Abstract: An actuator device of a braking device and a clutch may have a pump provided with a single operating device for pressurizing a fluid by a float, and a first delivery circuit and a second delivery circuit fluidly connected to an outlet of the pump. The first delivery circuit may be fluidly connectable to a braking device, the second delivery circuit may be fluidly connectable to a clutch. The actuator device may have a diverter device suitable for fluidly connecting the output of the pump alternately with the first delivery circuit and with the second delivery circuit, so as to alternately actuate the braking device or the clutch.

Abstract: A parking mechanism includes an actuator having a manual shaft rotating around the first axis, a flange provided on an outer periphery of the manual shaft, a cam rod having a coupling portion coupled to the flange and a rod body moveable along a second axis orthogonal to the first axis with a movement of the flange, a coil spring attached to the rod body, a cam that is attached to the rod body and moves along the second axis by motion of the rod body transmitting via the coil spring, a pawl member having a meshing portion and operating with a movement of the cam, and a parking gear having a tooth portion with which the meshing portion meshes. The self-holding torque of the actuator is larger than the torque applied to the manual shaft at the time of maximum compression of the coil spring.

Abstract: A torque converter assembly having a cover including a tubular body, and a pump including a shell. The shell of the pump is received in the tubular body of the cover, and the shell of the pump is joined to the cover with a circumferential weld. The tubular body of the cover can include a circumferentially extending groove, and the circumferential weld can be at least partially aligned in an axial direction with the groove.

Abstract: A hybrid driving system and a hybrid electric vehicle. The hybrid driving system includes an engine, an input element (20), an output element (23), a box body (24), a first motor (13), a second motor (14), a first planet row, a second planet row, a third planet row, a first clutch (15) and a first brake (16). According to the hybrid driving system of the present disclosure, a basic three-planet-row planet gear configuration is provided through the planet row mechanical structure and the reasonable layout of multiple operating elements (the clutches and the brakes), which can realize at least two E-CVT working modes to obtain higher transmission efficiency.

Abstract: A transmission for a vehicle includes an input shaft, a planetary gearset comprising a sun gearwheel, one or more planet gearwheels, a planet gearwheel holder and a planet ring gearwheel, a first gearwheel, a second gearwheel, a third gearwheel, a fourth gearwheel and a fifth gearwheel, an output shaft, and at least two gear engaging devices which are configured to provide at least four selectable gear connections. The planet ring gearwheel is rotatably connected or connectable to the first gearwheel. A first gear engaging device is configured to be provided in a first state where it rotationally connects the second gearwheel to the fourth gearwheel and in a second state where it rotationally disconnects the second gearwheel from the fourth gearwheel. The third selectable gear connection is provided by at least setting the first gear engaging device in the first gear engaging device first state.

Abstract: Provided are a vehicle transmission and a vehicle powertrain device including the same. The present disclosure includes a driving sun gear receiving a driving force transmitted from a motor, a first sun gear having the same rotating axis as the driving sun gear, a second sun gear inserted into the first sun gear and having the same rotating axis as the first sun gear, a planetary gear provided with a plurality of stages which respectively mesh with the driving sun gear, the first sun gear, and the second sun gear, and a carrier to which the planetary gear is coupled so as to be rotatable and into which the first sun gear and the second sun gear are inserted.

Abstract: A parking pawl assembly having a housing, a parking pawl having a pin bore, a support sleeve fitted in the pin bore, and a pivot pin inserted through the support sleeve. The pivot pin is attached to the housing, thus pivotally attaching the parking pawl to the housing. The parking pawl includes a first end and a second end spaced from the first end. The first end defines the pin bore having an interior bore surface. The support sleeve includes an exterior surface fitted to the interior bore surface of the parking pawl. The exterior surface of the support sleeve may include outer diameter rolled threads or other locking features. The interior bore surface of the parking pawl may include inner diameter rolled threads operable to receive the outer diameter rolled threads of the support sleeve.

Abstract: A parking lock device for positioning a parking head moved to a parking position in a parking position and holding the parking state includes a first switching mechanism and a second switching mechanism. The first switching mechanism is switched between a coupled state in which the parking head and the parking rod are coupled to each other and a non-coupled state in which the first switching mechanism is relatively movable. The second switching mechanism is switched between a locked state in which the parking head is positioned in the fixed case and an unlocked state in which the parking rod is retracted in the locked state to release the positioning of the parking head with respect to the fixed case.

Abstract: A kit for modifying a transmission input housing includes an overrun piston sleeve positioned on an outer surface of an input housing inner stepped portion, an overrun piston configured to mate with the overrun piston sleeve, and a replacement forward piston housing. An inner diameter of the overrun piston is larger than an inner diameter of an OE overrun piston. A forward piston sleeve is positioned on the outer surface of the input housing inner stepped conical portion adjacent the overrun sleeve. A forward piston mates with the forward piston sleeve. The forward piston has an inner diameter that is larger than an inner diameter of an OE forward piston. Seals are positioned between the forward piston and the forward piston sleeve and between the overrun piston and the forward piston at an outer diameter of the overrun piston.

Abstract: A system for bypassing a torque converter in a powertrain is provided. The system includes a torque generating device including an output shaft and a transmission assembly. The transmission assembly includes a transmission output shaft and a torque converter, a torque converter bypass shaft. The transmission assembly further includes a disconnect clutch selectively coupling the torque converter with the torque generating device and a torque converter clutch selectively coupling the torque converter bypass shaft with the torque generating device. Engaging the disconnect clutch and disengaging the torque converter clutch enables the torque generating device to transmit torque to the transmission output shaft through the torque converter. Engaging the torque converter clutch and disengaging the disconnect clutch enables the torque generating device to transmit torque to the transmission output shaft through the torque converter bypass shaft.

Abstract: Methods and systems for operating a clutch of an axle are provided. In one example, the clutch may be characterized in static or dynamic conditions. The clutch characterization may be a basis for subsequently operating the clutch during gearbox shifting. In particular, an amount of torque that is transferred via the clutch may be controlled or adjusted according to the clutch characterization.

Abstract: Methods and systems for an electric driveline are provided. In one example, the electric driveline system includes a transmission with a planetary gearset, with a first gearset component rotationally coupled to a first electric machine and a second electric machine, and a first output interface and a second output interface rotationally coupled to a first axle and a second axle, respectively, and a second gearset component in the planetary gearset. The driveline system further includes a first friction clutch configured to selectively brake a third gearset component and a second friction clutch configured to selectively couple the first gearset component to an output shaft.

Abstract: A generator drive disconnect device comprising a drive transfer means (100) having a connected configuration, and a disconnected configuration. The disconnect device further comprises a disconnect mechanism, configured to move the drive transfer means from the connected configuration to the disconnected configuration, and a latch mechanism configured to the hold the drive transfer means in the disconnected configuration. The latch mechanism includes a latch member, which is moveable between a retracted position and an extended position, and a biasing mechanism. The biasing mechanism is configured to generate a biasing force to bias the latch member towards the extended position and to apply a reaction force to the latch member to resist movement of the latch member towards the retracted position, the reaction force having a magnitude which increases as a function of the distance of the latch member from the retracted position.

Abstract: A spring preloaded lockup clutch system comprises clutch disc(s), an input component, and an output component housed in a hydraulic fluid chamber of a torque converter, a lockup piston and a mechanical spring housed in a piston housing of the torque converter, and a relief valve coupled to the hydraulic fluid chamber. The clutch disc(s), when engaged, couples the input component to the output component. The lockup piston has a first end and a second end, engages with the clutch disc(s) when biased, and disengages from the clutch disc(s) when unbiased. The mechanical spring, coupled to the lockup piston at the second end, applies force to bias the lockup piston. The relief valve, when opened, relieves hydraulic pressure in the hydraulic fluid chamber allowing the lockup piston to remain being biased, and, when closed, allows the hydraulic pressure to build up allowing the lockup piston to be unbiased.

Abstract: A drive arrangement of a working machine includes a differential gear, a first drive unit coupled to a first element of the differential gear, a working machine coupled to a second element of the differential gear, and a second drive unit coupled to a third element of the differential gear. The speed of the second drive unit can be superimposed on a speed that is dependent on the speed of the first drive unit, whereby the first or second drive unit can be driven at a variably adjustable speed. When a switching element is closed, an auxiliary gear stage is load-transmitting and speeds of the first and second drive units are coupled as a function of at least one transmission ratio of the auxiliary gear stage, and when the switching element is open, the auxiliary gear stage is load-free and speeds of the first and second drive units are decoupled.

Abstract: A torque converter includes a front cover arranged to receive a torque; an impeller non-rotatably connected to the front cover; a turbine in fluid communication with the impeller; a lock-up clutch having a piston and a seal plate disposed axially between the piston and the turbine. The torque converter further includes a flow plate non-rotatably connected to the front cover, and a backing plate sealed to the piston and disposed axially between the flow plate and the seal plate. A through-bore extends axially through the backing plate and the flow plate. The flow plate is welded to the backing plate around the through-bore. A first chamber is bounded at least in part by the piston, the seal plate, and the backing plate, and a second chamber is bounded at least in part by the front cover, the piston, the backing plate, and the flow plate.

Abstract: A park lock for an output drive gear includes a pawl, a rotational cam, and a rotational spring. The pawl has an engagement protrusion that extends outward from a body disposed on a pawl rotational shaft, such that rotation moves the engagement protrusion toward the output drive gear. The rotational cam rotates such that a circumferential side engages with a portion of the pawl opposite the engagement protrusion, causing rotation of the pawl about the rotational pawl shaft to move the engagement protrusion towards the output drive gear. The rotational spring maintains tension on the pawl and cam such that the engagement protrusion maintains an engagement with the output drive gear based on rotation of the cam and a speed of the output drive gear.

Abstract: A powertrain for a vehicle may include a motor; a planetary gear set mounted to rotate parallel to a rotation shaft of the motor so that one rotation element may exchange power with the motor; a front wheel driveshaft engaged to the planetary gear set to receive power from another rotation element of the planetary gear set and to transfer a rotating force to a front wheel coupled to the front wheel driveshaft; and a rear wheel driveshaft engaged to the planetary gear set and mounted to receive power from the other rotation element of the planetary gear set to rotate parallel to the rotation shaft of the motor, and to transfer a rotating force to a rear wheel coupled to the rear wheel driveshaft.

Abstract: A hydraulic actuating device for a coupling device having an actuating piston, a piston chamber assigned to the actuating piston and a supply chamber which is arranged further inwards in the radial direction than the piston chamber and via which a hydraulic fluid can be supplied to the piston chamber, wherein the supply chamber is delimited in a first axial direction by a first housing part and in a second axial direction opposite to the first axial direction by a second housing part, and the first housing part is fastened to a hub. The first housing part is fastened to the hub by clamping the second housing part in the axial direction between the first housing part and the hub. Furthermore, the present invention relates to a coupling device having such an actuating device as well as a method for manufacturing such an actuating device.

Abstract: A number of illustrative variations may include a system including brake-to-steer algorithms may achieve lateral control of a vehicle without longitudinal compensation but may also force a vehicle to slow down too rapidly before appropriate lateral movement can be achieved and may deliver an unnatural driving experience for vehicle occupants. A more natural feeling deceleration may be achieved by optimally selecting appropriate transmission shifts to allow for optimal engine speed or electric motor speed and torque based on current vehicle speed thereby reducing undesirably longitudinal disturbance.