Abstract: Provided is an automatic transmission with a compact arrangement that prevents rotation of a hub member, and efficiently supplies lubrication hydraulic oil to the friction plates. The automatic transmission comprises a brake in which a plurality of friction plates are arranged between the hub member and a drum member, wherein a biasing member, an engagement hydraulic pressure chamber, and a disengagement hydraulic pressure chamber are arranged radially inward of the friction plates at positions radially overlapping each other. The hub member comprises: a first hub member comprising a cylindrical portion having a splined region with which the friction plates are spline-engaged, wherein the first hub member s spline-engaged with a transmission casing; and a second hub member formed with a part of a lubrication oil supply passage, wherein the second hub member is fittingly engaged with the transmission casing such that it is connected to a valve body.

Abstract: An epicyclic gear system, a fluid directing ring, and a method of directing a fluid to at least one fluid passage of a carrier in an epicyclic gear system are provided. The system includes a sun gear, a plurality of planet gears disposed around the sun gear, a carrier configured for rotation relative to the sun gear and having at least one fluid passage having a fluid passage inlet for supplying a fluid to at least one of the plurality of planet gears, and a plurality of fluid directors fixed for rotation with the carrier and disposed radially inward from the fluid passage inlet. Each of the plurality of fluid directors has a directing surface configured to receive the fluid conveyed radially outwardly and direct the fluid in a direction of rotation of the carrier.

Abstract: Disclosed is a method for optimizing feature parameters of straight grooves of a wet friction element and relates to the technical field of heavy-duty vehicle transmission. By using the method, the feature parameters of the straight grooves of the wet friction element can be improved by optimization, and the thermoelastic stability of the wet friction element can be improved.

Abstract: The invention relates to a transmission (100) for a hybrid drive arrangement which can be coupled to two drive assemblies (7, 8), comprising an input shaft (10) and an output shaft (11), at least one first, second, third, fourth, fifth, sixth and seventh shifting element (SE1, SE2, SE3, SE4, SE5, SE6, SE7), and at least one planetary gear (5).

Abstract: An axle center transmission includes a transmission gearing for transmitting a driving torque received at an input element and having at least two selectively switchable gear transmission ratios and a differential for distributing the transmitted driving torque to two output elements. The transmission gearing has a first gear that is formed as a planetary transmission and comprises a first sun gear, a first planet carrier having one or more planet gears, and a first annulus gear. The transmission gearing furthermore has a second gear that is formed as a planetary transmission and comprises a second sun gear, a second planet carrier having one or more planet gears, and a second annulus gear. The first sun gear forms said input element; the first planet carrier is stationary; and the second sun gear is couplable or coupled to the first annulus gear for a common rotation.

Abstract: An aircraft engine reduction gearbox includes a power input and a power output, and an epicyclic gear train engaged with the power input and the power output. The epicyclic gear train includes a sun gear engaged with the power input and centrally disposed to define a center axis of the epicyclic gear train. Compound planet gears are mounted to a carrier and rotatable about respective planet gear axes. Each compound planet gear has an input gear in meshed engagement with the sun gear, and output gears axially spaced from the input gear. Ring gears are axially spaced apart and rotatable about the center axis. The ring gears are engaged with the power output. Each ring gear is in meshed engagement with one of the output gears.

Abstract: An electromotive drive assembly comprises a housing arrangement with a first and second housing element between which an intermediate plate is arranged; a drive unit comprising a drive shaft which is rotatably drivable about a first axis of rotation; a transmission arrangement with an intermediate shaft which extends through an opening of the intermediate plate and is rotatably drivable by the drive shaft, and with a power split unit which is drivingly connected to the intermediate shaft and is rotatably supported about a third axis of rotation coaxial with the first axis of rotation by a first bearing in the intermediate plate and a second bearing in the second housing element; and a clutch arrangement by which the power path between the drive unit and the power split unit can be selectively connected and disconnected, wherein the opening comprises a clutch receptacle on which at least one element of the controllable clutch arrangement is axially supported.

Abstract: A field core unit for an electromagnetic clutch can include: a field coil generating a magnetic flux; a magnetic part provided with an annular-shaped insertion groove encompassing lower and side portions of the field coil such that the magnetic flux flows through the magnetic part; and a field core configured such that an upper surface thereof is open and an interior space is formed therein. The magnetic part can be inserted into the field core.

Abstract: A twin plate separation system, comprising a pressure plate, an intermediate plate facing the pressure plate, and a spring separator assembly. The spring separator assembly comprises a mounting extending out from the intermediate plate towards the pressure plate. A spring surrounds the mounting, and the spring is biased to push the pressure plate and the intermediate plate apart. The mounting or another fixture can secure at least one drive strap to the intermediate plate. Alternatively, the mounting extends out of the pressure plate towards the intermediate plate, and the spring surrounds the mounting and is biased to push the pressure plate and the intermediate plate apart. In this alternative, the intermediate plate does not comprise a hole for receiving the mounting.

Abstract: A high speed ratio drive system is formed of planet rollers, each having varying diameter, an outer fixed ring in contact with one diameter of the planet rollers, and an outer drive ring in contact with another diameter of the planet rollers. An inner drive element is provided by a sun drive roller in contact with the planet rollers or by a planet carrier. Preferably the system has an axial reflective symmetry minimizing twisting forces on the planet rollers.

Abstract: A method for assembling a clutch control unit in a transmission clutch housing of a vehicle, the method comprising the steps of coupling the clutch control unit to the transmission clutch housing by a first guide means comprising a first pin and a first slot; coupling the clutch control unit to the transmission clutch housing by a second guide means comprising a second pin and a second slot; and displacing the clutch control unit from a first position at least partially outside the transmission clutch housing to an operative second position within the transmission clutch housing.

Abstract: A power transmission device has a pressure member (5) pressing drive-side clutch plates and driven-side clutch plates against each other or releasing a press-contact force. A clutch spring (10) urges the pressure member (5) in a direction so that the clutch plates are pressed against each other. A separate receiving member (11) is attached to the pressure member (5). A back-torque limiting cam reduces press-contact force between the clutch plates when the rotation speed of an output member exceeds the rotation speed of an input member. A rotation restricting portion (8a) restricting rotation, relative to the clutch member (4), of the pressure member (5) that has moved due to activation of the push rod (9). A clearance t is maintained between the pair of cam surfaces that constitute the back-torque limiting cam.

Abstract: An automatic transmission with a brake is provided, the brake including a hub member coupled to a transmission case. The hub member includes a first hub member having a cylindrical part spline-engaged with friction plates and the transmission case, and forming a disengagement hydraulic chamber, a second hub member disposed at one side of the first hub member in the axial direction, fitted into the transmission case, and coupled to the one side of the first hub member in the axial direction by a first coupling member, and a third hub member disposed at the other side of the first hub member in the axial direction, coupled to the other side of the first hub member in the axial direction by a second coupling member, and forming an engagement hydraulic chamber. The first coupling member and the second coupling member are disposed radially inward of the disengagement hydraulic chamber.

Abstract: A transfer gearbox device, comprising a differential gear with a crown wheel in a first oil chamber, and a friction clutch in a second oil chamber. The first oil chamber comprises a first oil sump and the second oil chamber comprises a second oil sump. A valve is between the first oil chamber and the second oil chamber. When the valve is open, oil can pass via the valve out of the first oil chamber into the second oil chamber. When the valve is closed, oil cannot pass via the valve out of the first oil chamber. When the valve is open, by rotating the crown wheel, oil is conveyed by the crown wheel from the first oil sump into a first oil collector and is guided therefrom via a first oil guide and via the valve to the friction clutch cool and/or to lubricate the friction clutch.

Abstract: A power transmission device has a back torque transmission cam that brings driving clutch plates 6 and driven clutch plates 7 into press contact with each other. A second clutch member 4b is moved when a rotational force is input to a first clutch member 4a via the output shaft 3. The pressure member 5 is located at a non-actuation position. A torque transmission portion transmits a rotational force transmitted to the second clutch member 4b to the first clutch member 4a not via the back torque transmission cam.

Abstract: An inter-axle differential assembly comprising a driving input shaft, a forward differential wheel, a rear differential wheel, a differential spider connected for common rotation with the input shaft and on which differential pinions configured to meshingly engage with said differential wheels are rotatably mounted, and a differential housing to which the differential spider is connected for common rotation. The assembly comprising an output wheel via which torque is transferable to a rear driving axle, and a connection means movable between: an open position which connects the output wheel to the rear differential wheel so that the differential housing can rotate independently of the rear differential wheel, a locking position connecting both of the differential housing and the output wheel to the rear differential wheel, and a disconnecting position connecting the differential housing to the rear differential wheel, so that the output wheel can rotate independently of the rear differential wheel.

Abstract: A clutch for use in actuating an aircraft wing tip device is disclosed. The clutch includes first and second friction members each having a frusto-conical friction surface, and a third friction member arranged coaxially with, and between, the first and second friction members. The third friction member has first and second frusto-conical friction surfaces. When the clutch is engaged, the first and second friction surfaces of the third friction member are brought into contact with the friction surfaces of the first and second friction members, respectively. The clutch also includes spacer means operable to separate the friction surfaces from one another when the clutch is in a disengaged state.

Abstract: A method performs shifts in a dog clutch element of a transmission system in a hybrid vehicle. The vehicle has an input shaft being connected to a crankshaft of an internal combustion engine, an output shaft being connected indirectly to driven wheels, an electric machine which is in engagement with the input shaft, and an automatic transmission connected between the input and output shafts. The transmission has a dog clutch element for the releasable coupling of two transmission elements. During a desired shifting of the dog clutch element, the torque of the input shaft is adapted via the electric machine, and therefore a reduced load prevails in the region of the dog clutch element and the latter can be disengaged, after which the internal combustion engine is set to a desired target rotational speed, and after which the dog clutch element is engaged when the target rotational speed is reached.

Abstract: A friction plate includes a core plate defining a bore. The core plate includes an interior core surface defining the bore, an exterior core surface radially spaced from the interior core surface, a first clutch face extending between the interior core surface and the exterior core surface and facing a first direction, and a second clutch face extending between the interior core surface and the exterior core surface and facing a second direction opposite the first direction. The friction plate also includes a friction material disposed on at least one of the first and second clutch faces. The core plate also includes a fluid directing portion. A first plate thickness is defined between the first and second clutch faces. A second plate thickness is defined at the fluid directing portion. The second thickness is greater than the first thickness.

Abstract: A vehicle transmission includes a plurality of friction clutches and a selectable one-way clutch. The transmission also includes a controller programmed to, in response to detecting a component fault, switch the selectable one-way clutch from a passive state to an active state by commanding engagement of a first subset of the friction clutches to establish a slip elimination state. The controller is also programmed to, following establishment of the slip elimination state, command the selectable one-way clutch to the active state.