Abstract: The present invention relates to a coupling arrangement for a driving device, wherein the coupling arrangement comprises an input, an output and a coupling, wherein the coupling is non-rotatably connected with the input or with the output, wherein the coupling furthermore comprises torque transmission means which in the coupled condition are configured to connect the output with the input for transmitting a torque from the input to the output, wherein upon exceedance of a torque threshold value in a first operating condition the torque transmission means are arranged such that the input is periodically separated from and connected with the output, and that when the torque threshold value is not reached in a second operating condition, the torque transmission means are arranged such that the input is permanently connected with the output for transmitting a torque.

Abstract: The present invention relates to a device for blocking a transmission comprising an actuation mechanism, which is arranged inside the transmission in an at least partially oil-filled transmission chamber, and a drive of the actuation mechanism, wherein the drive is arranged outside of the at least partially oil-filled transmission chamber.

Abstract: A shift control method can be used for a vehicle with a dual-clutch transmission (DCT). A controller determines whether or not a power-on upshift is initiated in a state in which a high performance mode has been selected. The controller performs a torque phase in which a coupling-side clutch torque is gradually increased and a release-side clutch torque is gradually released. The coupling-side clutch torque is gradually increased to a target coupling-side clutch torque corresponding to a value obtained by adding a push feel torque to a base torque. The controller performs an inertia phase in which the coupling-side clutch torque is gradually increased while tracing an engine torque such that an engine speed is synchronized with a coupling-side clutch speed. The controller completes speed change through gradual decrease of the coupling-side clutch torque.

Abstract: A clutch disc includes an input part, an output part, and a vibration damper. The vibration damper includes a first part with a first flange area, a second part with a second flange area, a spring device, and first and second intermediate parts. The intermediate parts are coupled to the first flange area and the second flange area by respective slide devices such that movement of the intermediate parts relative one another is inhibited by the spring device. The flange areas are each in operative connection with the input part and the output part such that a load acting on the input part that changes from either rotational direction to an opposite rotational direction moves the first flange area relative to the second flange area in a single fixed direction of movement.

Abstract: An output shaft receives transmission of a driving force of a motor. A valley forming member has valley portions correspondingly to shift ranges and rotates integrally with the output shaft. An engaging member is biased with a biasing member in a direction to be fitted to a valley portion and is configured to be fitted to a target valley portion, which is a valley portion corresponding to a target shift range. The motor control unit performs a control to drive the motor. The motor shaft, which is a rotary shaft of the motor, and the output shaft have a play therebetween. The motor control unit determines a motor target position to locate the engaging member at a position shifted by a predetermined amount before the center of the target valley portion in the driving direction.

Abstract: The present disclosure provides a wet friction engaging device. The device includes a plate group engaged with two connecting members and including two groups of friction plates housed in a plate housing chamber and alternately arranged in an axial direction with surfaces facing each other. The plate group is switched between an engaged state in which the friction plates are in close contact with each other, and a disengaged state in which the friction plates are separable from each other. End plates at respective ends of the plate group are kept at a larger distance in the axial direction after a switch to the disengaged state than in the engaged state.

Abstract: A wet clutch assembly can include a clutch pack having a plurality of friction members attached to a first clutch housing and a plurality of separator members attached to a second clutch housing. The friction members and the separator members can be configured to be selectively contacted to each other to engage the first housing member to the second housing member. The clutch pack can be in fluid communication with a lubrication source such that a lubrication flow can flow to the friction members and the separator members to remove heat and/or debris therefrom.

Abstract: A multimode clutch assembly is positioned in a powertrain of a rotorcraft. The clutch assembly includes a freewheeling unit having a driving mode in which torque applied to the input race is transferred to the output race and an overrunning mode in which torque applied to the output race is not transferred to the input race. A bypass assembly has an engaged position that couples the input and output races of the freewheeling unit. An actuator assembly shifts the bypass assembly between engaged and disengaged positions. An engagement status sensor is configured to determine the engagement status of the bypass assembly. In the disengaged position, the overrunning mode of the freewheeling unit is enabled such that the clutch assembly is configured for unidirectional torque transfer. In the engaged position, the overrunning mode of the freewheeling unit is disabled such that the clutch assembly is configured for bidirectional torque transfer.

Abstract: A failsafe multimode clutch assembly is positioned in a powertrain of a rotorcraft. The clutch assembly includes a freewheeling unit having input and output races. The freewheeling unit has a driving mode in which torque applied to the input race is transferred to the output race and an overrunning mode in which torque applied to the output race is not transferred to the input race. A bypass assembly has an engaged position that couples the input and output races of the freewheeling unit. An actuator assembly must be energized to shift the bypass assembly from the engaged position to a disengaged position. In the disengaged position, the overrunning mode of the freewheeling unit is enabled such that the clutch assembly is configured for unidirectional torque transfer. In the engaged position, the overrunning mode of the freewheeling unit is disabled such that the clutch assembly is configured for bidirectional torque transfer.

Abstract: A failsafe multimode clutch assembly is positioned in a powertrain of a rotorcraft. The clutch assembly includes a freewheeling unit having input and output races. The freewheeling unit has a driving mode in which torque applied to the input race is transferred to the output race and an overrunning mode in which torque applied to the output race is not transferred to the input race. A bypass assembly has an engaged position that couples the input and output races of the freewheeling unit. An actuator assembly must be energized to shift the bypass assembly from the engaged position to a disengaged position. In the disengaged position, the overrunning mode of the freewheeling unit is enabled such that the clutch assembly is configured for unidirectional torque transfer. In the engaged position, the overrunning mode of the freewheeling unit is disabled such that the clutch assembly is configured for bidirectional torque transfer.

Abstract: A speed reduction device including a first internally meshing planetary gear mechanism and a second internally meshing planetary gear mechanism, including: a housing; an input shaft rotatably supported by the housing at its first shaft portion through a first bearing; a planetary gear member rotatably supported by an eccentric shaft portion of the input shaft through a second bearing; and an output shaft rotatably supported by a second shaft portion of the input shaft through a third bearing, wherein a distance in an axial direction between a first support position and a second support position is equal to a distance in the axial direction between the second support position and a third support position, and a distance in the axial direction between the second support position and an input-side meshing position is equal to a distance in the axial direction between the second support position and an output-side meshing position.

Abstract: A reduction drive including an electric motor disposed in a housing and driving a motor shaft, a Hall Effect sensor adjacent to the motor, a power and control module, and a pinion gear in the housing and driven by the motor shaft. A planetary gear reduction assembly includes a first ring gear rotatably disposed in the housing and driven by the pinion gear, a sun gear engaged to and driven by the first ring gear, a second ring gear non-rotatably fixed to a housing surface, and a plurality of planet gears mounted on a carrier assembly, each planet gear rotating with the sun gear, and on the second ring gear. An output axle is driven by the carrier assembly and has an axis of rotation that is offset from and parallel to the motor shaft axis of rotation.

Abstract: A hydraulic gearbox actuator with a hydraulic pump which has a pump body wherein a rotor is arranged, wherein a drive motor is provided with which the rotor can be driven in opposite directions, wherein two working chambers which are separated from each other are formed in the pump body, the working chambers each having two openings, of which at least three openings are connected to a respective pressure supply circuit, the one side of which is connected to a reservoir and the other side of which is connected to one of three pressure outlets of the gearbox actuator.

Abstract: The present disclosure provides a wet friction engaging device. The device includes: a plate group engaged with two connecting members and including two groups of friction plates housed in a plate housing chamber and alternately arranged in an axial direction with surfaces facing each other; and a piston configured to apply a pressing force to the plate group. The plate group is switched between an engaged state in which the friction plates are in close contact with each other, and a disengaged state in which the friction plates are separable from each other. One of end plates at respective ends of the plate group is a movable end plate movable in the axial direction, and the other is a stationary end plate immovable in the axial direction. The movable end plate is biased by a spring.

Abstract: Provided is a work vehicle having a compact braking device. The work vehicle includes a drive shaft part to which power generated by a power source is transmitted and which transmits the power to drive wheels via a differential device, and a drive shaft braking mechanism which generates a braking force on the drive shaft part when a brake pedal is depressed.

Abstract: A combination starter-generator device is provided for a work vehicle having an engine. The starter-generator device includes an electric machine and a gear set configured to receive rotational input from the electric machine and the engine. The gear set includes a ring gear formed by a cylindrical base with a perimeter surface facing the engine and a circumferential row of castellations extending in a radial direction from the perimeter surface. The starter-generator device further includes a mounting arrangement comprising a drive plate configured to be secured to a crank shaft of the engine and a flex plate mounted to the drive plate. The flex plate includes a row of engagement apertures configured to receive the castellations of the ring gear to rotationally couple the ring gear to the engine via the mounting arrangement.

Abstract: A front end accessory drive system is disclosed. The system includes a hub configured to drivingly engage with a crankshaft and a gear transmission system. A one-way clutch includes a first bearing ring connected to an end of a plurality of planet pins of the gear transmission system, and a second bearing ring connected to a sun gear of the gear transmission system. A pump configured to direct hydraulic fluid through a hydraulic fluid circuit. A clutch pack is in fluid connection with the hydraulic fluid circuit. The clutch pack includes at least one clutch plate supported by the gear transmission system, such that a portion of the gear transmission system is grounded via frictional engagement of the at least one clutch plate in an actuated state of the clutch pack.

Abstract: A fluid actuated clutch (40) includes a disc pack (120) that includes friction discs (122) and separator discs (124) mounted on a hub (50). A cylinder (68) which includes a movable piston (72) is in connection with the hub. The introduction and release of fluid to a variable volume chamber (76) selectively applies force to the disc pack to engage the clutch and releases the force to disengage the clutch. The clutch includes internal bearings (90, 82). Grease or other lubricant material is injected into a radially extending lubricant passage (96). The lubricant is held in the area of the bearings and other moving parts by rigid annular grease shields (93, 79). Annular grease release gaps (61, 107) prevent over packing with lubricant while maintaining lubrication and facilitating cooling.

Abstract: A rotary clutch uses a wrap spring clutch. An actuator generates a drag force to control the wrap spring clutch to engage or disengage the clutch. The actuator includes an electromagnet, a two-component armature and an axial return spring. The two-component armature includes first and second components threadingly connected one another for relative axial translation as they rotate relative to one another, and an angular position biasing member connecting them. The second component translates axially under magnetic force from the electromagnet, and when stopped by the electromagnet the first armature component translates axially due to their threaded connection. Due to the previous axial movement of the floating component the translation of the first armature component occurs in conditions where the air gap and reluctance of a magnetic circuit is reduced compared to the prior art, and thus the overall strength of the applied magnetic field can be comparatively reduced.

Abstract: A clutch driving device having a self-lock function includes a friction mechanism that generates a friction force in a direction opposite to a rotation direction of rotation transferred by a transfer mechanism that transfers an output of a motor to a clutch. The friction mechanism includes a rotation body that rotates by the force in the rotation direction transferred by the transfer mechanism, a friction plate that generates a friction force by contact with the rotation body, and a spring that biases the friction plate toward the rotation body such that the rotation body and the friction plate are brought into contact with each other. An intermediate shaft of the transfer mechanism includes a rotation transfer portion that rotates together with the rotation body and is movable in the axial direction relative to the rotation body.