Abstract: A vehicle includes: a floor panel; an under cover disposed below the floor panel in the vehicle; a parking lock mechanism, disposed between the floor panel and the under cover, switching, using an actuator, a locked state for constraining rotation of a wheel and an unlocked state for not constraining rotation of the wheel; and a parking lock manual releasing mechanism, disposed between the floor panel and the parking lock mechanism, switching, when the parking lock mechanism is in the locked state, the state of the parking lock mechanism to the unlocked state on a basis of manual operation of an operation portion. Further, the under cover includes a visual recognition hole for viewing the operation portion.

Abstract: An actuator comprises an input shaft, a sliding collar arranged around the input shaft, and an output shaft. The input shaft, output shaft and sliding collar are arranged such that a torque applied to the input shaft can be transmitted via the sliding collar to the output shaft. The actuator comprises a torque-limiting device for limiting the transmission of torque between the input shaft and the output shaft if the torque exceeds a certain threshold. The torque-limiting device comprises one or more rolling elements arranged between the sliding collar and the input shaft to allow the sliding collar to move axially relative to the input shaft and engage with or disengage from the output shaft.

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 power transmission apparatus may include a motor/generator having a rotor selectively connectable to an engine output shaft, a first input shaft mounted coaxial with the engine output shaft and selectively connectable to the rotor, a second input shaft external to the first input shaft and fixedly connected to the rotor, an intermediate shaft parallel with the input shafts, first and second output shafts receiving torques from the first and second input shafts, and outputting a shifted torque based on the received torques, a planetary gear set mounted on the first output shaft, having a sun gear fixedly connected to the first output shaft, selectively receiving torques from the first and second input shafts and the intermediate shaft, and outputting a shifted torque based on the received torques to the first output shaft, and a plurality of gear sets allowing torque flows between the various shafts.

Abstract: The present disclosure discloses a vehicle driving assembly with transversely placed double power sources comprising two power sources and an automatic transmission, and the two power sources are individually connected to two input shafts of the automatic transmission. A first intermediate shaft is provided parallel to the first input shaft. A second intermediate shaft and a third intermediate shaft are individually provided in the directions coaxial with the first input shaft and the first intermediate shaft. A first clutch is provided between the first intermediate shaft and the third intermediate shaft. A second clutch is provided between the first input shaft and the second intermediate shaft. A first gear on the first input shaft and a second gear on the first intermediate shaft are engaged to transmit power. A third gear on the second intermediate shaft and a fourth gear on the third intermediate shaft are engaged to transmit power.

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 reduction gearbox transmission separation mechanism includes a box. A first shaft and a second shaft are disposed in the box. The first shaft is sleeved with a linkage gear, a rotating block, a moving block, and a fixed block. The linkage gear is used for linking the first shaft and the second shaft. The linkage gear is a transmission part in a gear transmission assembly or a worm wheel and worm transmission assembly or a gear worm transmission assembly. The first shaft includes a linkage segment and a fitting segment. The linkage gear is rotatably sleeved on the fitting segment. The moving block is disposed on the linkage segment, and the moving block is axially movable along the linkage segment.

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: A shift control device of a vehicle including an internal combustion engine and a multi-speed transmission in series, the shift control device comprises: a control portion providing a downshift control in which an input shaft rotation speed of the multi-speed transmission is increased through a torque-up of the internal combustion engine toward a post-shift input shaft rotation speed in a neutral state where a release-side engagement device to be released during a downshift of the multi-speed transmission is released, so as to engage an engagement-side engagement device to be engaged after the shift. In the case of a shift pattern having a large internal inertia of the multi-speed transmission, the control portion controls a torque capacity of the engagement-side engagement device to a value greater than zero before starting a torque-up control of the internal combustion engine.

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: A wear compensation device of a clutch actuator may include a screw movable along a longitudinal direction of a pull-rod axially received in the screw, a screw guider holding the screw to allow movement in the longitudinal direction and having a connection pin connected to a link member, a compensation nut supported by the screw guider, engaged with the screw, and having catching teeth, a compensation ring externally coupled with the compensation nut, having a catching protrusion to be locked with the catching teeth in one direction thereof, and having a guide pin on an external circumference of the compensation ring, and a guide block fixed to a housing, having a guide groove to receive the guide pin, and guiding the guide pin to rotate the compensation ring when the pull-rod is operated to a wear compensation range.

Abstract: A driveline assembly for an electric vehicle for driving a pair of wheels. The driveline assembly includes an electric motor having an output shaft. A differential is coupled with the output shaft and is configured to receive torque from the output shaft. A pair of primary shafts are each coupled with the differential and configured to receive torque from the differential. A pair of end reducers are each configured to receive torque from one of the primary shafts and provide a gear reduction and torque multiplying effect at a wheel output. A controller is connected to the electric motor and is configured to superimpose a torque fluctuation at the output shaft to counteract vibrations in the driveline assembly.

Abstract: A vehicle control device is for a vehicle having a drive source, and an automatic transmission connected to the drive source, the automatic transmission having an engagement element for disconnecting/connecting transmission of a driving force and a variator placed further upstream than the engagement element. The vehicle control device includes first and second control units. The first control unit is configured to execute sailing stop control to stop the drive source and to put the automatic transmission into a neutral state when a sailing stop condition is established. The second control unit is configured to start the drive source and to implement downshifting of the variator when a size of a deceleration level is a prescribed value or greater when the sailing stop control is cancelled due to a prescribed sailing stop cancellation condition among sailing stop cancellation conditions being established, and to engage the engagement element after the downshifting.

Abstract: A multimode clutch assembly is positioned in a powertrain of a rotorcraft. The multimode 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. A hydraulic actuator shifts the bypass assembly between the engaged position and a disengaged position. In the disengaged position, the overrunning mode of the freewheeling unit is enabled such that the multimode clutch assembly is configured for unidirectional torque transfer. In the engaged position, the overrunning mode of the freewheeling unit is disabled such that the multimode clutch assembly is configured for bidirectional torque transfer.

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 selectable clutch assembly for a multimode powertrain of a rotorcraft. The selectable clutch assembly includes a freewheeling unit having input and output sides. The freewheeling unit has a driving mode wherein torque applied to the input side is transferred to the output side and an over running mode wherein torque applied to the output side is not transferred to the input side. A bypass assembly is coupled to and rotatable with the output side of the freewheeling unit and is actuatable between engaged and disengaged positions with the input side of the freewheeling unit. In the disengaged position, the freewheeling unit is operable in the driving and the over running modes such that the selectable clutch assembly is configured for unidirectional torque transfer. In the engaged position, the over running mode of the freewheeling unit is disabled such that the selectable clutch assembly is configured for bidirectional torque transfer.

Abstract: A coupling arrangement for the powertrain of a vehicle with a clutch housing which is rotatable around a central axis is provided with a clutch mechanism with input-side clutch units) in operative connection with an input-side clutch unit carrier which is fixed with respect to rotation relative to the clutch housing and with output-side clutch units which are in operative connection with an output-side clutch unit carrier which is fixed with respect to rotation relative to a torsional vibration damper, and with a pressing device through which an operative connection between the input-side clutch units and the output-side clutch units can be produced or cancelled, and with a torsional vibration damper connecting the clutch mechanism to an output. The pressing device is provided axially between the torsional vibration damper and the clutch mechanism.

Abstract: A power transmission system include a transfer case including an input shaft, an output shaft, a planetary gear device including a first rotary element, a second rotary element, and a third rotary element, and a HIGH-LOW switching mechanism including a switching sleeve configured to selectively couple the output shaft to the first rotary element and the second rotary element, an electric motor coupled to one of the first rotary element and the second rotary element, and an electronic control unit configured to control the rotational speed of the electric motor, during switching operation of the HIGH-LOW switching mechanism while a vehicle is stopped, such that the rotational speed of the input shaft becomes substantially equal to zero.

Abstract: A manual gearbox section for a vehicle includes a section input, a section output, a freewheel device situated in a freewheel torque path between the section input and the section output, and a clutch device situated in a clutch torque path between the section input and the section output. The clutch torque path forms a bypass path with respect to the freewheel device and/or the freewheel torque path. The freewheel device is in the form of a rotational-speed-dependent freewheel device. The freewheel device is in a freewheeling state at a first rotational speed and in a coupled state at a second rotational speed. The second rotational speed is higher than the first rotational speed.

Abstract: This clutch control device includes a clutch device, a clutch actuator, a hydraulic pressure circuit device, hydraulic pressure sensors, a control device, and a control valve for controlling a flow of a working fluid between the clutch device and the clutch actuator. The hydraulic pressure sensors include an upstream side hydraulic pressure sensor and a downstream side hydraulic pressure sensor. The control device is configured to perform feedback control of the clutch actuator using hydraulic pressure detection information of a side on which hydraulic pressure fluctuation is small, among the hydraulic pressure detection information of each of the upstream side hydraulic pressure sensor and the downstream side hydraulic pressure sensor, in the case of driving the clutch actuator toward a pressurization side and in the case of driving the clutch actuator to a decompression side.