Abstract: A driving force transmission apparatus includes: a front housing and an inner shaft coaxially with each other and rotatable relative to each other; a main clutch transmitting torque between the front housing and the inner shaft; and a cam mechanism having a main cam and a pilot cam and using the main cam to press the main clutch. Where a circumferential gap angle between each spline tooth of the front housing and a corresponding first protrusion of outer clutch plates is ?1, a circumferential gap angle between each spline tooth of the inner shaft and a corresponding protrusion of inner clutch plates is ?2 and a circumferential gap angle between each spline tooth of the inner shaft and a corresponding protrusion of the main cam is ?3, the inequality ?1+?2??3?1.0° is satisfied.

Abstract: An electric machine arrangement for an electric axle of a motor vehicle has an electric machine. The electric machine is connected via a gearbox to at least one drive shaft which can be connected to a driven wheel of the motor vehicle. Further, the machine arrangement has a machine housing. The electric machine has a stator fixed to the housing and a rotor which is connected to an input element of the gearbox. The rotor is rotatably mounted on the machine housing by a first and a second rotor bearing section. The first rotor bearing section is connected to a machine output shaft which is connected to the input element of the gearbox. The machine output shaft is guided through the second rotor bearing section in a contactless fashion.

Abstract: A powertrain for a hybrid vehicle includes a clutch interconnecting an internal combustion engine and an electric motor. The electric motor is coupled to a manually operated gearbox operable in at least one electric only drive position and at least one hybrid drive position. A latch is coupled to the clutch and is moveable between a closed position inhibiting the clutch from interconnecting the internal combustion engine and the electric motor when the gearbox is disposed in the electric only drive position, and an open position allowing the clutch to interconnect the internal combustion engine and the electric motor when the gearbox is disposed in the hybrid drive position.

Abstract: A bidirectional driving device includes a ratchet wheel, a movable handle, a fixed casing, a pawl reset spring, a handle reset spring and a central shaft. The handle reset spring is in an inner hole of the ratchet wheel. A positioning column of the handle reset spring is placed in sliding slots of the movable handle and of the fixed casing. First and second pawls are disposed between the ratchet wheel and the movable handle. Tooth sections of the first and second pawls are engaged with ratchet teeth of the ratchet wheel. Positioning columns of the first and second pawls are connected with the movable handle. Bosses of the first and second pawls are placed in sliding slots of the fixed casing, each composed of two circular arc slot sections with different radius. The pawl reset spring is connected with the bosses and with the central shaft.

Abstract: In a dry clutch, the space between dry-clutch plates and a bearing, which bearing is interposed between a first piston and a second piston, is blocked off. Also provided is a structure for supplying the bearing with lubricating oil, and thus it is possible to provide the dry clutch, without causing upsizing the bearing.

Abstract: An automotive clutch housing and a method of manufacture thereof is provided. The clutch housing has a cylindrical body that is formed from a form folded strip metal sheet that is later formed into a cylindrical body. The cylindrical body is then joined to a hub to form a clutch housing.

Abstract: A transmission is provided having an input member, an output member, four planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices include clutches and brakes actuatable in combinations of two to establish a plurality of forward gear ratios and one reverse gear ratio.

Abstract: A dual clutch actuation device generates the axial compression force required to compress a first and second set of frictional elements of a dual clutch module. Dual clutch actuation device includes a first and second annular piston. The annular pistons are arranged in concentric annular piston slots. Together the piston and annular slots form annular piston chambers. The actuation device further includes a first set of wiper seals and a second set of wiper seals disposed in a first and a second annular channel in each of the annular pistons. Advantageously, contamination of the piston chambers is reduced or eliminated through the wiping or cleansing action of the first and second set of wiper seals against walls of the annular slots formed in the housing of the actuation device.

Abstract: A slave cylinder (50) for a vibration-damped hydraulic force transmission system, particularly a hydraulic clutch actuating system for motor vehicles is disclosed, comprising a cylinder housing (52), a piston (56) received therein to be longitudinally displaceable and a pressure chamber (60) which is bounded by the cylinder housing and the piston and which can be selectably acted on by a pressure medium, by way of a pressure connection (66) provided in the cylinder housing, in order to displace the piston in the cylinder housing. An insert member (68) which is inserted in the pressure chamber and secured in the pressure connection and which is equipped with a device (70) for reducing pressure pulses, the device being constantly open to the pressure medium, is additionally provided. As a result, the vibration-damping measures or means are integrated in the slave cylinder in a particularly economic and space-saving manner.

Abstract: A hydraulic clutch for preventing a drag of a clutch at the time of disengaging the clutch by decreasing an oil supply quantity between a plurality of clutch plates and a plurality of clutch discs thus decreasing a change hitting sound at the time of shifting. A hydraulic clutch is configured such that the superposition between an oil supply hole formed in a clutch pressure plate and an oil supply hole formed in a clutch center becomes maximum when the clutch is engaged.

Abstract: A parking brake device for motor transmissions, especially automatic transmissions has a parking brake pawl (2) with an actuating or adjusting device (3) for engaging and disengaging the pawl (2) as well as a holding device for securing the parking brake pawl (3) in the disengaged position. The holding device includes a toggle mechanism (6, 7, 8, 9) that can be brought from a first, stretched position, in which the parking brake pawl (2) is fixed in the disengaged position, into a second, bent position, in which the parking brake pawl (2) can be engaged. This presents a reduction of the design effort, an improvement of robustness and resistance to different ambient conditions with no auxiliary energy requirement for maintaining the securing action for the parking brake pawl and also minimal releasing forces for releasing the parking brake securing.

Abstract: A control device for a vehicular lockup clutch, including a lockup clutch that directly connects an input rotation member and an output rotation member of a hydraulic transmission device constituting part of a power transmission path between an engine and drive wheels, a linear solenoid valve that controls an engagement hydraulic pressure for engaging and actuating the lockup clutch, and a controller that is configured to perform a flexible start control for slip-engaging the lockup clutch when a vehicle starts moving, and to perform, before starting the flexible start control, a precharge control for establishing a standby state in which a predetermined preparation pressure is indicated to the linear solenoid valve.

Abstract: A drive device 1A includes: electric motors 2A and 2B that outputs drive powers; and planetary gear reducers 12A and 12B disposed between axles 10A and 10B connected to cylindrical shafts 16A and 16B serving as the output shafts of the electric motors 2A and 2B and to rear wheels LWr and RWr. The drive device 1A further includes: a one-way power transmission device that transmits the one-way rotation power of the electric motors 2A and 2B to the axles 10A and 10B; and a two-way power transmission device that transmits the two-way rotation power of the electric motors 2A and 2B to the axles 10A and 10B. The one-way power transmission device and the two-way power transmission device are disposed on transmission passages from the electric motors 2A and 2B to the axles 10A and 10B.

Abstract: A torque transmission assembly is disposed between a power source and a vehicle transmission and includes an annular housing, a pump member of a fluid coupling, a turbine member of the fluid coupling, a lockup clutch, a first shaft, a first selectable clutch, a second shaft, and a second selectable clutch. The turbine member opposes the pump member and the lockup clutch is selectively engaged between the pump member and the turbine member. The first selectable clutch is selectively engaged between the turbine member and the first shaft. The second selectable clutch is selectively engaged between the turbine member and the second shaft.

Abstract: An apparatus for transferring torque from a crankshaft to a dual input transmission includes: a flywheel connected at one end to the crankshaft and at the opposite end to a torque transmitting device or dual clutch. The flywheel has a first coupling member that is configured to engage a second coupling member attached to a center plate of the dual clutch. The first coupling member is fixedly secured to the second coupling member by a fastening means. A dual clutch actuation device generates the axial compression force required to compress a first and second set of frictional elements of a dual clutch.

Abstract: A power transmitting apparatus can include a clutch housing, a plurality of driving and driven clutch plates, a clutch member, a pressure member, an intermediate member, a plurality of urging devices, and a back-torque limiting cam. The power transmitting apparatus can further include an urging force cut-off device for cutting-off the urging force applied to the pressure member from particular urging devices of the plurality of urging devices by separating the inner ends of the particular urging devices from the pressure member when the intermediate member is moved toward the pressure member by the action of the back-torque limiting cam.

Abstract: A fluid transmission device includes a pre-damper (10) that transmits driving force received from a crankshaft (100) to a front cover (20) via first damper springs (14), a mechanism (30) that transmits the driving force transmitted to a pump (31) to a turbine (32) via hydraulic fluid, a piston member (40) that is disposed between the front cover (20) and the mechanism (30) and delivers the driving force to an output shaft (200), a dynamic damper (60) that connects the piston member (40) and the turbine (32) via second damper springs (63), a lock-up clutch (50) that enables the front cover (20) and the piston member (40) to engage with each other, a turbine clutch (70) that enables the turbine (32) and the piston member (40) to engage with each other, and a control device (80) that controls the lock-up clutch (50) and the turbine clutch (70).

Abstract: A clutch comprises two plates each connected to a respective shaft, so that rotary power may be transmitted. One shaft exerts engagement force near the center of the first plate, whereas the second shaft exerts engagement force about the circumference of the second plate. In this manner it is provided that the first plate tends to deform convexly, whereas the second plate tends to deform concavely, as the plates approach and then engage each other. Due to the geometry resulting from the deformation of the plates, engagement surfaces on the first plate are urged towards receiving surfaces on the second plate, with said surfaces entering into firm contact with each other, as said plates deform convexly and concavely respectively; despite the fact that when the plates are undeformed, there may be clearance rather than interference between said surfaces so that rotation is not transmitted between the plates.

Abstract: A transmission module 1 has an input 3 which can be connected to a drive source, and an output 5 which can be connected to a differential. The transmission module 1 further has a clutch 7 and an epicyclic gearing 21 with three rotational members, of which a first rotational member 23 is connected to the clutch housing 9, a second rotational member 25 is connected to a brake 27 and a third rotational member 29 is coupled to the output 5. A transmission 31 also forms part of the transmission module 1. Between the clutch 7 and the epicyclic gearing 21 is located a partition 45 which is connected to the transmission housing 33 while a wet space 47 is formed between the partition and the transmission housing. The actuation cylinder 15 of the clutch, the operating cylinders 48 of the brake 27, as well as the oil pipes leading to it are fixed to the partition 45 as a result of which the actuation is arranged as a single module.

Abstract: A method for activating an oncoming clutch in a transmission includes monitoring rotational speeds of clutch elements of the oncoming clutch wherein the clutch elements are coupled to first and second rotationally independent torque actuators. A control speed profile for the first rotationally independent torque actuator is commanded. A speed profile of the oncoming clutch approaching zero speed is generated as is a control speed profile for the second rotationally independent torque actuator corresponding to a speed of the first rotationally independent torque actuator, the speed profile of the oncoming clutch, and an output speed of the transmission. A speed of the second rotationally independent torque actuator is controlled using the control speed profile for the second rotationally independent torque actuator. A speed of the oncoming clutch is monitored and the oncoming clutch is activated when the speed of the oncoming clutch is zero.