Abstract: An actuator device for a friction clutch. The device includes a push lever arm for applying a force on the friction clutch and a push ring arranged on the push lever arm for contacting the friction clutch, and a drive unit connected to the push lever arm for movement of the push lever arm in a push lever arm movement direction. The device further includes a bearing arranged on the push lever arm, where the push ring is journaled by the bearing such that the push ring is rotatable relative to the push lever arm about a rotation axis. The push ring and the bearing are pivotally connected to the push lever arm such that the push ring and the bearing are pivotable relative to the push lever arm about a push ring pivot axis.

Abstract: A transmission assembly for a vehicle includes a first input shaft, a second input shaft and a common output shaft, a first input shaft first gear wheel and a first input shaft second gear wheel arranged axially offset with respect to each other on the first input shaft, a second input shaft first gear wheel and a second input shaft second gear wheel arranged axially offset with respect to each other on the second input shaft, an output shaft first gear wheel and an output shaft second gear wheel arranged axially offset with respect to each other on the common output shaft, wherein each one of the first input shaft first gear wheel and the second input shaft first gear wheel is meshing with the output shaft first gear wheel.

Abstract: A multi-speed transmission may include a plurality of planetary gearsets and a plurality of selective couplers. The plurality of planetary gearsets may include a first planetary gearset, a second planetary gearset, a third planetary gearset, a fourth planetary gearset, and a fifth planetary gearset. The plurality of selective couplers may include a number of clutches and a number of brakes. The multi-speed transmission may have five planetary gearsets and seven selective couplers. The seven selective couplers may include two clutches and five brakes or three clutches and three brakes.

Abstract: The present disclosure relates to a method and an apparatus for controlling a lubricant flow rate in a wet clutch. The method comprising: determining a clutch state as an open state, a closed state or a slipping state; determining a clutch temperature and a sump lubricant temperature; based at least on the clutch state, the clutch temperature and the sump lubricant temperature, selecting one out of a plurality of maps, wherein each map maps one or more operating parameters of the clutch on a target lubricant flow rate; determining a target lubricant flow rate based on the one or more operating parameters according to the selected map; and controlling a lubricant flow control device based on the determined target lubricant flow rate.

Abstract: An automatic gearbox for a motor vehicle includes a lubricating or cooling device, a hydraulic pump having a first pump connection via which, in a forward operation of the hydraulic pump, the lubricating or cooling device can be supplied with a hydraulic fluid conveyed by the hydraulic pump during forward operation and thus flows through the first pump connection, and with a parking lock, which can be moved between an engaged state and a disengaged state and has a first operating space, into which the hydraulic fluid conveyed by the hydraulic pump during forward operation can be introduced so that the parking lock is hydraulically operable and an adjustment of the parking lock from one of the states into the other state can thereby be effected.

Abstract: A dual clutch transmission for a motor vehicle power train for selectively coupling rotating transmission members includes a base assembly, a bearing mounted rotating assembly which is rotatable with respect to the base assembly, first and second torque transmission assemblies movable between disengaged and engaged positions, and first and second actuation mechanisms associated with the first and second torque transmissions assemblies. The actuating mechanisms are arranged for moving the respective torque transmission assemblies between the disengaged and engaged positions for selectively coupling the transmission members. The first torque transmission assembly couples two rotating members in the engaged position. The first actuating mechanism includes a hydraulic actuating mechanism having a piston chamber and a piston for moving the first torque transmission assembly between the disengaged and engaged positions.

Abstract: A powertrain for a motorized vehicle includes a motor shaft connected to a motor, a first input shaft configured to be selectively connected to the motor shaft and provided with a first driving gear mounted on the first input shaft, a second input shaft configured to be selectively connected to the motor shaft and provided with a second driving gear mounted on the second input shaft, a planetary gear set connected to the first input shaft and mounted so as to allow power from the motor shaft to be supplied via a plurality of paths, a first driven gear mounted to a differential and configured to mesh with the first driving gear, and a second driven gear mounted to the differential and configured to mesh with the second driving gear.

Abstract: A transmission has an input shaft, first and second output shafts, and first and second planetary gear-set, connected together. The first output shaft is rotationally fixed to a first planetary gear-set second element, the second output shaft is rotationally fixed to a second planetary gear-set third element, a first planetary gear-set third element is rotationally fixed to a second planetary gear-set first element via a shaft, and a second planetary gear-set second element is secured to a rotationally fixed component. A first shift element blocks the third planetary gear-set by connecting third planetary gear-set elements in a rotationally fixed manner, a second shift element secures a third planetary gear-set first element to the rotationally fixed component, a third planetary gear-set second element is rotationally fixed to the first planetary gear-set first element via an intermediate shaft, and a third planetary gear-set third element is rotationally fixed to the input shaft.

Abstract: A friction disc has a flat carrier ring which includes a first surface and a second surface, wherein a first annular friction lining is arranged on the first surface, the first annular friction lining including a geometry that deviates from the circular ring shape, wherein the carrier ring also includes the geometry of the first friction lining, each as viewed in the axial direction, and/or the first annular friction lining including at least one opening in the axial direction, which extends in the axial direction also through the carrier ring, wherein the opening is formed to start at the inner circumference or at the outer circumference of the carrier ring.

Abstract: A multiple disk clutch with a multiple disk pack and a power transmission device for transmitting an actuating force through openings in a wall of the multiple disk clutch to the multiple disk pack, wherein the power transmission device has transmission fingers that extend through the openings. The openings are at least partially arranged in a first wall section of the wall extending in the axial direction. In addition, the present invention relates to a dual clutch device having at least one such multiple disk clutch.

Abstract: A control device of an internal speed change device of a wheel hub for clutching operation includes a rod; a lever installed on the rod; the lever being connected to a controlling claw sliding block; an electric sliding block installed on a lever sleeve; the lever sleeve serving to receive a back end of the lever; an electric bushing located at an outer side of the lever sleeve; a controlling ring located at an outer side of the electric bushing; and wherein force of attraction or repulsion between the controlling ring and the electric sliding block drives the electric sliding block to rotate or move axially so as to drive the lever to move forwards or backwards axially; and moving of the lever drives the controlling claw sliding block to control clutching of the internal speed change device.

Abstract: Various methods and systems are provided for a multi-speed electric axle assembly with three gear ratios. The multi-speed electric axle assembly includes one or more power supplies, one or more shafts operatively coupled to the one or more power supplies and a differential, and one or more Ravigneaux gear assemblies integrated with the one or more shafts. The one or more Ravigneaux gear assemblies of the multi-speed electric axle assembly providing the three gear ratios.

Abstract: A control device of an internal speed change device of a wheel hub for clutching operation includes a rod; a lever installed on the rod; the lever being connected to a controlling claw sliding block; an electric sliding block installed on a lever sleeve; the lever sleeve serving to receive a back end of the lever; an electric bushing located at an outer side of the lever sleeve; a controlling ring located at an outer side of the electric bushing; and wherein force of attraction or repulsion between the controlling ring and the electric sliding block drives the electric sliding block to rotate or move axially so as to drive the lever to move forwards or backwards axially; and moving of the lever drives the controlling claw sliding block to control clutching of the internal speed change device.

Abstract: A transmission system associated with a vehicle includes a shaft to rotate about an axis of rotation. The shaft is coupled to a gear set. The transmission system includes a target wheel to be coupled to the gear set and to rotate with the gear set. The target wheel includes at least one void. The transmission system includes a giant magnetoresistance (GMR) sensor spaced apart from the target wheel by a gap. The giant magnetoresistance (GMR) sensor is configured to observe the at least one void of the target wheel to determine a rotation speed of the shaft based on a giant magnetoresistance (GMR) effect. The transmission system further includes a rotating shell located in the gap between the target wheel and the giant magnetoresistance (GMR) sensor.

Abstract: A shifting device for a hybrid drive system of a motor vehicle, with a centrally arranged shaft, a first gear wheel rotatably mounted relative to the shaft and a second gear wheel rotatably mounted relative to the shaft and offset along the shaft relative to the first gear wheel, a sliding sleeve slidably received directly in the first gear wheel and non-rotatably connected thereto, which sliding sleeve is configured such that, in a first displacement position, it connects the shaft in a rotationally fixed manner to the first gear wheel, while the second gear wheel is rotationally decoupled from the shaft, and in a second displacement position, it rotationally connects the shaft to both the first and second gear wheels, and in a third displacement position, it rotationally connects the two gear wheels to each other while the shaft is rotationally decoupled from the two gear wheels.

Abstract: The present invention relates to a saddle-ride type vehicle comprising a clutch assembly (4), interposed between an engine (2) and a gearbox (3), which includes a clutch device (11) in turn comprising two clutch elements (one integral with the shaft of the engine and the other with the input shaft of the gearbox) and return means (12) that keep these elements (11A, 11B) in contact in a closure condition of the clutch. According to the invention, the clutch assembly (4) further comprises an operating device (21) of the clutch device that causes detachment of the elements (11A, 11B) of the clutch device up to an opening condition of the clutch assembly. This latter further comprises a control device (6) to limit the torque peaks during gear change.

Abstract: The present invention discloses a clutch assembly which is comprised of (1) a cam plate which includes cams which are spaced about a central axis; (2) a rocker plate which includes at least one pocket, wherein the pocket includes a first rocker plate engagement surface and a second rocker plate engagement surface; and (3) at least one rocker which is pivotally situated within the pocket of the rocker plate, (4) a first solenoid, and (5) a second solenoid, wherein the solenoids can be activated or deactivated to allow for the clutch to be in a neutral position (to allow for free rotation in both clockwise and counterclockwise directions), to prevent rotation in a clockwise direction while allowing for free rotation in a counterclockwise direction, or to prevent rotation in a counterclockwise direction while allowing for free rotation in a clockwise direction.

Abstract: An assembly for power transmission between an output of a drive engine and an input of a transmission. The assembly includes a torque converter and a P2 module that are axially engage and retained for flexibility in assembling of the assembly. The P2 module including a clutch and an electric motor.

Abstract: A self-activated no-back device includes a housing, an input shaft, an output shaft, a reactor hub, first grooves, a brake hub, second grooves, a plurality of balls, a reactor plate, a brake pack, a reactor spring, and a load spring. The first grooves are formed on an interior side of the reactor hub interior side, and the second grooves are formed in an interior side of the brake hub. Each second groove is aligned with a different first groove to define a plurality of groove pairs. Each ball is positioned in a different one of the groove pairs. One side of the reactor plate contacts the reactor hub. The brake pack is selectively contacted by the brake hub. The reactor spring supplies a spring force to the reactor plate, and the load spring supplies a spring force to the brake pack.

Abstract: A control apparatus for a vehicle provided with a power source and a fluid transmission device that includes a lockup clutch. The control apparatus includes: (a) a follow-up-running control portion for controlling a follow-up running in which the vehicle automatically runs following a preceding vehicle with a predetermined inter-vehicle distance to the preceding vehicle; and (b) a lockup-clutch control portion for controlling the lockup clutch such that an operation state of the lockup clutch is placed in one of a released state, a slipping state or an engaged state. The lockup-clutch control portion is configured, during the follow-up running, to execute a fluid-temperature increase suppressing control for controlling the operation state of the lockup clutch in a manner that suppresses increase of a temperature of a working fluid which circulates in the fluid transmission device and which is used to switch the operation state of the lockup clutch.