Abstract: A device for operating a parking lock (34) of a transmission (3) includes an engagement spring (345) for engaging the parking lock (34), a hydraulic actuator (340) for disengaging the parking lock (34), an electrohydraulic control unit (35) for hydraulically actuating the actuator (340), and an electronic control unit (36) for electrically actuating the actuator (340) and the electrohydraulic control unit (35). The actuator (340) includes a hydraulic piston (341) operatively connected to the parking lock (34), is actuatable by system pressure (P_sys) of the electrohydraulic control unit (35) via a pressure line (347) upon disengagement of the parking lock (34), and is mechanically interlockable by an interlocking device (342). A choke unit (353) includes an orifice (353) and a non-return valve (354) and is installed in the pressure line (347) downstream from the hydraulic piston (341).

Abstract: Methods and systems are provided for a vehicle park lock. In one example, the park lock may be configured with a first portion having a first set of teeth and a second portion having a second set of teeth configured to engage with the first set of teeth. The first portion may be coupled to a rotating part of the vehicle while the second portion may be coupled to a stationary part of the vehicle. The second portion may include actuating devices to actuate the sliding of the second set of teeth, the actuating devices including a motion source, elastic elements, and one or more ramps.

Abstract: A parking mechanism includes: a parking gear rotatable about a major axis with a wheel of a vehicle; a parking pawl rotatable about a first axis parallel to the major axis, and having a meshing portion facing a tooth portion of the parking gear; a cam rod extending and operating along a first direction orthogonal to the major axis; a cam attached to the cam rod, contacting the parking pawl, and movable along the first direction with the operation of the cam rod to rotate the parking pawl around the first axis and move the meshing portion toward the parking gear; a U-shaped sleeve open toward the parking pawl and supporting the cam; and a pawl stopper to contact and restrict movement of the parking pawl toward the cam rod. The cam rod is inserted into the sleeve. The pawl stopper is between the parking pawl and the cam rod.

Abstract: A gear apparatus for controlling movement of an output by an input coupled to a power source. The apparatus an input member coupled to the input, an output member coupled to the output and the input member so that movement of the input member causes movement of the output, a selectably releasable member coupled to the input member and the output member, wherein the selectably releasable member remains in a fixed position while the input member and the output member move, and a releasable member brake mechanism coupled to the selectably releasable member, wherein the releasable member brake mechanism is arranged to prevent movement of the selectably releasable member when the input member and the output member move and to allow back driving of the selectably releasable member.

Abstract: A power transmission device has an interlocking member 9 moving a pressure member 5 from an inactive position to an active position. A release spring (m) applies an urging force, while allowing movements of the interlocking member 9 and the pressure member 5, until drive-side clutch plates 6 and driven-side clutch plates 7 reach an engaged state before the drive-side clutch plates 6 and the driven-side clutch plates 7 are pressed against each other. A clutch spring 11 is compressed in a process where the interlocking member 9 moves after the drive-side clutch plates 6 and the driven-side clutch plates 7 have reached the engaged state. The clutch spring applying a press-contact force between the drive-side clutch plates 6 and the driven-side clutch plates 7 while allowing movements of the interlocking member 9 and the pressure member 5. The set load of the clutch spring 11 is set to be smaller than the maximum load of the release spring (m).

Abstract: A power transmission device has an interlocking member 9 moving a pressure member 5 from an inactive position to an active position. A release spring (m) applies an urging force, while allowing movements of the interlocking member 9 and the pressure member 5, until drive-side clutch plates 6 and driven-side clutch plates 7 reach an engaged state before the drive-side clutch plates 6 and the driven-side clutch plates 7 are pressed against each other. A clutch spring 11 is compressed in a process where the interlocking member 9 moves after the drive-side clutch plates 6 and the driven-side clutch plates 7 have reached the engaged state. The clutch spring applying a press-contact force between the drive-side clutch plates 6 and the driven-side clutch plates 7 while allowing movements of the interlocking member 9 and the pressure member 5. The set load of the clutch spring 11 is set to be smaller than the maximum load of the release spring (m).

Abstract: The invention discloses an automatic downshifting and variable speed transmission bicycle, comprising a bicycle stand, wherein the bicycle stand is installed with a bottom bracket; the bottom bracket is installed with a bottom bracket sprocket set, and the bottom bracket sprocket set is composed of three chain discs of different sizes; a rear axle of the bicycle is provided with a tower footing, and the tower footing is fixedly installed with a sun gear; one side of the sun gear is provided with a planet carrier, and the planet carrier is installed with planetary twin gears. The invention is easy to start, can run at high speed, has multiple functions, and is reliable in operation, with convenient maintenance and low cost, and is energy saving and environmental-friendly; it has a good market prospect and brings great convenience to cyclists.

Abstract: Methods and systems are provided for an actuation system for a parking mechanism in a transmission system of a vehicle. In one example, a system may include a protrusion positioned at one end of a higher diameter portion of a cam, the protrusion positioned to contact a pawl upon engagement of the pawl with a parking gear.

Abstract: A lever (3) for the temporary disengagement of a parking lock (2) of a vehicle drive unit (1). The lever (3) comprises a fixing piece (31) for fitting the lever (3) onto a parking lock shaft (26), which extends inside the vehicle drive unit (1) and serves to actuate the parking lock (2). The lever (3) is a hand lever with a gripping handle (32). The gripping handle (32) is designed to enable a user to apply a manual force for manual actuation of the lever (3). When the lever (3) is fitted on the parking lock shaft (26) and moved, the parking lock shaft (26) is moved from an engagement position to a disengagement position. In the disengagement position, by further movement of the gripping handle (32) into a locking position, the lever (3) is blocked against a reverse movement out of the disengagement position.

Abstract: Provided is a smaller torque limiter. A torque limiter (30) according to a representative embodiment of the present invention is characterized by including: a first rotary body (32) to be rotated by a drive source; a first friction body (33) locked to the first rotary body; a second friction body (34) stacked on the first friction body and to be rotated with rotation of the first friction body by a friction force between the first friction body and the second friction body; a second rotary body (35) locked to the second friction body; at least one disc spring (37) for biasing the first friction body and the second friction body in the stacking direction of the first friction body and the second friction body; and a fastening member (39) for applying a compressive force to the disc spring.

Abstract: The disclosure provides a control method, a control device for vehicular automatic transmission, and a recording medium. The control device includes an ON/OFF control solenoid controlling LC to either ON or OFF, and an LC pressure control linear solenoid controlling LC pressure between a released state and a fully engaged state. The control device acquires, when an accelerator pedal opening of a vehicle is on a deceleration side in a fully closed state, a torque converter slip ratio when the ON/OFF control solenoid maintains ON for a predetermined time period and the LC pressure control linear solenoid is controlled such that the LC pressure is OFF, and determines whether or not the second solenoid has a high-pressure fixation failure according to whether or not the slip ratio is within a predetermined range from a slip reference value.

Abstract: A cam guiding device includes a cam guide having a cylindrical portion, a partially cylindrical portion extending from a leading end portion of the cylindrical portion, a partially tapered portion extending from the leading end portion of the cylindrical portion, and a rotation stopper portion provided on the partially cylindrical portion, and a sleeve for accommodating the cam guide. The sleeve includes an arc portion that overlaps the partially cylindrical portion from an outside. A radius of the partially tapered portion increases as the partially tapered portion extends away from the cylindrical portion. The rotation stopper portion is a component that protrudes radially outward from an outer circumferential surface of the partially cylindrical portion. When the rotation stopper portion abuts the sleeve and an inner circumferential surface of the cam guide abuts the parking cam, rotation of the cam guide with respect to the sleeve is restricted.

Abstract: An electro-hydraulic park control system includes a park piston and a park control valve disposed in a valve body of a transmission of a vehicle and configured to control a supply of hydraulic fluid pressure to control the park piston and to operate such that (i) no single element failure of the transmission will cause the transmission to shift from a park state to a non-park state or (ii) to shift from a drive, reverse, or neutral state to the park state, (iii) the transmission is able to remain in the non-park state and remain in or transition to the neutral state when a controller of the transmission is malfunctioning while the transmission is operating in the drive, reverse, and neutral states, and (iv) the transmission is able to quickly transition to the park state while an engine/motor driven pump of the transmission is off or not running.

Abstract: A decoupler pulley is provided for automotive belt-driven accessory drives, which utilizes a single torsion coil spring that provides torsional resiliency and overrunning functionality. As the torsion spring expands it increasingly pinches a bushing disposed between a radially expansible hub and pulley to thereby provide proportional damping.

Abstract: A parking lock includes a locking pawl (2) and an interlocking element (6) arranged on a connecting bar (5) to a selector lever (4). The end of the connecting bar (5) facing away from the interlocking element (6) is articulatedly connected to the selector lever (4). A hydraulically actuatable actuator (10) includes two pistons (11, 12) provided for disengaging the parking lock. During normal operation, a detent device (13), which is actuatable by an electromagnet (13a), locks the first piston (11) in a piston position corresponding to an engaged condition (P_ein) or a disengaged condition (P_aus). Without requiring activating the electromagnet (13a) to release the detent device (13), the parking lock, during normal operation, is manually disengagable with an emergency disengagement device (15) acting upon the second piston (12) and is manually engagable with an emergency engagement device (16) acting upon the detent device (13).

Abstract: A parking lock for a motor vehicle includes a pivotably mounted locking pawl (20), an interlocking element (60), and a guide rod (40). A spring element (80) preloads the locking pawl (20) in a disengagement direction of the parking lock. A first free end (83) of the spring element (80) is supported directly on a support section (24) of the locking pawl (20) and, during the swiveling of the locking pawl (20), rests against the support section (24) in a stationary manner. A second free end (85) of the spring element (80) is supported directly on a support contour (43) of the guide rod (40) and, during an axial movement of the guide rod (40), slides along the support contour (43). The geometry of the support contour (43) is configured such that the preload force of the spring element (80) does not decrease during the disengagement of the parking lock.

Abstract: A parking mechanism located on a final drive or primary drive of a vehicle to engage or disengage an output shaft connected to wheels of the vehicle. The parking mechanism includes a back drive chain on the final drive or primary drive that engages with a parking pawl. A cam assembly biases the parking pawl to engage with the back drive chain to prevent rotation of the wheels.

Abstract: A method is provided for checking engagement and disengagement of a parking brake finger, which selectively blocks or blocks a shaft of the transmission. A motor-driven rotary selection plate is selectively controlled to butt against the transmission casing at the two ends of its travel, and is immobilized therebetween in a first functional engagement position and in a second functional disengagement position that correspond to the Park and non Park positions of the parking brake finger when the drive motor of the plate stops exerting torque thereon. The angular movements of the plate between its abutment positions are measured and incremented using a computer to determine whether the engagement position and disengagement position of the plate that is reached every time the drive motor is stopped corresponds to a command instruction given to the motor.

Abstract: A rotary actuator is used in a shift-by-wire system for a vehicle. A speed reducer includes a ring gear and a sun gear and reduces a rotational speed of the motor. An output shaft outputs rotation of the motor at a reduced rotational speed by the speed reducer. A regulating pin is disposed in a fixing member and allows the sun gear to revolve around a rotational axis of the motor and to rotate about an eccentric axis. The regulating pin is a separate member from the fixing member. The regulating pin has a strength equal to or greater than a maximum torque reaction force received from the sun gear. A first difference in hardness between an engaging portion and the sun gear is set to be less than a second difference in hardness between the fixing member and the sun gear.

Abstract: A freewheel for a motor vehicle drive train includes a locking pawl carrier which is rotatable with respect to a rotational axis, first and second locking pawls fastened pivotably in a locking pawl receptacle where the locking pawl receptacle is fixedly coupled to the locking pawl carrier. A shaft is rotatable about the rotational axis and has first and second coupling depressions in which the first and second locking pawls are respectively engageable. A switching ring is coupled fixedly to the locking pawl carrier so as to rotate with the locking pawl carrier and the switching ring is movable along the rotational axis by an actuator. A position of the switching ring is detectable by a sensor. A movement of the switching ring in one direction loads the first and second locking pawls in opposite pivoting directions and fixes a position of the first and second locking pawls.