Abstract: A clutch actuation device includes two plates that can selectively extend and compress relative to one another to selectively engage or disengage a clutch. Each plate includes a plurality of grooves, each groove having a deep end portion, a shallow end portion, and a ramped or inclined surface between the end portions. Each groove on the first plate corresponds with a respective groove on the second plate to define a plurality of pockets. Within each pocket is an elongated member having a pair of curved ends and an elongated shaft therebetween. The curved ends sit in the deep end portions of the grooves. To extend the plates relative to one another, the first plate is rotated relative to the second plate. This causes the curved ends of the elongated members to pivot within the deep end portions, and the elongated shaft extends away from the ramped surface, separating the plates.

Abstract: A one-way clutch allows unlocking torque input to a movable retainer to be made low, thereby enabling downsizing of an external apparatus that inputs unlocking torque to the movable retainer. The one-way clutch includes an inner ring, an outer ring, first rollers used to transmit torque between the inner ring and the outer ring provided in an annular space between the inner ring and the outer ring, and fixed retaining portions of a fixed retainer and a movable retaining portions of a movable retainer that are arranged alternately. The one-way clutch also includes second rollers provided between the movable retaining portions and the first rollers adapted to transmit unlocking torque from the movable retaining portions to the first rollers and the inner ring as the movable retaining portions move in a clockwise direction.

Abstract: A vehicle clutch control device is provided for switching from a two-wheel drive traveling to a four-wheel drive traveling. The vehicle clutch control device includes a dog clutch that separates a rear wheel drive from a front wheel drive by releasing the dog clutch, an electronically controlled coupling that distributes a driving force of a transverse engine to left and right rear wheels in accordance with a clutch connection capacity, and a four-wheel drive control unit. The four-wheel drive control unit switches the drive mode to one of a disconnect two-wheel drive mode in which the dog clutch and the electronically controlled coupling are released, a connect four-wheel drive mode in which the dog clutch and the electronically controlled coupling are engaged, and a stand-by two-wheel drive mode in which the dog clutch is engaged while the electronically controlled coupling is released.

Abstract: A control device for a continuously variable transmission, which sets a target input rotational speed, or a target value of an input rotational speed of the continuously variable transmission mounted on a vehicle, such that a speed ratio is changed in a stepped manner and which controls the continuously variable transmission such that the input rotational speed becomes equal to the target input rotational speed.

Abstract: A housing-rotatable planetary gear reducer for stand mixer includes an immovable second planetary carrier and a rotatable second ring gear fixedly locked to a housing of the planetary gear reducer. Power from a motor is transmitted to the rotatable second ring gear and output via the housing, to which a mixer shaft is connected. The housing of the housing-rotatable planetary gear reducer is fully sealed and oil-leakproof, provided a lubricant oil level inside the planetary gear reducer is not higher than a normal oil level. Further, the housing-rotatable planetary gear reducer includes two tapered roller bearings arranged at a highest and a lowest position on the housing to provide two sufficiently spaced and stable support points capable of bearing axial and radial forces from the rotating mixer shaft. Therefore, lengthened support base and coupling can be omitted to enable reduced manufacturing cost, weight and volume of the planetary gear reducer.

Abstract: The device (10) is associated to a multidisk clutch (1) for motor vehicles, and allows the automatic disengagement thereof in the deceleration and/or braking initial phase, before that the driver operates the clutch lever (1) for downshifting. The device (10) includes a ramped plate (11) connected to the transmission, which features front cam profiles (110) adapted to actuate oscillating rocker arms (13), arranged inside a drum (5) provided in the clutch (1), when a back torque is generated by the drive wheel of the vehicle, during the deceleration and/or braking step. The rocker arms (13) rotate simultaneously from an inoperative position (N) to an operative position (H), causing the pusher plate (9) to move away with a reduction of the pressure exerted on the sets of friction rings (4, 7), which, therefore, can slip with respect to one another. This avoids abnormal blockages of the rear wheel and improves the drivability and curving of the motor vehicle.

Abstract: A ball ramp actuator assembly including a control ring, an activation ring including a first section and a second section, two circumferential plate grooves formed between the control ring and the sections of the activation ring which contain rolling elements, two clutches, a gear and an actuator. The first and second sections are splined together allowing for axial movement. The first clutch is connected to the first section of the activation ring and a second clutch is connected to the second section of the activation ring. The rotation of a section of the activation ring axially in one direction allows the corresponding plate groove to expand and apply a load to the corresponding clutch while the other section of the activation ring remains inactive and rotation in the opposite direction activates the other clutch respectively.

Abstract: An electric actuator to be mounted on an object having a stationary section and a movable section is provided. The electric actuator is configured to actuate the movable section of the object. The electric actuator is provided with a case fixedly attached to the stationary section, and includes a gear mechanism provided in the case. The gear mechanism includes a rotational member rotatable about a common axis and connected with a first motor, an internal gear formed in the rotational member, a sun gear rotatable about the common axis and connected with a second motor, and a planetary gear provided between the internal gear and the sun gear. The planetary gear is connected with an output section for actuating the movable section of the object. The rotational member is rotatably supported a bearing provided between an inner surface of the case and an outer surface of the rotational member.

Abstract: A wedge friction clutch with onboard enable and disable function, including: an axis of rotation; an inner race; an outer race located radially outward of the inner race; and a wedge assembly including at least one wedge plate located between the inner and outer races in a radial direction; at least one resilient element; and at least one piston. For a locked mode in which the inner and outer races are non-rotatably connected, the at least one resilient element is arranged to displace the at least one wedge plate in at least one first circumferential direction. For a free wheel mode in which the inner and outer races are independently rotatable with respect to each other, the at least one piston is arranged to displace the at least one wedge plate in at least one second circumferential direction.

Abstract: Disclosed are power machines, and drive systems for use thereon, as well as methods of controlling the displacement of a hydraulic drive motor. The drive system includes a drive pump capable of providing a hydraulic power output and a drive motor operably coupled to the drive pump that receives the hydraulic power output from the drive pump. The drive motor has an operating displacement that is variable between a minimum displacement and a maximum displacement and it provides a rotational output member. A shift actuator is operably coupled to the drive motor and it is configured to vary the displacement of the drive motor between the minimum displacement and the maximum displacement. A controller controls the shift actuator to cause the drive motor to provide infinitely variable displacement between the minimum and maximum displacements.

Abstract: A synchronizer comprising: a hub including splines; a sleeve including internal splines; a transmission gear including external splines; a blocking ring including dog teeth, a notch and a preceding projecting member, wherein after the hub and the transmission gear are synchronized, the preceding projecting member is pressed by the internal splines, and engaged with the external splines before the internal splines.

Abstract: The present invention discloses a resistance force control structure of driven pulley device, which is pivot mounted on a wheel of a driven pulley device, and primarily uses damping oil or a magnetic force to achieve a resistance effect. The magnetic force portion can also be added to a gear structure to present another configuration of a resistance force control structure to achieve change in magnetic force to increase the stabilizing effect of a wheeled frame. Moreover, an adjustable mechanism enables the user to control changes in the height of the damping oil level or magnetic force strength to control the rotational speed of a wheel.

Abstract: The present disclosure provides a power transmission apparatus for a hybrid vehicle including a one-directional rotation limiting device disposed on an engine torque delivery path so as to prevent a torque from reversely transmitting from the final drive gear to the planetary gear set.

Abstract: A multi-speed automatic transmission includes a housing, a transmission input shaft, and a plurality of clutches. Different combinations of clutches of the plurality of clutches are engaged to generate different gear ratios corresponding to respective forward speeds of the automatic transmission. The plurality of clutches are positioned within the housing and include a first friction clutch coupled the input shaft and having a first hub, and a second friction clutch having a second clutch hub. The second friction clutch is disposed about the input shaft and radially nested within the first clutch hub such that the second friction clutch is positioned radially between the first clutch hub and the input shaft. The first friction clutch is engaged to generate at least two forward speeds of the transmission and the second friction clutch is engaged to generate seven forward speeds of the transmission including the two forward speeds.

Abstract: Nine or more forward speeds and one or more reverse speed are achieved by a planetary gear train of an automatic transmission for a vehicle. The planetary gear train includes: an input shaft, an output shaft, four planetary gear sets, and six control components. In particular, each of the four planetary gear sets includes a sun gear, a planet carrier, and a ring gear. Selective connections between the sun gears, planet carriers, ring gears, and a transmission housing are performed by the the six control components.

Abstract: An electric oil pump (ELOP) provided in parallel to a mechanical oil pump driven by an engine supplies oil to a clutch of a transmission. The ELOP is rotated in advance of a request to operate the ELOP at a targeted relatively-low first preoperation rotational speed. When an actual rotational speed matches the first preoperation rotational speed and an actual current matches a threshold, the ELOP is rotated at a targeted relatively-high second preoperation rotational speed. At least when an actual rotational speed matches a second predetermined rotational speed not higher than the second preoperation rotational speed, it is determined that preoperation is completed. If the number of restarts during the preoperation as one operation history of the ELOP reaches or exceeds the predetermined number of times, the current supply to the ELOP is interrupted to limit the restart, thereby reducing the number of repeated restarts of the ELOP.

Abstract: A controller is configured to determine a current gear ratio step determined on the basis of gear ratio calculation Rg to be actual gear ratio of revolution Nm of main shaft 3a and revolution Nc of counter shaft 3b as well as gear ratio map for defining gear ratio variable allowance range for each of gear ratio steps. When making a decision of status of the determined current gear ratio step, the controller is configured to make delay timer get started when the gear ratio calculation Rg goes within the gear ratio variable allowance range of next step and halt to make a decision of the current gear ratio step while the delay timer is activated. The controller is also configured to make a decision of the status of the current gear ratio step after a predetermined delayed time Tn*(n=1, 2, . . . ) is elapsed.

Abstract: A control apparatus for a continuously variable transmission with a sub transmission includes a primary solenoid valve installed at an oil passage in a midway position between a mechanical oil pump and a primary pulley and configured to control a hydraulic pressure to be supplied to the primary pulley. The control apparatus further includes a transmission controller which outputs a primary current command value to a primary solenoid valve. The transmission controller outputs the primary current command value which previously closed the oil passage between the mechanical oil pump and the primary pulley to the primary solenoid valve before a rise in an engine revolution number due to at least a re-start of the engine, when a coast stop control/an idle stop control is carried out.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque of the engine, a first planetary gear set, a second planetary gear set, a third planetary gear set, a first rotation shaft selectively connectable to the input shaft, a second rotation shaft, a third rotation shaft selectively connectable to at least one of the input shaft and a transmission housing, a fourth rotation shaft selectively connectable to the first rotation shaft, a fifth rotation shaft directly connected to the transmission housing, a sixth rotation shaft selectively connectable to the fourth rotation shaft, and directly connected to the output shaft, and a seventh rotation shaft selectively connectable to the first rotation shaft.

Abstract: A method for controlling a hydrodynamic retarder in a motor vehicle that can be mechanically disengaged via a disconnect clutch, comprising a drive motor whose power output is controlled via an actuator such as a foot pedal or a lever; whereby in an overrun operation the acceleration of the motor vehicle is collected or detected and compared with a pre-specified acceleration value; and whereby in the non-braking mode the disconnect clutch is engaged, regardless of an initiation of a braking mode by an operator of the motor vehicle or a driver assist system and the working chamber is maintained drained when the acceleration exceeds an acceleration limit.