Abstract: Driveline of two driving tandem axles comprising a first axle and a second axle parallel to the first axle, having opposite ends, each suitable to support at least one wheel, an auxiliary shaft having a first end and a second end opposite the first, wherein said first end is provided with a joint to connect the auxiliary shaft coaxially to a main driveline shaft and wherein said second end is stably connected to said first axle to guide it in rotation, an intermediate shaft having a first end and a second end opposite the first, wherein said second end is stably connected to said second axle to guide it in rotation, a transmission device reversibly connected with said auxiliary shaft to transfer a rotation from said auxiliary shaft to said intermediate shaft, actuation means configured to deactivate said lifter when said actuator controls said connection and to activate said lifter when said actuator activates a disconnection between said transmission device and said auxiliary shaft.

Abstract: A clutch includes a roller arranged between a clutch housing and a driven side rotating body. The roller is rotated about a rotation axis of a drive side rotating body together with the drive side rotating body when the drive side rotating body is rotationally driven. The roller hinders rotation of the driven side rotating body by being sandwiched between the clutch housing and the driven side rotating body when the drive side rotating body is not rotationally driven. The support member sandwiches the roller between the clutch housing and the driven side rotating body. The support member rotates about the rotation axis of the drive side rotating body together with the drive side rotating body. The grease is arranged between the clutch housing and the roller. The support member restricts rotation of the roller about a central axis of the roller.

Abstract: A member joining structure for a differential device, the member joining structure includes a ring gear including a helical tooth extending in a rotation axis direction; a differential case that is rotated with the ring gear; and a first support that is disposed in a first position at a back surface corresponding to one end of a rotation axis of the ring gear and that connects the differential case and the ring gear, and a second support that is disposed in a second position at a back surface corresponding to another end in the rotation axis direction of the ring gear and that connects the differential case and the ring gear; wherein the first support and the second support are spaced apart from each other with a cavity therebetween.

Abstract: A transmission for an outboard motor, the transmission having an input shaft with an input gear. A countershaft has a countershaft driven gear and a reverse driving gear, where the countershaft driven gear meshes with the input gear. An output shaft has first and second driven gears. First and second driving gears mesh with the first and second driven gears. A reverse idler gear meshes with the reverse driving gear and also with a reverse driven gear. A plurality of clutches includes first, second, third, and reverse clutches. The first and second clutches selectively rotate the first and second driving gears with the countershaft in first and second modes in forward rotation, respectively. The third clutch selectively rotates the second driving gear with the input shaft in a third mode in forward rotation. The reverse clutch selectively rotates the output shaft with the reverse driven gear in reverse rotation.

Abstract: A vehicle includes a transmission having a plurality of friction elements selectively engageable to establish power flow paths within the transmission. A controller of the vehicle is programmed to, during a boost phase of a shift, command a first hydraulic boost pressure for a plurality of control loop cycles to an oncoming one of the friction elements (oncoming friction element) and subsequently command a second hydraulic boost pressure less than the first hydraulic boost pressure for only a single control loop cycle that defines an end of the boost phase to the oncoming friction element.

Abstract: Overrunning coupling and control assembly and control system for use therein are provided. The system includes a control member mounted for controlled shifting movement between the coupling faces of first and second coupling members. An actuator arm includes an output member and a one-way locking member which is pivotally connected to output member which, in turn, is coupled to the control member. The locking member moves between a disengaged position in which the control member is permitted to shift or rotate relative to the second coupling member and an engaged position with a locking member-engaging portion of the second coupling member to lock the control member and the second coupling member together to prevent the control member from inadvertently shifting in a first direction relative to the second coupling member in the absence of an actuator command signal received by a bi-directional actuator assembly of the system.

Abstract: A differential drive system includes an electric motor for generating an electric motor torque and an input planetary gear-set operatively connected to the electric motor to receive the electric motor torque. The input planetary gear-set has first, second, and third members. The first member receives the electric motor torque, the second member provides a first input torque in a first rotational direction in response to the electric motor torque, and the third member provides a second input torque in a second rotational direction, opposite the first direction, in response to the electric motor torque. The system also includes a first output gear-set operatively connected to the input planetary gear-set, and providing a first output torque in response to the first input torque. The system additionally includes a second output gear-set operatively connected to the input planetary gear-set and providing a second output torque in response to the second input torque.

Abstract: Fluid control apparatus for use with vehicle clutches are disclosed. A disclosed clutch coupling assembly for a vehicle includes a housing defining a cavity. The clutch coupling assembly also includes a fluid reservoir fluidly coupled to the cavity. The clutch coupling assembly also includes a clutch positioned in the cavity. Rotation of the clutch is to convey a fluid from the cavity to the fluid reservoir. The clutch coupling assembly also includes a pump operatively coupled to the housing to control the fluid. Operation of the pump is to convey the fluid from the fluid reservoir to the cavity when the clutch is in an engaged state.

Abstract: A transmission system includes a fluid-coupling device, an electro-hydraulic control system, and a clutch. The fluid-coupling device includes an input coupled to an impeller, an output coupled to a turbine, and a stator disposed between the impeller and the turbine. The electro-hydraulic control system includes a flow valve disposed in fluid communication with the input and the output of the fluid-coupling device that is movable between at least a first position and a second position, at least one trim valve system fluidly coupled to the flow valve, and a solenoid disposed in fluid communication with the flow valve that is electrically controllable between an energized state and a de-energized state. The clutch is disposable in fluid communication with the flow valve and controllable between an applied position and an unapplied position.

Abstract: A cover for a clutch system with a hydraulic piston is axially retained by a retaining ring. The cover has a retaining feature to radially retain this retaining ring against centrifugal forces.

Abstract: A seat height adjustment actuator includes a brake drum fixable to a seat and defining an outer brake race. A rotatable brake hub includes a floor with a shelf, and a wall around the floor with cam surfaces defining an inner brake race. A pinion fixed to the brake hub engages a seat adjustment mechanism through the brake drum. Rolling brake elements wedge between the inner and outer brake races to lock the brake hub at rest. A clutch drum defines an outer clutch race, and includes tabs extending between the brake races to displace the brake rollers, unlocking the brake hub, under actuator input. A centering bias element on the floor simultaneously engages the shelf and a projection of the clutch drum for centering the projection over the shelf at rest. A driver cam receives actuator input and drives rotation of the clutch drum.

Abstract: A lockup clutch for a torque converter is provided. The lockup clutch includes a piston including a first wedge surface and a support supporting the piston. The piston is axially slidable along the support in a first axial direction to cause engagement of the lockup clutch. The lockup clutch also includes a wedge including a second wedge surface. The wedge is axially movable along the support. The first wedge surface is arranged and configured with respect to the second wedge surface such that contact between the first wedge surface and the second wedge surface limits axial movement of the piston in a second axial direction opposite the first axial direction. A torque converter and a method of forming a lockup clutch are also provided.

Abstract: A differential assembly having a case and a ring gear. The ring gear is mounted to the case and may include a mounting flange and a set of teeth. The mounting flange may have a fastener hole. The set of teeth overhangs the fastener hole such that the set of teeth extend further toward the axis than at least a portion of the fastener hole.

Abstract: A wet-type multi plate clutch having a obtaining hydraulic chamber, which is capable of increasing a fuel consumption efficiency by reducing a load of an oil pump for clutch oil for engaging the clutch and which realizes a simplified structure by eliminating a necessity of a canceller chamber. A disk spring 46 is, at its outer peripheral part, is supported by a clutch drum 10 and contacts, at its inner peripheral part, with a spring presser part 12-1 of the piston 12. The disk spring 46 faces, at the side opposite the piston 12, with clutch pack 20. A forward movement of the piston 12 by operating pressure in a hydraulic chamber is transmitted to the clutch pack 20 via the disk spring 46, resulting in an engaged condition of the clutch pack 20. A driving force of the piston 12 by the hydraulic oil pressure is boosted under a lever ratio a/b of the disk spring 46 and is transmitted to the clutch pack 20.

Abstract: The invention relates to a clutch unit for a motor vehicle, comprising: a clutch, the clutch having an axially stationary, rotatable coupling element with an axially extending toothing, and an axially displaceable, rotatable mating element with an axially extending mating toothing, the mating element being displaceable into a first position and a second position; and a sensor unit, the sensor unit being disposed radially in relation to the axial extension of the toothing of the coupling element such that the sensor unit senses the toothing of the coupling element. When the mating element is in the first position and when it is in the second position, the sensor unit detects a sensor signal via which the rotational speed of the coupling element and the first position of the mating element, the second position of the mating element, or a position of the mating element between the first position and the second position can be determined.

Abstract: A drive power transmission apparatus for a vehicle, includes an oil pump, an oil strainer connected to the oil pump, a differential gear mechanism, and a housing case including a first chamber in which the oil strainer is disposed and a second chamber in which the differential gear mechanism is disposed, the second chamber communicating with the first chamber via a communication port, and the oil strainer has a suction port that is not surrounded by a rib, and has a first rib disposed between the suction port and the communication port.

Abstract: The disclosed clutch device includes a clutch housing, a clutch center, a pressure plate, a clutch part, and a cam mechanism. The clutch center includes a first tubular portion shaped to protrude to a first side in an axial direction. The pressure plate includes a plurality of cam portions and a second tubular portion. The plurality of cam portions include a plurality of cam surfaces shaped to protrude to a second side in the axial direction. The second tubular portion is provided on an inner peripheral side of the first tubular portion so as to protrude to the second side in the axial direction. The second tubular portion couples at least part of the plurality of cam portions. The clutch part allows and blocks transmission of power from the clutch housing to an output side. The cam mechanism includes the plurality of cam surfaces and controls a pressing force applied to the clutch part.

Abstract: A shifting device for a motor vehicle is described, comprising a first coupling component which is adapted to be selectively rotationally coupled to a second coupling component with a form-fit. In an open state, the first coupling component is rotationally decoupled from the second coupling component. In a frictional fit state, the coupling components are rotationally coupled with a frictional fit via a first frictional fit ring and a second frictional fit ring. In a form-fit state, an actuating ring is rotationally coupled to the first coupling component and the second coupling component with a form-fit such that the latter are connected with a form-fit. A motor vehicle transmission, in particular a fully automatic stepped transmission having such a shifting device is additionally presented.

Abstract: Disclosed is a multi-crankshaft cycloidal pin wheel reducer. The gland and the wheel base are fixedly connected by a connecting shaft through screws and are rotated by the main bearing, coaxially with the pin gear shell, with intermediate crankshaft and pin gear shell and roller pin constitutes a cycloidal pin wheel together with the first and second cycloidal to form a rotating pair connection respectively. The plurality of planetary bearings are provided on inner rings of the gland and the wheel base, with the planetary crankshafts being mounted between each pair of the planetary bearings. The planetary crankshafts are coupled with the first cycloidal wheel and the second cycloidal wheel, respectively through the eccentric bearing, to form a rotating pair connection, so as to form a multi-crankshaft force transmission structure. It has the advantages of smooth operation, low noise, high efficiency, and small angular transmission error.

Abstract: A power transmitting component that includes a clutch, a valve and a ball ramp mechanism. The clutch has a hub, a housing, a clutch pack and an apply plate. The clutch pack has sets of friction plates that are mounted to the hub and the housing. The valve includes a valve element, which is received in a bore in the hub, an inlet and an outlet. The ball ramp mechanism has first and second ball ramp rings and is operable for selectively translating the apply plate to compress the friction plates against the housing as well as for translating the valve element to open the valve. The second ball ramp ring is coupled to the hub for rotation therewith. The first ball ramp ring is rotatable relative to the second ball ramp ring.