Abstract: An engagement device includes: a clutch unit including annular input and output elements disposed so as to face each other in an axial direction, plate-shaped engagement pieces provided in the input element or the output element, and an annular selector plate disposed between the input and output elements to switch a posture of the engagement pieces and switched between an engagement state and a release state; and an actuator operating the selector plate and control the engagement state and the release state of the clutch unit. Further, the actuator includes an actuator main body generating a force for operating the selector plate, and the actuator main body is disposed radially inwards beyond the clutch unit.

Abstract: A mechanical actuator system has variable and controllable mechanical impedance. Such a mechanical actuator system may be used to effectuate a degree of freedom in a robot, i.e., to control speed, output torque and direction of movement of a robotic component, such as a joint, wheel, arm, wrist or grabber. Mechanical impedance, i.e., an amount of “resistance” the robot presents to a human user, can be controlled for safety and rehabilitation purposes. The mechanical actuator system includes a mechanical differential and two adjustable-engagement clutches driven by motor. Advantageously, the motor may turn at a constant speed and direction, yet the mechanical actuator system can be controlled to turn in either direction and at a desired speed. The adjustable-engagement clutches may be electrorheological (ER) fluid clutches, magnetorheological (MR) fluid clutches, conventional dry friction clutches or any other type of clutch whose degrees of engagement can be controlled.

Abstract: Electrically driven vehicle including a drivetrain with an electric motor which forms the drive of the vehicle, and a frictionally engaging clutch. The clutch is a normally closed clutch with conical friction elements, which rest against each other in pairs in a closed position and transmit torque.

Abstract: The present device includes a mass body, a centrifugal element and a plurality of conversion mechanisms. The mass body is disposed to be rotatable with the rotor and be rotatable relative to the rotor. The centrifugal element is disposed to receive a centrifugal force to be generated by rotation of at least one of the rotor and the mass body. Each of the plurality of conversion mechanisms is configured to convert the centrifugal force into a circumferential force when a relative displacement is produced between the rotor and the mass body in a rotational direction. The circumferential force is directed to reduce the relative displacement. The respective plurality of conversion mechanisms are disposed at intervals in a circumferential direction.

Abstract: A central release mechanism for a pneumatic clutch actuating device has a cylinder housing, which, about a central axis, delimits a ring-shaped pressure chamber wherein a ring-shaped piston which can be pneumatically pressurized via the pressure chamber and which is operatively connectable to a clutch is guided so as to be displaceable along the central axis. In the pressure chamber, between the ring-shaped piston and a base of the cylinder housing, a preload spring arrangement braces the ring-shaped piston and the cylinder housing apart from one another. A movement of the ring-shaped piston relative to the cylinder housing is detectable with a sensor arrangement which has a position detector and a position encoder. The preload spring arrangement has a multiplicity of distributed preload springs, angularly spaced apart from one another, about the central axis.

Abstract: A free wheel assembly with front clutches comprising a hub sleeve rotatable on a hub pin and a cassette rotatable on the hub pin, a first annular body rotatable on the hub pin and comprising a first crown gear, a second annular body associated with the hub sleeve and comprising a matching second crown gear facing the first crown gear. The first annular body is axially movable relative to the second annular body between a motion transmission configuration and a free wheel configuration and coupling members operate between the first annular body and the cassette. In the free wheel configuration, rotation of the cassette relative to the first annular body forces the coupling members to axially translate the first annular body towards the second annular body, and magnetic members active on the first annular body and opposing the rotation of the first annular body with respect to the hub pin.

Abstract: A vehicle parking apparatus displaced across first and second cases joined together through joined surfaces. The vehicle parking apparatus includes a rotation member supported rotatably at the first case to rotate in accordance with parking activation command and parking release command, a parking rod extended from the first case to the second case and including a base portion supported rotatably at the rotation member to move to first direction and second direction by rotation of the rotation member, a parking pole supported swingably at the second case and brought into contact with a top portion of the parking rod to engage with and disengage from a parking gear in accordance with movement of the parking rod in the first direction and the second direction, and a plate shaped stay fixed to the first case and including a notch into which the parking rod is inserted.

Abstract: A range-change transmission device includes a main shaft, an output shaft, and a range-change unit. The range-change unit has at least one planetary gearbox, which includes at least one first gearbox element, at least one second gearbox element, and at least one third gearbox element. The range-change unit also has at least one shifting device, which is provided at least for the selective connection of the main shaft to the first gearbox element and/or to the second gearbox element.

Abstract: A shift control device has stepless and stepped shift modes in which a transmission gear ratio of a continuously variable transmission is controlled in stepless and stepwise fashions, respectively, and includes a mode setting unit that switches the shift mode to the stepped shift mode if an engine rotation speed in the stepless shift mode exceeds a switch threshold, a correction-value setting unit that sets a correction value based on the engine rotation speed if the shift mode is to be switched to the stepped shift mode, a shift-threshold setting unit that sets a shift threshold by adding the correction value to the switch threshold if the shift mode is to be switched to the stepped shift mode, and an upshift controller that switches the transmission gear ratio toward a higher side when the engine rotation speed in the stepped shift mode reaches the shift threshold.

Abstract: A hybrid module for a drive train of a motor vehicle, comprises an electric machine which has a stator and a rotor, a torsional vibration damper which has at least one rotary component, and an integrated clutch device which is constructed as a dual clutch. A rotor carrier which receives the rotor is connected directly via a permanent rotary connection to the at least one rotary component. The rotor carrier forms a clutch component of at least one part-clutch of the clutch device.

Abstract: An electro-magnetic coil assembly mounted to a clutch assembly, the electro-magnetic coil assembly including a coil mounted within an annular coil housing and a flexible armature plate. The coil assembly adapted to generate an electromagnetic field between the coil and the armature plate for attracting the armature plate to the coil assembly. The flexible armature plate includes an annular plate with an outer edge and an inner edge, the outer edge defining an outer periphery, the inner edge defining an inner periphery. Tangs spaced about the inner periphery extending radially inward from the inner edge. Inner notches spaced about the inner periphery of the annular plate and extending radially outward to a point at least halfway in the radial direction between the inner edge and the outer edge. Outer notches spaced about the outer periphery between and extending radially inward to a point at least halfway in the radial direction between the outer edge and the inner edge.

Abstract: A drive system includes a first gear set and a second gear set, each including a sun gear, a ring gear, a plurality of planetary gears coupling the sun gear to the ring gear, and a carrier rotationally supporting the plurality of planetary gears, a first electrical machine directly coupled to the first gear set, a second electrical machine directly coupled to the second gear set, a connecting shaft directly coupled to the ring gear of the first gear set, a driveshaft that transports power from the electrical machines to a tractive element, a first clutch selectively rotationally coupling the first gear set and the second gear set to the driveshaft, and at least one of a second clutch selectively rotationally coupling the second electrical machine to the connecting shaft and a third clutch selectively rotationally coupling the second gear set to the driveshaft.

Abstract: In at least some implementations, a system for a vehicle differential having multiple gears includes a coil of wire, a drive member movable in response to a magnetic field generated by application of electricity to the coil between a first position and a second position, and a lock member coupled to the drive member for movement with the drive member throughout a range of movement of the drive member. The lock member is adapted to engage a gear of the differential when the drive member is in the second position and the lock member is adapted to be disengaged from the gear when the drive member is in the first position. In this way, the differential may be selectively locked.

Abstract: A track work vehicle includes an axle input shaft defining a first axis of rotation, and a differential gear case having at least one planetary gear set. The track work vehicle includes a track drive system contained, at least in part, in the differential gear case. The track drive system includes a first gear coupled to the axle input shaft and a second gear coupled to the first gear. The track drive system includes a bevel gear assembly coupled to the second gear and a bevel gear set coupled to the planetary gear set. The track work vehicle includes at least one drive axle coupled to the planetary gear set and a drive wheel for driving a continuous ground-engaging track. The drive axle has a second axis of rotation that is vertically offset from the first axis of rotation and substantially coaxial with a centerline of the drive wheel.

Abstract: A hydraulically-actuated device comprises a self-contained fluid reservoir comprising a tank for receiving a fluid, a reservoir port, and a flexible diaphragm. An actuation member comprises a hydraulically actuated piston in a cylinder. A pump case comprises an inlet port and an outlet port, the inlet port in fluid communication with the reservoir port, and the outlet port in fluid communication with the actuation member. A pump is within the pump case. The pump can be a reversible pump. The flexible diaphragm can flex in to the fluid reservoir when the pump transfers a fluid from the fluid reservoir to the actuation member and can flex away from the fluid reservoir when the pump transfers fluid from the actuation member to the fluid reservoir. The flexible diaphragm can hermetically seal a fluid within the fluid reservoir and have a second side in communication with atmospheric pressure.

Abstract: A vehicle includes a drive axle, a multi-mode transmission, and a controller coupled to the multi-mode transmission. The multi-mode transmission includes a first gear set having a first planetary gear carrier and a second gear set having a second planetary gear carrier, a first motor/generator coupled to the first gear set, a second motor/generator coupled to the second gear set and selectively coupled to a connecting shaft, a brake positioned to selectively limit a rotational movement of a ring gear of the second gear set when engaged, a first clutch selectively rotationally coupling the first gear set and the second gear set to the drive axle when engaged, and a second clutch selectively rotationally coupling the second motor/generator to the connecting shaft when engaged. The controller is configured to engage the brake and the clutches to selectively reconfigure the multi-mode transmission to an intermediate shift mode of operation.

Abstract: A control apparatus for a vehicle drive-force transmitting apparatus including a dog clutch that is operated by an actuator to selectively connect and disconnect a drive-force transmitting path. In process of switching of the dog clutch from released state to engaged state, the control apparatus determines whether a rotational speed difference of the dog clutch is equal to or larger than a given difference value when a sleeve of the dog clutch is positioned on an engaging side of a synchronizing position for placing the dog clutch into the engaged state, and stops the switching of the dog clutch to the engaged state and causes the actuator to place the dog clutch back into the released state, when determining that the rotational speed difference is equal to or larger than the given difference value with the sleeve being positioned on the engaging side of the synchronizing position.

Abstract: An assembly includes a first planetary stage, a second planetary stage, and at least one retainer plate. The first planetary stage has a planet carrier and the second planetary stage has a ring gear. The planet carrier and the ring gear are configured to be rotated about a common axis of rotation. The retainer plate is attached to the ring gear and engages in a groove in the planet carrier. The groove and the axis of rotation are at least partially skewed to each other. The retainer plate is arranged at least partially on a first side of a first plane and on a first side of a second plane. The first plane and the second plane intersect along the axis of rotation. All planet bolts fixed in the planet carrier each lie on a second side of the first plane and/or the second plane.

Abstract: A wet friction member includes a core plate formed in a flat ring shape; and a friction part arranged on a main surface of the core plate. The friction part is formed in such a manner that four kinds of segment pieces, which are a first piece, a second piece, a third piece, and a fourth piece, are repeatedly arranged in this arrangement order in a ring shape via oil grooves.

Abstract: A parking lock (1) for a motor vehicle, wherein the parking lock (1) has a housing (21), a locking pawl (4) which is arranged such that it can be pivoted about a rotational axis (a) and has a pawl tooth (5) which is configured for engaging in a positively locking manner into a parking lock gear, an actuator (6) for actuating the locking pawl (4), with the result that it can be brought reversibly into engagement with the parking lock gear by way of the pawl tooth (5) of the locking pawl (4), and a movable transmission element which transmits the movement of the actuator (6) to the locking pawl (4). The parking lock (1) has a damping mechanism for the locking pawl or for the movable transmission element.