Abstract: One of coaxially placed two output shafts which is located on the inner outer side is a first shaft 102, and the other one which is located on the outer side is a second shaft 104. The first shaft 102 projects more than the second shaft 104. A first clutch disk 116 is connected to a projecting portion of the first shaft 102, and a second clutch disk 110 is connected to the second shaft 104 through a sleeve 106. The second shaft 104 and the sleeve 106 are splined to each other, and the sleeve 106 and the second clutch disk 110 are splined to each other. According to this, the sleeve 106 is structurally permitted to move in an axial direction of the engaging/disengaging mechanism, and the first clutch disk 116 is engaged and disengaged by the movement of the sleeve 106 in the axial direction.

Abstract: Systems and methods for improving operation of a hybrid vehicle driveline are presented. In one example, pressures applied to two different clutches are coordinated such that a pressure boost phase of a driveline disconnect clutch does not occur at a same time as a pressure boost phase of a transmission shifting clutch.

Abstract: A transmission for vehicles may include a first planetary gear set, a second planetary gear set, a third planetary gear set, and a fourth planetary gear set each of the first, second and third planetary gear sets including three rotary elements; and a plurality of friction members, wherein the friction members are connected to at least one of the rotary elements of the planetary gear sets and control rotation of the rotary elements.

Abstract: A vehicle differential disconnect assembly can include a differential case, a differential gear set, and a torque distribution device. The differential gear set is carried within the differential case. The torque distribution device transfers torque between the differential gear set and side shafts of the accompanying vehicle driveline. The torque distribution device can include a clutch pack and an actuator assembly. The clutch pack is located at a first side of the differential case relative to the differential gear set, and the actuator assembly is located at a second side of the differential case relative to the differential gear set. The actuator assembly has a mover that transmits movement to the clutch pack when the actuator assembly actuates and deactuates the clutch pack.

Abstract: A band brake actuator is for actuating a band brake on a planetary gearset. The band brake actuator comprises a actuator shaft; an output finger; and a linkage assembly. The linkage assembly connects the actuator shaft to the output finger such that rotation of the actuator shaft in a first rotation direction causes the output finger to engage the band brake on the planetary gearset, and such that rotation of the actuator shaft in an opposite, second rotation direction causes the output finger to disengage the band brake from the planetary gearset. Engagement of the band brake and the planetary gearset shifts the planetary gearset into one of a forward and a reverse gear and wherein disengagement of the band brake and the planetary gearset shifts the planetary gearset into a neutral gear.

Abstract: Dual clutch including two clutch units acting in a force-fitting manner and mounted on a common clutch hub in a rotationally fixed and axially movable manner, a pressure disk arrangement retained between the clutch units on the clutch hub in an axially fixed manner and including two axially movable pressure pistons each of which can be ventilated by a compression spring arrangement positioned in the clutch hub. Each compression spring arrangement includes multiple compression springs, each of which is arranged in a recess of the clutch hub. Each recess is introduced into the clutch hub as an axially extending blind hole. The pressure disk arrangement is received in a radial groove of the clutch hub, the groove being radially and/or axially spaced from the blind holes.

Abstract: In one aspect of the invention there is provided a method of manually releasing power actuated vehicle park means in the absence of power, the method comprising the steps of: rotating a power actuated selector shaft from a park mode position in which one or more wheels are locked by the park means to a park release mode position in which the one or more wheels are released by the park means; and locking the selector shaft in the release mode position by means of locking means, whereby the successive steps of rotating the selector shaft to the release mode position and subsequently locking the selector shaft in the release mode position comprise manual translation or rotation of one or more members in first and second directions respectively, the first direction being different from the second direction.

Abstract: A multi stage transmission for a vehicle may include an input shaft and an output shaft; first to third planetary gear device provided to transfer a torque between the input shaft and the output shaft and each including three rotating elements; and at least six shifting elements connected to the rotating elements of the first to third planetary gear devices, wherein the first planetary gear device has a first rotating element continuously connected to the input shaft and variably connected to a third rotating element of the third planetary gear device, a second rotating element fixedly installed by any one of the shifting elements and variably connected to the third rotating element of the third planetary gear device, and a third rotating element variably connected to a first rotating element of the second planetary gear device and continuously connected to a first rotating element of the third planetary gear device.

Abstract: In an aspect, a clutch assembly is provided that uses an electromagnet to generate a magnetic circuit which drives an armature to a position whereat it engages the clutch to operatively connect a rotating member to a stationary member. In embodiments wherein the armature initially rotates with the rotating member, the magnetic circuit passes through the stationary member. In embodiments wherein the armature is initially stationary, the magnetic circuit extends through the rotating member.

Abstract: The present disclosure provides a disconnect mechanism for removably coupling an input member and an output member to one another. The mechanism includes a drive member configured to be rotationally driven and a driven member rotationally coupled to the drive member. A collar is rotatably coupled to the driven member, where rotation of the drive member induces rotational and longitudinal movement of the collar along a shaft passing through the driven member. The mechanism further includes a coupler member coupled to the collar such that the coupler member is adapted to be removably coupled to the input member and output member. As the collar moves along the longitudinal shaft, the coupler member moves longitudinally between a first position in which the input member and output member are coupled and a second position in which the input member and output member are decoupled from one another.

Abstract: A method for securing a vehicle, whose wheels of one axle are on a dynamometer, against being unintentionally pushed out of the dynamometer during an inspection of the parking brake. In order to avoid endangerment of people who are in the surroundings of the vehicle, it is proposed to ascertain with the aid of a sensor system whether the vehicle is located on a dynamometer and, if this has been determined, to automatically generate a braking torque at a wheel brake of at least one wheel, which is located outside the dynamometer, after a control element of the parking brake has been operated.

Abstract: A robust ground traction (drive) assembly for remotely controlled vehicles, which not only operates smoothly on surfaces that are flat, but also upon surfaces that include rugged terrain, snow, mud, and sand, is provided. The assembly includes a sun gear and a braking gear. The sun gear is configured to cause rotational force to be applied to second planetary gears through a coupling of first planetary gears. The braking gear is configured to cause the assembly (or the second planetary gears) to rotate around the braking gear when an obstacle or braking force is applied.

Abstract: One of coaxially placed two output shafts which is located on the inner outer side is a first shaft 102, and the other one which is located on the outer side is a second shaft 104. The first shaft 102 projects more than the second shaft 104. A first clutch disk 116 is connected to a projecting portion of the first shaft 102, and a second clutch disk 110 is connected to the second shaft 104 through a sleeve 106. The second shaft 104 and the sleeve 106 are splined to each other, and the sleeve 106 and the second clutch disk 110 are splined to each other. According to this, the sleeve 106 is structurally permitted to move in an axial direction of the engaging/disengaging mechanism, and the first clutch disk 116 is engaged and disengaged by the movement of the sleeve 106 in the axial direction.

Abstract: A transmission with a common carrier planetary gear set is provided for a vehicle that has drive axle half shafts defining an axis of rotation, an electric motor/generator with a motor shaft parallel with the axis of rotation, either concentric with the axis of rotation or spaced therefrom, and a differential with a differential carrier connected with the drive axle half shafts. The planetary gear set has a first sun gear member continuously or selectively connectable with the motor shaft, first and second pinion gears, a carrier member rotatably supporting the first and the second pinion gears so that the first pinion gear meshes with the first sun gear member, and a ring gear member meshing with one of the pinion gears. The ring gear is connectable to a non-rotating housing. The carrier member is operatively connected with the differential carrier.

Abstract: An intermesh engagement device includes an intermesh engagement mechanism, a moving member, an actuator configured to apply a thrust to a moving member in an engaging direction, a transmission spring configured to transmit the thrust of the actuator from the moving member to a sleeve, a return spring, a stopper, and an electronic control unit configured to control the actuator. The electronic control unit is configured to execute first control for setting the thrust of the actuator to a thrust in a first region, and, when a halfway stopped state has occurred through the first control, execute second control for setting a thrust larger than the thrust in the first control. The first region is a range in which the thrust is larger than an urging force of the return spring and is smaller than the sum of the urging force of the return spring and a maximum urging force of the transmission spring.

Abstract: A drive arrangement for a drive train of a vehicle is provided. The drive arrangement includes an outer hub, an inner hub and rolling elements. The outer hub includes a fixed section and a movable section which can be reversibly connected to one another. In the disconnected state, the movable section is freely rotatable about a longitudinal axis of the outer hub. The rolling elements are displaceable in a longitudinal direction of the outer hub between the fixed section and the movable section.

Abstract: A motor vehicle includes a transmission and a transmission fluid pump for transport of transmission oil to and within the transmission. The transmission fluid pump has a moving element which is coupled to a summation shaft of a planetary gear train. The planetary gear train has a ring gear which is operated by a first drive, and a sun gear which is operated by a second drive. A freewheel mechanism is arranged between the sun gear or a shaft connected to the sun gear and a further element so that the second drive can be switched off, when the first drive operates at high speeds while yet maintaining proper operation of the transmission fluid pump.

Abstract: A hydraulic control device that controls a hydraulic pressure for a plurality of friction engagement elements included in an automatic transmission mounted on a vehicle to establish a plurality of shift speeds, including: a plurality of pressure regulation valves, a plurality of hydraulic switches, speed change control means, and abnormality determination means.

Abstract: A wedge clutch, including: an inner race having a radially outermost surface sloping radially outward from a first axial side to a second side; an outer race located radially outward of the inner race; a wedge plate radially disposed between the inner and outer races, the wedge plate including a radially innermost surface sloping radially outward complementary with the radially outermost surface of the inner race; and an actuation assembly arranged to displace the inner race in the first axial direction to place the wedge clutch in a locked mode in which the inner race, the wedge plate and the outer race are non-rotatably connected and in the second axial direction to place the wedge clutch in a free-wheel mode in which the inner and outer races are rotatable with respect to each other.

Abstract: An axle drive system for a motor vehicle, having a dynamoelectric drive motor (1), a shiftable superimposing transmission having a first and a second gear stage (3, 4), a shift actuator system (5) for shifting the superimposing transmission, as well as a power divider (8) driving two output shafts (10, 12). The drive motor (1), power divider shafts (9, 11), output shafts (10, 12) and dynamoelectric drive motor (1) are arranged coaxially to each other and perpendicular to the direction of travel of the motor vehicle. A particularly compact design is achieved for the axle drive system of the aforementioned type in that the shift actuator system (5) having an electric motor (14) provided for actuation purposes is in its entirety disposed in a space bounded by the first gear stage (3) on one side and the second gear stage (4) on the other side in the axial direction of the drive system.