer assembly for a vehicle transmission, where the synchronizer assembly is electrically actuated during a shift. The assembly includes a sleeve having an inner surface and an outer surface. A rotor is rotatably mounted to the outer surface of the sleeve and a shift collar is axially mounted to the inner surface of the sleeve. The rotor is threadably coupled to the shift collar so that when the rotor rotates, the shift collar moves in an axial direction relative to the sleeve. An armature coil is electrically coupled to the rotor to cause it to rotate. Keys are rigidly secured to the shift collar to maintain the orientation of the shift collar while it moves. The shift collar locks a shift gear to the transmission output shaft during a shift.

Abstract: A safety clutch for an electric hand-held tool and including a rotor (8), an anchor disc (9) frictionally engageable with the rotor (8) for transmitting a torque there-between, a stationary axial stop (13) for limiting the air gap (s) between the rotor and the anchor disc and engageable by the anchor disc under an axial reserved pre-stress applied to the anchor disc (g); and a stationary electromagnetic coil (11) provided on a side of the rotor (8) remote from the anchor disc (9) and coaxial with the rotor (8) for generating a rotationally symmetrical magnetic flux (&phgr;) for attracting of the anchor disc (g) to magnetic poles (12a, 12b) associated with the rotor (8).

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 apparatus for applying a load to a clutch pack system in a vehicle comprising a motor having a shaft for providing torque, a gearset interfacing with the shaft, a ball screw mechanism linked to the gearset including a ball screw having helically extending retention grooves and lands and a ball nut having a ball nut path and lands on the inner face of the ball nut. The ball nut includes a return passage and is threadably mounted to the ball screw and thus defines a pathway extending from a first end to a second end of the ball nut. The pathway captures a plurality of spherical balls between the ball nut and the ball screw, the balls being configured for circulation through the return passage and around a portion of the helically extending retention grooves.

Abstract: A vehicle driving system having a clutch actuator and gear shifting device that use motors is provided. A clutch is disengaged and engaged and gear shifting is conducted at high speeds. The clutch actuator drives the clutch and includes a motion converting mechanism and two motors. The motion converting mechanism is a mechanism for converting rotary motion to linear motion and for applying an operating force to the clutch. The two motors are for applying a rotating force to the motion converting mechanism. The gear shifting automatically shifts gears by driving a transmission rack of a transmission and includes a ball screw mechanism and two motors. The ball screw mechanism is a mechanism for converting rotary motion to linear motion and for applying an operating force to the transmission. The two motors are for applying a rotating force to the ball screw mechanism.

Abstract: A motorized clutch operating system in which it is possible to operate the clutch with a clutch pedal when there is a problem with the motor is provided. A clutch actuator 5 that serves as a mechanism for operating a clutch of a vehicle is equipped with a hydraulic mechanism 32, a motor control mechanism 31, and a clutch pedal device 13. The hydraulic mechanism 32 is a mechanism for operating the clutch. Motor control mechanism 31 executes automatic engagement and disengagement of the clutch using a motor 16 that drives the hydraulic mechanism 32 in accordance with a prescribed input signal. A clutch pedal device 14 executes manual engagement and disengagement of the clutch by driving the hydraulic mechanism 32.

Abstract: A selective four-wheel drive transmission system includes a dog clutch (48) to be engaged and to be disengaged to set the selective four-wheel drive transmission system for a four-wheel drive mode and a two-wheel drive mode, respectively. The dog clutch (48) has a moving sleeve (52) provided with projections (51), and a coupling member (50) provided with recesses (57). An electric motor (53) internally provided with a potentiometer (54) shifts the moving sleeve (52) between a disengaging position (A0) and an engaging position (A2) to engage and disengage the dog clutch (48). A controller controls the electric motor (53) on the basis of a signal provided by the potentiometer (54) and indicating the position of the moving sleeve (52) to move the moving sleeve (52).

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: 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: An engagement mechanism for use in a vehicle includes a housing. The engagement mechanism also includes a first ball ramp disc engaging the housing on one side. The first ball ramp disc includes a first ramp on the side engaging the housing. The first ball ramp disc also includes a second ramp having a predetermined angle on the side opposite of the side engaging the housing. The engagement mechanism further includes a ball ramp disc adjacent to the first ball ramp disc on a side opposite of the side engaging the housing which is rotatably driven. The engagement mechanism also includes a spring element arranged between the first ball ramp disc and the second ball ramp disc. The engagement mechanism is used to engage a friction clutch pack of a vehicle drivetrain system.

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 limited slip differential assembly comprises a friction clutch assembly and a clutch actuator assembly including an actuator motor, a clutch actuator, and a gear module for drivingly coupling the actuator motor to the clutch actuator. The gear module includes a casing having a first mounting flange for fixing the casing to a differential housing and a second mounting flange for fixing the casing to the actuator motor, two gear support arms outwardly extending from the first mounting flange into the differential housing through an opening therein, a gear shaft supported by the gear support arms, and a pair of coaxial reduction gear members drivingly coupled to the gear shaft. One of the reduction gear members is drivingly coupled to the actuator motor and the other of the reduction gear members is drivingly coupled with the clutch actuator.

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 controllable, multi-mode, bi-directional overrunning clutch assembly and a shift system adapted for transferring drive torque from a primary shaft to a secondary shaft. The clutch assembly includes a first ring journalled on a first rotary member, a second ring fixed to a second rotary member, and a plurality of rollers disposed in opposed cam tracks formed between the first and second rotary members. The first ring is split to define an actuation channel between its end segments. A first spring-biased pin is moveable between positions engaged with and released from one end segment of the split first ring. A second spring-biased pin is moveable between positions engaged with and released from the opposite end segment of the split first ring. A moveable pin actuator controls movement of the first and second pins for establishing distinct operational modes.

Abstract: The present invention relates to a power transmission system for an automatically engaging all-wheel drive vehicle that efficiently realizes all-wheel drive according to driving conditions. The power transmission system includes a rotary coupling mounted on a power transmission member for transmitting power that is output from an engine to front and rear wheels, the rotary coupling selectively transmitting the power to one of either the front wheels or the rear wheels, or to all four wheels. The rotary coupling includes a housing connected to an input member; a hub shaft connected to an output member; a multi-plate clutch mounted between the housing and the hub shaft; and a pressure assembly operated according to driving conditions to control the multi-plate clutch.

Abstract: An active bidirectional clutch for use on a vehicle includes an oil housing. The clutch also includes a flange rotatably supported with respect to the oil housing. The flange includes an input shaft that is rotatably fixed with respect to the flange and a coupling that is adjacent to the input shaft. The clutch also includes a plurality of rollers in contact with the input shaft and coupling. The clutch uses a roller cage that positions the plurality of rollers with respect to the input shaft and the coupling. The bidirectional clutch also includes a sleeve positioned around the input shaft, wherein the sleeve has a plurality of slots and the sleeve engages the roller cage.

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: An axle module for use in an automotive vehicle. The axle module includes a housing and a shaft rotatably supported within that housing. The axle module also includes a ring gear connected to the shaft. The axle module also includes a clutch pack housing engaged with an end of shaft while a side shaft joint is arranged within the clutch pack housing. The side shaft joint is connected to a side shaft which is further connected to a wheel of the automotive vehicle. A plurality of plates extend from the clutch pack housing and from the side shaft joint such that they overlap in an alternating manner with one another. The axle module also includes a motor which is used to control the transfer of an axial torque through the clutch pack housing and plurality of plates.

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 axle module for use in an automotive vehicle. The axle module includes a housing and a shaft rotatably supported within that housing. The axle module also includes a ring gear connected to the shaft. The axle module also includes a clutch pack housing engaged with an end of shaft while a side shaft joint is arranged within the clutch pack housing. The side shaft joint is connected to a side shaft which is further connected to a wheel of the automotive vehicle. A plurality of plates extend from the clutch pack housing and from the side shaft joint such that they overlap in an alternating manner with one another. The axle module also includes a motor which is used to control the transfer of an axial torque through the clutch pack housing and plurality of plates.

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: An actuating device for an operating element such as a clutch (4) in the power train between the engine (2) and the driven wheels (12) of a motor vehicle consists of a parallel arrangement of at least two actuators (25a, 25b) that are controlled by an electronic control device (31) so that they can work simultaneously or one after the other, or with a partial time overlap where one starts to work after an initial current surge to the other has subsided.

Abstract: A wet type friction clutch and an electromagnetic clutch is disclosed wherein a pilot clutch 61 is disposed in a magnetic flux path 95 of an electromagnet 57 and is kept between an armature 71 and the electromagnet 57. Upon excitation of the electromagnet 57, the armature 57 is retracted to allow the pilot clutch 61 to be coupled. The pilot clutch 61 includes a plurality of clutch plates 87, 89 which are interleaved with respect to one another for sliding movements. Adjacent clutch plates 87, 87A, 87B, 89, 89A, 89B, 89C, 89D, 89E, 89F are formed with oil guide passageways 86, 96, 98, 106, 108, 110, 114 to create a hydrodynamic pressure effect to allow the clutch plates to be separated with a limited drag torque.

Abstract: An electronically controlled locking differential assembly including a friction clutch assembly provided within a differential case for selectively restricting differential action. The friction clutch assembly is actuated by a selectively controllable actuator including an electrical motor externally mounted to an axle housing, a reduction gearing and a drive screw adapted to axially displace a pusher block when the drive motor is actuated. The pusher block is integrally secured to a clutch actuating sleeve adapted to slide within a differential case trunnion coaxially to the side gear. The actuating sleeve is provided to apply a clutch loading force to an actuator plate. When the drive motor is actuated by a signal from a control unit, the rotary motion of the drive screw is transmitted to the actuator plate via the pusher block and the actuating sleeve, thereby actuating the friction clutch assembly and locking the differential.

Abstract: To provide a clutch connection control system capable of shortening a time required for clutch connection, preventing the degradation of riding comfort upon clutch connection, and ensuring good operability. A separation distance, that is, a shift amount of a clutch driven side from a clutch drive side is controlled by a clutch release mechanism driven by a drive motor. A drive side turning speed detecting portion detects a turning speed Nin of the drive side. A driven side turning speed detecting portion detects a turning speed Nout of the driven side. A turning speed difference detecting portion detects a difference Nd between the detected drive side turning speed Nin and driven side turning speed Nout. A rate-of-change detecting portion detects a time-dependent rate of change &Dgr;Nd of the detected turning speed difference Nd.

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: 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: The present invention provides a driving force distributing apparatus which can instantaneously reduce clutch pressure to thereby carry out proper operation of an ABS even if the ABS is actuated in traveling in a 4WD mode. In order to reduce pressure in a piston chamber, a control circuit drives a motor for reverse rotation. As a result, a pressure difference between a piston chamber side pressure and a pump side pressure in a supply path becomes large, pressure oil on a piston chamber side in the supply path is instantaneously discharged to an outside from a releasing hole of a quick open valve, and the pressure in the piston chamber reduces instantaneously.

Abstract: The invention is based on an apparatus for actuating a clutch, in particular for motor vehicle power units, comprising an electronically controllable clutch acutator (10, 42) that comprises an electric motor (12, 44) and a reduction control gear (14; 48, 52; 50, 54) and acts upon a clutch (36) via a transmission link (30). It is proposed that a plurality of electric motors (12, 44) acts upon a clutch (36) jointly in parallel and/or in series.

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: The object is to provide a small-sized automatic operating apparatus for a friction clutch. In an automatic operating apparatus 1 for a friction clutch in which the rotation of a motor 2 is reduced by a reduction mechanism 3 to rotate a crank 4, thereby axially moving an output rod 6 for connecting and disconnecting a friction clutch, a spring type accumulator 7 provided immovably on the casing 8 is connected with a crank 4 through a link 5. During connection of the friction clutch, the accumulator 7 accumulates the force received through the crank 4 and the link 5 from the output rod 6 axially moving in the direction of the arrow ‘a’ by receiving the pushing force of a piston rod in a hydraulic cylinder. During disconnection of the friction clutch, the accumulator 7 releases the accumulated force through the link 5 into the crank 4, thereby aiding the axial movement of the output rod 6 in the direction of the arrow ‘b’.

Abstract: The invention relates to a transmission system with a shift mechanism for controlling the transmission system, a control device for controlling a transmission system with a shift mechanism, a method for controlling such a transmission system or shift mechanism, as well as an application for the transmission system.

Abstract: At the time of the change-speed, by correcting the torque reducing portion of an output shaft during the change-speed, the revolution number of an input shaft is controlled on the basis of the corrected torque reduction correcting value. Also, the torque of said input shaft is adjusted at the end of the change-speed on the basis of said torque correcting value.

Abstract: The power train of a motor vehicle has an automated transmission and/or an automated clutch, at least one control unit and at least one actor receiving signals from the control unit and serving to control the operation of the automated constituent or constituents of the power train. A reestablishable connection can be interrupted in the event of a malfunctioning of the power train, such as exhaustion of the supply of electrical energy, defectiveness of the actor and/or defectiveness of the automated constituent or constituents and/or defectiveness of the motion transmitting connection or connections between the actor and the automated constituent or constituents. This renders it possible to set the transmission in neutral or into another gear and/or to select the condition of the clutch in such a way that the vehicle can advance to a selected destination under it own power or that it can be towed to such destination.

Abstract: A clutch apparatus includes a clutch disk; a pressure plate for moving the clutch disk through application of pressure; a diaphragm spring for applying a force to the pressure plate so as to urge the pressure plate toward a flywheel; a release bearing for pressing a central portion of the diaphragm spring; a release fork; and an actuator. The pressure plate and an outer circumferential portion of the diaphragm spring are in contact with each other via taper portions of the pressure plate and an adjust wedge member. The clutch apparatus counts the number of clutch operations. In order to obtain a desirable press-contact load according to the counted number of clutch operations, the adjust wedge member is rotated with respect to the pressure plate to thereby modify the attitude of the diaphragm spring.

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 system, particularly an automated shift transmission of a motor vehicle, has a movable shifter element that is subject to a position-dependent force. The gear positions of the transmission correspond to minima of potential energy of the position-dependent force, so that the movable element will have a tendency to fall into the nearest one of the shift positions. To perform a gear shift, the movable shifter element is moved into the vicinity of the targeted gear position by means of a control device directing a shift actuator. When the movable shifter element has stopped moving within a given tolerance band of the targeted position, the control device generates a stall-releasing signal, e.g., a series of pulses of alternating polarity to overcome a holding force or holding torque of the movable element, so that the latter will seek a position of minimum potential energy and thus move towards the targeted gear-shift position.

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: A novel arrangement of an electronically controlled limited slip differential assembly including a friction clutch assembly provided within a differential case for selectively restricting differential action. The friction clutch assembly is contained between a separation plate fixed to the differential case and axially spaced from a side gear, and a thrust collar splined to one of axle shafts and movable in axial direction in order to actuate the friction clutch assembly. The friction clutch assembly includes alternating inner friction plates splined to the thrust collar, and outer friction plates non-rotatably coupled to the differential case. The friction clutch assembly is actuated by a selectively controllable actuator including an electrical motor, a reduction gearing and a ball-and-ramp actuator adapted to axially displace the thrust collar in response to rotation of the electrical motor. The differential assembly provides both limited slip and open differential capabilities.

Abstract: An actuating device for an operating element such as a clutch (4) in the power train between the engine (2) and the driven wheels (12) of a motor vehicle consists of a parallel arrangement of at least two actuators (25a, 25b) that are controlled by an electronic control device (31) so that they can work simultaneously or one after the other, or with a partial time overlap where one starts to work after an initial current surge to the other has subsided.

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: An actuator for operating the foot pedals of a motor vehicle with the aid of a servomotor. The actuator has two actuating arms which can be alternatingly actuated by selecting the direction of rotation of the servomotor. First and second coupling elements in the form of, respectively, an eccentric device and a pin projecting radially away from the motor shaft are provided to produce this alternating action on either actuating arm. It is thus possible to selectively actuate either the brake pedal or the gas pedal, for example, of a motor vehicle with a mutual device which makes only minimal demands on space and is cost-effective.

Abstract: The object is to provide a small-sized automatic operating apparatus for a friction clutch. In an automatic operating apparatus 1 for a friction clutch in which the rotation of a motor 2 is reduced by a reduction mechanism 3 to rotate a crank 4, thereby axially moving an output rod 6 for connecting and disconnecting a friction clutch, a spring type accumulator 7 provided immovably on the casing 8 is connected with a crank 4 through a link 5. During connection of the friction clutch, the accumulator 7 accumulates the force received through the crank 4 and the link 5 from the output rod 6 axially moving in the direction of the arrow ‘a’ by receiving the pushing force of a piston rod in a hydraulic cylinder. During disconnection of the friction clutch, the accumulator 7 releases the accumulated force through the link 5 into the crank 4, thereby aiding the axial movement of the output rod 6 in the direction of the arrow ‘b’.

Abstract: The inventive bearing arrangement for a device for activating a vehicle brake has a central threaded spindle (2) which is secured against torsion in a fixed housing (1) and which is arranged in such a way that it can be displaced up to a brake disk (3) of the vehicle and from thereon axially. The inventive arrangement is also provided with an inner ring (5) which concentrically surrounds the threaded spindle (2) together with roll bodies. Said inner ring (5) is coupled with a rotating rotor of an electromotor (7) at the front and is supported with the same in the housing (1) by an axial roller bearing and a radial roller bearing so that it can rotate. According to the invention, the axial roller bearing of the inner ring (5) is made up of a planetary gear with several roll bodies serving as planets. Said roll bodies are situated between the inner ring (5) and a bore wall (8) of the housing (1) which is axial to the inner ring (5). This reduces the friction losses of the axial roller bearing.

Abstract: A force transmitting and converting mechanism for an electric braking device comprising a gear, a nut, a rotating body, a ramp mechanism, a screw member, and a brake element. The gear is rotated by the electric motor, and the nut disposed being opposed to the gear. The rotating body is disposed between the gear and the nut. The ramp mechanism is operated so that the gear and the nut can be separated from each other by a relative rotation of the gear with the nut. The screw member is screwed to the nut, and the brake element is capable of coming into contact with the screw member.

Abstract: A clutch control apparatus includes a clutch disk, which is engaged with a flywheel, by means of a diaphragm spring; a release mechanism (including a rod and an electric motor) for pressing a central portion of the diaphragm spring; and a clutch control circuit. The flywheel and an outer circumferential portion of the diaphragm spring abut each other via taper portions of a pressure plate and an adjust wedge member. The clutch control circuit calculates an ideal clutch load and an output torque of the electric motor for a detected stroke of the rod. On the basis of these values, the clutch control circuit obtains the acceleration of the rod. The clutch control circuit estimates a stroke of the rod from the obtained acceleration and causes the adjust wedge member to rotate such that a detected actual stroke and the estimated stroke become equal, thereby modifying the attitude of the diaphragm spring accordingly.

Abstract: The friction clutch has on the one hand a clutch engagement device comprising a diaphragm (3) and on the other hand a linkage (80), an actuator (50, 60, 70, 90, 91) for controlling the said linkage, and an adjustment device (10), for compensating for the wear on the friction linings (7) the actuator has an electric motor (50), a mechanical transmission (60) with an input element (51) and an elastic assistance device (70) bearing on a fixed part (91, 66) and on a movable part (61) forming a nut for cooperating with the output shaft (51) of the electric motor, the movable part (61) forms the output element of the mechanical transmission (60) while being able to act on the linkage (80) while the device for taking up wear (10) is mounted inside the declutching device.

Abstract: Clutches are provided with electrically controlled actuation elements for selectively moving a sleeve between engaged and non-engaged positions. The electrically controlled elements may include rotary motors driving a sleeve through a ball screw connection. An actuator having a distance amplification element for driving the sleeve is also disclosed.