Abstract: A passenger airbag inflator for a vehicle includes: a housing having a first gunpowder therein, including a vent hole, and communicating with an airbag cushion; a first chamber located in a first side inner space of the housing, having a first booster and a first igniter, and configured to be triggered forwardly when the first igniter is ignited; and a second chamber located in a second side inner space of the housing, having a second booster and a second gunpowder, including a second igniter, and configured to be triggered forwardly when the second igniter is ignited.

Abstract: An axial ball joint for a length-adjustable two-point link having a housing and a ball stud supported in the housing by a joint ball to be rotatably and swivelably movable and which extends in an axial direction out of the housing in undeflected state. The housing has a connection pin integrally connected to the housing that extends perpendicular to axial direction. A length-adjustable two-point link has two angle joints connected to one another via a connection element, particularly a connection pipe. One angle joint is formed as an axial ball joint connected to the connection element to be adjustable in length. The other angle joint is formed as a radial ball joint and is rigidly connected to the connection element.

Abstract: A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing is operationally coupled to the shift actuator and a linear clutch actuator. The linear clutch actuator is a self-adjusting actuator, and the transmission includes a self-adjusting clutch.

Abstract: A planetary transmission, comprising a housing, a drive part, an output part having an output shaft that is rotatable about an output axis of rotation, and at least one gear stage between the drive part and the output part. The drive part, the at least one gear stage, and the output part are mounted in the housing, the housing has an output flange on the output side, wherein the output flange has a first lateral surface with circularly symmetrical in radial planes about an axis of symmetry, wherein the first lateral surface is arranged eccentrically with respect to the output axis of rotation.

Abstract: A powertrain system includes a flex plate, a transmission input shaft, a torque coupling, a one-way clutch, and a damper assembly. The flex plate is configured to be connected to a crankshaft of an engine. The torque coupling connects the transmission input shaft to the flex plate while allowing slip between the transmission input shaft and the flex plate. The one-way clutch is configured to couple the flex plate to the torque coupling. The damper assembly couples the flex plate to the one-way clutch and is configured to inhibit vibration transmission from the flex plate to the one-way clutch.

Abstract: A transmission includes an input shaft coupled to a prime mover, a countershaft, main shaft, and an output shaft, with gears between the countershaft and the main shaft. A shift actuator selectively couples the input shaft to the main shaft by rotatably coupling gears between the countershaft and the main shaft. The shift actuator is mounted on an exterior wall of a housing including the countershaft and the main shaft. An integrated actuator housing is operationally coupled to the shift actuator and a linear clutch actuator. The linear clutch actuator is a self-adjusting actuator, and the transmission includes a self-adjusting clutch.

Abstract: A controllable powertrain input module, placed between an input torque source and an automated ratio changing device, all of which is controlled by a powertrain control module (PCM) to optimize efficiency while satisfying an infinite number of input and output application scenarios.

Abstract: Methods and systems are provided for an automatic, electric hub lock with a manual override capability. In one example, the electric hub lock may be actuated responsive to one or more of a manipulation of a manual dial proximate a vehicle wheel and an electronic control inside a passenger compartment. In another example, a method includes overriding the automatic control of the hub lock responsive to manual request for operating the vehicle in four-wheel drive mode.

Abstract: A transmission includes a compound planetary gear set. The compound planetary gear set includes multiple sun gears and a non-input/output ring gear, a long pinion gear meshed therebetween, and an output planetary carrier carrying the long pinion gear. The long pinion gear includes multiple steps, and is meshed with the sun gears respectively at the steps and with the non-input/output ring gear at one step. With each sun gear alternatively being input-only or non-input/output, the sun gears are selectively input-only one at a time. Moreover, the non-input/output ring gear is anti-rotary and the output planetary carrier is output-only when the sun gears are input-only one at a time.

Abstract: A method of operating a motor in a hydraulic control system can comprise determining a keyon event. A motor of a pump unit can then be turned in a first direction a first predetermined amount to pump a hydraulic fluid in a first flow direction. The turning of the motor in the first direction can be limited to prevent hydraulic actuation of a downstream device via the pumped hydraulic fluid. The motor can then be turned in a second direction a second predetermined amount to pump the hydraulic fluid an opposite second flow direction. Like restriction on the downstream device can be implemented. Subsequent to turning the motor in the first and second directions, hydraulic fluid is delivered to an actuator of the downstream device.

Abstract: A control strategy is provided for a hybrid vehicle that will increase drivability during low or decreasing driver demands. Coordination between shifting the transmission and stopping or (non-demand) starting of the engine can increase drivability. The vehicle includes a motor/generator with one side selectively coupled to the engine and another side selectively coupled to the transmission. The control strategy acts when an engine start or stop is requested while driver demand is decreasing and a shift of the transmission is demanded. To inhibit these events from proceeding simultaneously, the control strategy delays the engine from starting or stopping until the transmission has finished shifting, or vice versa.

Abstract: A clutch unit includes a lever-side clutch part to control transmission and interruption of rotational torque input through a lever operation and a brake-side clutch part to transmit the rotational torque from the lever-side clutch part to the output side and interrupt rotational torque reversely input from the output side. The brake-side clutch part includes an outer ring constrained in rotation, an output shaft to output the rotation, cylindrical rollers to control interruption of the rotational torque reversely input from the output shaft and transmission of the rotational torque input from the lever-side clutch part through engagement and disengagement between the outer ring and the output shaft, a friction ring to apply a rotational resistance to the output shaft, and a variable part to change the rotational resistance applied to the output shaft between the transmission and the interruption of the rotational torque.

Abstract: An axle system and a method of control. The axle system may include an axle controller that may be directly electrically connected to a first speed sensor and a second speed sensor. The axle controller may control movement of a shift collar that may be selectively engageable with first and second gear ratios.

Abstract: The invention relates to a system for the rotational decoupling of shafts, in particular drive shafts. The invention also relates to a generator protection system on a connection between a generator and a gas turbine engine. FIG. 1C illustrates the shaft-decoupling system in the decoupled position.

Abstract: A multiplate friction clutch includes: a pressure plate having a boss portion which penetrates a clutch center; a clutch lifter plate joined to the boss portion and receiving a drive force in a axial direction at a time of disconnection between a friction plate and a clutch plate; and a spring sandwiched between the clutch lifter plate and the clutch center, and capable of generating an elastic force in a direction that the friction plate and the clutch plate are pressed to each other. A position restricting portion is provided on the clutch lifter plate, the position restricting portion being brought into contact with the boss portion from an outside in a radial direction of the clutch lifter plate so as to restrict a position of the clutch lifter plate with respect to the pressure plate.

Abstract: A cap for a helical LSD is provided with: a clutch member including clutch teeth; a clutch ring including a ring portion including clutch teeth so as to mesh with the clutch member and one or more tab portions projecting radially outwardly from the ring portion; a cap main body fixed on an axial end of the casing; a receding portion of the cap main body receding from a first face toward a second face and being so dimensioned as to receive and allow the clutch ring to be axially movable, the receding portion including one or more dock portions respectively receiving the tab portions; an opening to allow access to the tab portions; side faces of the tab portions and inner faces of the dog portions so that the faces in combination axially press the clutch ring toward the clutch member; and one or more base portions.

Abstract: A torque-dependent, releasable clutch for a hand-held power tool is specified, which includes a first clutch element, which interacts with a second clutch element to transmit a torque, at least one of the two clutch elements being movable with respect to the other clutch element and being pretensioned by a spring element, the spring element having a nonlinear load-displacement characteristic.

Abstract: The disclosure relates to a method for operating a motor vehicle that includes a drive unit, an output unit, and a clutch arranged between the drive unit and the output unit and configured to transmit a torque. A detection unit detects an operating state of the drive unit. When the operating state of the drive unit is in an overrun mode, a control unit controls a clutch slip, which results in adjustment of the torque that can be transmitted as a function of a speed of the motor vehicle. The disclosure further relates to a device for operating a motor vehicle, and to a motor vehicle that includes such a device.

Abstract: A planetary gear device includes a sun gear; a plurality of planetary gears; a planetary carrier at which the plurality of planetary gears are rotatably provided; and a ring gear, wherein the planetary carrier includes an oil feeding passage which feeds lubricating oil to at least one of the plurality of planetary gears, wherein the ring gear is a double helical gear in which a pair of rows of internal teeth are arranged in a direction of an axis line of the ring gear and the internal teeth of one of the rows and the internal teeth of the other of the rows are inclined in different directions, the ring gear including at least one discharge passage, wherein the at least one discharge passage includes an inlet-side portion and an outlet-side portion, the inlet-side portion being closer to an inlet configured to open in a region between the pair of rows of internal teeth at an inner peripheral surface of the ring gear, and the outlet-side portion being closer to an outlet configured to open in a region of an out

Abstract: A transmission includes a selectable one-way clutch with an active state and a passive state. To avoid occupant discomfort and hardware damage, transitions from the passive state to the active state must only be commanded when no or very little slip is present across the selectable one-way clutch. Several methods are presented to eliminate slip, depending on vehicle speed. When the vehicle is stationary, full engagement of a clutch that causes slip to be proportional to vehicle speed eliminates slip. When the vehicle is moving backwards, partial engagement of the above clutch eliminates slip. When the vehicle is moving forwards, full engagement of all but one clutch of a tie-up condition and partial engagement of the remaining clutch of the tie-up condition brings the vehicle to a stop and eliminates slip.