Abstract: An electric actuator for use with a drive apparatus is disclosed herein. The electric actuator has a rotary design incorporating a position sensor disposed to engage the end of a control shaft. An electric motor drives a reduction gear train to position the control shaft, the reduction gear train having a worm drive that motivates a spur gear reduction. A slip clutch is disposed between the worm drive and spur gear reduction to protect the components of the reduction gear train, and to also place a limit on the torque applied to the control shaft. The housing of the electric actuator features a motor chamber to accommodate the electric motor and is sealed by a cap having an electric connector. The actuator gears may be integrated in a common sump with the drive apparatus.

Abstract: A dry-plate clutch (single or dual) of inverted construction for a vehicle transmission includes a clutch structure with a connecting device arranged to be connected to a prime mover; a pressure plate rotationally fixed and axially displaceable relative to the clutch structure, and a driven disc connected to a driven shaft and located between the clutch structure and the pressure plate. An actuator is arranged to displace the pressure plate between an engaged state, where the driven disc is clamped between the clutch structure and the pressure plate, and a disengaged state, where the disc is rotatable relative to the clutch structure. The connecting device has hollow sections at a number of angular locations extending into a radial surface facing the pressure plate. The pressure plate has corresponding axially extending protrusions in a radial surface facing the connecting device; and the protrusions at least partially extend axially into the hollow sections in the disengaged state.

Abstract: A damper device is disposed between an engine and a transmission and has a torque distribution mechanism that is provided with a first input element connected to the engine, a second input element connected to the engine via an elastic member, a first output element connected to the transmission, and a second output element connected to the transmission. The damper device further has a first clutch that is disposed between the first output element and the transmission, and is switched between an engaged state of connecting the first output element to the transmission and a released state of disconnecting the first output element from the transmission, and a second clutch that is disposed between the second output element and the transmission, and is switched between an engaged state of connecting the second output element to the transmission and a released state of disconnecting the second output element from the transmission.

Abstract: A differential, including: a gear housing; an epicyclic housing which is mounted in the gear housing in a manner allowing rotation about a gear axis; a planet carrier arranged in the epicyclic housing in a manner allowing rotation; a first output sun gear; a second output sun gear; a planetary arrangement, accommodated in the planet carrier, coupling the output sun gears in a manner allowing opposite rotation; a brake device generating a bridging torque which places a load on relative rotation of the first and second output sun gears, according to a magnitude of an axial force applied to the brake device; and an actuating mechanism for the purpose of generating said axial force applied to the brake device. The actuating mechanism is designed in such a manner that the first bridging torque generated by the brake device increases as a rotary drive torque applied to the epicyclic housing increases.

Abstract: A vehicle driveline component having a dual friction clutch differential assembly and a hydraulic circuit for operating the friction clutches. The hydraulic circuit includes a pair of normally open, solenoid operated valves that are selectively closed to control the fluid pressure that acts on the friction clutches. The hydraulic circuit provides a simplified and cost-effective means for providing disconnecting and/or torque vectoring capabilities to the vehicle driveline component.

Abstract: The clutch piston assembly includes a one piece piston body which extends about an axis and has at least one radially inwardly facing surface and at least one radially outwardly facing surface. At least one seal is engaged with the piston body and extends either radially outwardly from the radially outwardly facing surface or radially inwardly from the radially inwardly facing surface. The seal is made of polyetheretherketone (PEEK) or polyaryletherketone (PAEK) for establishing a low friction and fluid tight seal between the piston body and a wall in the automatic transmission.

Abstract: A torque converter, including: an axis of rotation; a cover arranged to receive torque in a first circumferential direction for a drive mode; an impeller non-rotatably connected to the cover; a turbine in fluid communication with the impeller; a torque converter clutch including a piston; and a vibration damper including a cover plate connected to the torque converter clutch, an output flange and at least one spring engaged with the cover plate and the output flange. For a coast mode: the cover plate is arranged to rotate in a second circumferential direction opposite the first circumferential direction; the cover plate is arranged to displace the output flange in an axial direction; and the output flange is arranged to displace the piston in the axial direction.

Abstract: A method for supporting a driver of a motor vehicle in which a quantity of permissible end positions of an in particular manual gear shift of the motor vehicle is determined and a manual gear shift actuation is detected. A target position of the manual gear shift actuation is determined, and a warning is output when the target position does not belong to the quantity of the permissible end positions. A gear shift actuation and gear shift movement of manual gear shift of the motor vehicle may also be determined. The gear shift movement path may include a starting position, an end position and a movement from the starting position into the end position, as a function of the gear shift actuation. The gear shift movement path is displayed in a graphic of a gear shift of the motor vehicle.

Abstract: A gear device is provided with a crankshaft including a shaft main body and an eccentric portion, a linking member including external teeth and configured to transmit the rotation of the input gear to the crankshaft, a carrier configured to rotatably support the crankshaft, an oscillation gear oscillating and rotating, and an outer cylinder including internal teeth engaged with the oscillation gear. The carrier and the outer cylinder are configured to concentrically relatively rotate according to the rocking rotation of the oscillation gear. The linking member is configured to selectively take a first position where the external teeth are engaged with a first input gear and a second position where the external teeth are engaged with a second input gear.

Abstract: A differential for use in a vehicle drive train having a pair of rotary members including a gear case that is operatively supported in driven relationship with respect to the drive train and a pair of side gears mounted for rotation with a respective one of the rotary members in the gear case. The differential also includes a spider mounted for rotation with the gear case and at least one pair of pinion gears mounted for rotation with the spider and in meshing relationship with the side gears. The side gears have concave teeth flanks and the pinion gears have convex teeth flanks to increase power density through the differential.

Abstract: Two brakes of a transmission utilize the transmission front support as a clutch housing. One brake, which selectively holds a sun gear against rotation, is located on the inside of a cylindrical wall of the front support. A second brake, which selectively holds a ring gear against rotation, is located on the outside of the cylindrical wall. The clutch pack of the inner brake is splined to the inner surface of the cylindrical wall. The reaction plate of the first clutch pack includes radial fingers that extend between axial fingers of the cylindrical wall. The portion of the reaction plate that extends to the outer side of the cylindrical wall provides a reaction for a return spring of the outer brake.

Abstract: A piston system comprises a housing (3) comprising a first recess (6) and a second recess (7). A first piston (1) comprises a first portion embedded in the first recess (6). A second piston (2) comprises a second portion embedded in the second recess (7). An actuator (10) has a first side (20) and a second side (21). The first piston (1) selectively presses against the first side (20) of the actuator, and the second piston (2) selectively presses against the second side (21) of the actuator. The actuator may be a synchronizer of a clutch assembly.

Abstract: A method for determining a draining behavior of a hydraulically actuated transmission shifting element. By applying actuating pressure, the shifting element is changed from a completely drained, open operating condition to a completely filled closed operating condition, and the reference filling time, until the closed condition has been reached, is determined. Upon recognition of the closed condition, then by adjusting the actuating pressure for a predefined draining time, the shifting element is changed to its open condition and, thereafter, again completely filled and closed. Upon recognition of the closed condition, the shifting element is actuated direction toward the open condition by reducing the actuating pressure. Then, before completely opening, the shifting element is again returned to its closed operating condition and the filling time, until the partially drained shifting element has reached the completely filled and closed operating condition, is determined.

Abstract: A multi-stage transmission for a vehicle may include an input shaft, an output shaft, first, second, third and fourth planetary gear devices disposed between the input shaft and the output shaft to transmit rotary force, each of the first, second, third and fourth planetary gear devices having three rotary elements, and at least six shifting elements connected to the rotary elements of the planetary gear devices.

Abstract: The present invention in one or more embodiments provides an input clutch assembly which includes a cylinder housing, a cross-section thereof including along an axial direction first and second spaced apart cylinder-portions, and an input sleeve, a cross-section thereof including along the axial direction first and second sleeve-portions defining there-between a first sleeve-channel with a pair of edges spaced apart along the axial direction, the first sleeve-portion defining thereupon a recess, where at a first engagement position the recess is at least partially exposed while the pair of edges both contact the first cylinder-portion.

Abstract: A constructional unit for a drivetrain of a motor vehicle includes: at least one clutch arrangement configured to decouple an internal combustion engine from the drivetrain, the at least one clutch arrangement having at least one clutch element; a speed-adaptive vibration absorber apparatus, configured to reduce vibrations in the drivetrain with at least one damper mass deflectable along a deflection path; and a limiting device configured to exert a force on the at least one damper mass that limits the movement of the damper mass. The limiting device is further configured, for limiting the movement of the at least one damper mass, to be actuatable by the at least one clutch element.

Abstract: A compact hub-embedded multi-stage transmission is provided which is implemented to achieve multi-stage shifting by using a multi-stage planetary gear set having a one stage or two or more stages and a double one-way clutch in order to impart an overrunning function during inertial travel, and at the same time, to allow rapid shifting to be made even with a small force for manipulating a shift lever by means of use of a forced shift function even in a driven travel state. Accordingly, product marketability can be maximized, and rapid shifting can be made even with a small force for manipulating a shift lever by means of use of a forced shift function even in a driven travel state, thereby considerably improving shifting accuracy.

Abstract: The present invention relates to an electric drive device comprising an electric motor (20) with a stator and a rotor arranged to rotate a drive shaft, wherein said electric motor (20) is arranged to be accommodated in a housing, further comprising opposite gear housings surrounding the electric motor, each containing a transmission configuration, wherein the electric drive device comprises a housing configuration in which the electric motor (20) as well said opposite gear housings (30a, 30b) are accommodated, wherein each gear housing (30a, 30b; 130a, 130b) is attached and hereby locked to said housing configuration. The invention also relates to a motor vehicle.

Abstract: Disclosed are embodiments of thrust absorbing planetary traction drives that utilize roller-shaft traction interfaces that are slanted to absorb thrust created on a turbo shaft by a turbine or compressor. Slanted traction surfaces on the sun portion of the turbo shaft are slanted inwardly so that the turbo shaft remains centered in the planetary traction drive. Either double roller planets or single roller planets can be used to absorb thrust in the axial direction of the turbo shaft. Various curved and slanted surfaces can be utilized to create traction interfaces that hold and stabilize the turbo shaft both axially and radially.

Abstract: A rotational power transmission apparatus is provided including an input coupler having first and second input shafts, a differential engine coupled to the first input shaft and transmitting power to a first output shaft. First and second one-way bearings are coupled to the first output shaft. A first torque converter is coupled to the first one-way bearing, and a second torque converter coupled to the second one-way bearing. An output coupler is coupled to output from the first torque converter, output from the second torque converter and a second output shaft.