Abstract: A clutch group (1) is for power take-offs for industrial vehicles. The clutch group (1) includes a clutch shaft (10) and an input gear (20) operatively connected to the clutch shaft (10), by clutch discs (30) suitable to engage each other through friction. The clutch group (1) has a bell (40) supported by the clutch shaft (10) around it and suitable to house the clutch discs (30) and a pneumatic controller (50) operable by pressurized fluid to control the mutual commitment between the clutch discs (30). The pneumatic controller (50) includes a main piston (51) housed in a main thrust chamber (510) and an auxiliary piston (52) housed in an auxiliary thrust chamber (520).

Abstract: A bi-directional actuator for a motor vehicle drive train is provided. The actuator includes a first axially stationary part; a second axially stationary part; an activation part between the first axially stationary part and the second axially stationary part, the activation part being axially movable to alternately contact the first axially stationary part and the second axially stationary part; and an actuation part engaging the first axially stationary part and the second axially stationary part, contact between the activation part and the first axially stationary part causing the first axially stationary part to force the actuation part in a first axial direction, contact between the activation part and the second axially stationary part causing the second axially stationary part to force the actuation part in a second axial direction.

Abstract: A deployment system for user interface devices with enhanced interface capabilities and methods for manufacturing and using same. The deployment system includes a main rotating joint system and a device mounting assembly that are coupled via an extension support system. The main rotating joint system enables the deployment system to be installed at any suitable installation location, such as an armrest; whereas, the device mounting assembly is configured to receive a selected user interface device. Advantageously, the deployment system provides an enlarged internal channel for accommodating larger communication cables and a progressive clutch system for supporting the increased weight of the user interface devices. The deployment system thereby can maintain near-constant tension during deployment of the user interface devices, inhibiting drop injuries to users and damage to the user interface devices.

Abstract: A method is proposed for triggering the clutch moment of a clutch of an automated gear in the power train of a vehicle with the creep function activated, where the clutch moment is triggered as a function of the slippage on the clutch and/or as a function of the speed of the vehicle. Furthermore, a device is proposed for triggering the clutch moment of a clutch of an automated gear, in particular, to implement the abovementioned method where at least one control device is provided which triggers the clutch moment as a function of the slippage on the clutch and/or as a function of the speed of the vehicle.

Abstract: A torque transmitting assembly includes an actuator for engaging a torque transmitting element. A mechanism is connected to the actuator. The mechanism is operable to selectively allow fluid communication therethrough. The mechanism communicates between two separate fluid spaces located on opposite sides of the actuator. During movement of the actuator, a fluid is allowed to transfer through the mechanism between the two separate fluid spaces.

Abstract: A clutch actuator for an electromechanical clutch having a solenoid actuating coil initially provides power to the solenoid at a high rate by using a high duty cycle pulse with a modulated controller. When the initial engagement of the clutch elements is sensed by a decrease in current, the duty cycle of the pulse with modulator is reduced and thereafter increased in a control fashion to accomplish a soft start.

Abstract: A clutch engagement control system 100 for engaging a friction clutch 1 by means of an actuator 3, can comprise a magnetostrictive sensor 71 for detecting the state of power transmission over the friction clutch 1, and can be configured to engage the friction clutch 1 at first engagement velocity until the magnetostrictive sensor 71 detects the start of the power transmission, and to change the engaging velocity to second engagement velocity lower than the first engagement velocity when the magnetostrictive sensor 71 detects the start of the power transmission such that the friction clutch 1 starts transmitting power after no power transmitted over the friction clutch 1, and the power transmissibility is gradually enhanced.

Abstract: A friction clutch is provided between an internal combustion engine and a transmission, which is incorporated in a motor vehicle, the clutch comprising driving disks and transmission disks. In order to optimize the clutch particularly with respect to comfort and wear resistance, the driving disks and the transmission disks, at least in the region of the friction sections, are constructed in such a manner that the friction sections are largely shudder insensitive.

Abstract: A torque transfer device is provided that includes an input member for receiving torque from an external source. An output member is disposed radially inward of the input member to define a first torque transferring region therebetween. A second torque transferring region is also disposed between the input member and output member. A source of magnetic flux is operable to provide a first level of magnetic flux that transfers torque between the input and output members by activation of the first torque transferring region. The source of magnetic flux is also operable to provide a second level of magnetic flux that transfers torque between the input and output members by activation of both the first torque transferring region and the second torque transferring region. The torque transfer device substantially eliminates the “hard” or sudden engagement of conventional electromagnetic clutches.

Abstract: The clutch of a beach buggy. The clutch is provided with a friction enduring resilient annular member closely positioned between an actuating member and the outer cover of the clutch. Thus, when the engine of a beach buggy is started, the actuating member will be driven to rotate and the outer cover will be activated to rotate slowly by the pressing frictional force produced by the resilient annular member and the actuating member. At the same, a shift gear connected to the outer cover will also rotate slowly, improving the engagement between one of the transmission gears and the shifting gear before accelerating and accordingly preventing a beach buggy from rushing abruptly.

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: A multi-stage wet disc brake assembly has a first actuator is supported within a housing and moveable toward point of friction discs. A second actuator coacts with the first actuator and is moveable relative to the first actuator toward the friction discs. One of the actuators reduces the running clearance between the friction discs and the other of the actuators forces the friction discs together to slow rotation of a rotatable member relative to the housing when the rotatable member is being driven.