Abstract: A clutch actuator unit that includes an abrasion compensation device and removes an adhesive force between a clutch disc and a flywheel by using a diaphragm spring to press the clutch disc against the flywheel and by using a fork to push a first side of the diaphragm spring may include an outer member including a groove and a female screw portion, a push rod pushing against a first side of the fork, an inner member including a male screw portion screwed into the female screw portion, including a rotation center portion of a rear end portion thereof in which a support portion is formed, and including a first gear portion, a fixed guide member guiding the outer member, a pushing member including a second gear portion meshed with the first gear portion, an actuator employing an actuator rod to push or pull the pushing member, and a controller controlling the actuator.

Abstract: A one-way clutch is configured to allow rotation in one direction with respect to a shaft and regulate rotation in the other direction, and includes a housing, a plurality of needles, a plurality of magnets, a plurality of first accommodating portions, and a plurality of second accommodating portions. The housing includes a fitting hole into which the shaft is fit. The plurality of magnets are respectively arranged adjacent to the plurality of needles. Each magnet has an S pole and an N pole corresponding to a first end side and a second end side of one of the needles, and attracts one of the needles by magnetic force to a first circumferential direction of the shaft. The plurality of first accommodating portions accommodate the plurality of needles, respectively. The plurality of second accommodating portions are respectively arranged adjacent to the first accommodating portions, and respectively accommodate the plurality of magnets.

Abstract: A blower, a motor assembly and a centrifugal friction clutch thereof are provided. The centrifugal friction clutch includes: a fixing member for being fixed on a rotary shaft and comprising a guiding groove disposed in a radial direction of the fixing member and passing through an outer circumferential surface of the fixing member; a centrifugal block disposed in the guiding groove and slidable in the guiding groove; and a loading wheel having an inner hole in which the fixing member is received. A gap between a wall of the inner hole and the outer circumferential surface of the fixing member is less than a length of the centrifugal block along its sliding direction. The centrifugal friction clutch reduces vibrations at startup of the motor, thereby effectively reducing the vibrational noise. In addition, this also avoids the startup failure of the motor and effectively improves the startup performance of the motor.

Abstract: A device (10) for uncoupling a vehicle's wheel shaft drive, which device is intended to be placed close to a drive shaft (11) in order to uncouple/couple a driven unit to which the drive shaft (11) is coupled. The device (10) comprises includes at least one bearing (12) fitted around the end (13) of the drive shaft (11). A carrier (14) coupled to the unit or to the drive shaft, has an inner cavity large enough to surround the drive shaft's end (13) and the bearing (12) and is fastened in the bearing (12) so as to be freely rotatable relative to the drive shaft (11). A coupling ring (15) is coupled rotationally to the drive shaft (11) and is movable axially relative to the drive shaft (11). A coupling fork (17) at least partly surrounds the coupling ring (15) and is movable axially relative to the drive shaft (11). An activating device which acts upon the coupling fork (17) to move the latter in axial directions along the drive shaft (11).

Abstract: Provided is a driving force transmission device that can achieve further reduction in drag torque when it is not in operation and thus is not transmitting a driving force. A driving force transmission device includes: a clutch hub and a clutch drum; inner clutch plates spline-fitted on the clutch hub; outer clutch plates spline-fitted in the clutch drum; and a housing having a second accommodating chamber accommodating the clutch hub and the clutch drum. The inner clutch plates and the outer clutch plates are lubricated by lubricant. The driving force transmission device further includes a fin plate. The fin plate rotates with the clutch hub. By this rotation, the fin plate scoops up the lubricant in the second accommodating chamber to feed the lubricant to a reservoir chamber formed in the housing.

Abstract: A disc (1, 2) for a friction clutch (3), including an annular plate (4, 5) having friction surfaces on both faces (6, 7) and at least one seat (8, 9) for at least one spring (10, 11), wherein the at least one spring is configured to space adjacent discs in a friction clutch by at least one seat, and wherein the at least one spring is integral with the disc. Using the disc proposed here for a friction clutch, it is possible without additional components, or with an integrated use of existing components, to ensure a reliable spacing of the discs relative to one another.

Abstract: A piston bearing unit having an actuating piston which has a receiving region. The actuating piston is designed to actuate an element by way of a linear movement. The piston bearing unit also comprises a bearing having a first raceway and a second raceway, wherein the bearing is designed for mounting the actuating piston rotatably with respect to the element. The first raceway and the second raceway are at least partially accommodated in the receiving region.

Abstract: A powered clutch assembly is provided for an aircraft landing gear or other vehicle wheel drive system equipped with wheel drive motors controllable to move the aircraft or vehicle during ground travel. Electric power for the clutch assembly is transferred to clutch actuation elements by a rotary power transfer assembly mounted between stationary and rotating elements within the landing gear wheel drive system to clutch actuation elements. Actuation elements are powered to securely lock clutch rotating elements when required to improve the reliability of failsafe operation of the clutch assembly when torque should not be transferred and to unlock clutch rotating elements when torque should be transferred when the landing gear wheel drive system is used to drive the aircraft during ground travel. Power transferred from the rotary power transfer assembly may also be used to operate components associated with the aircraft drive wheel other than the powered clutch assembly.

Abstract: A power transmission device that transmits a rotational driving force outputted from a driving source to a target device to be driven includes: a driving rotor rotated by the rotational driving force; a driven rotor that rotates with a rotary shaft of the target device; and a connection member. The connection member has a plate shape extending perpendicular to the rotary shaft. The connection member is connected at least one of the driving rotor and the driven rotor, and is capable of connecting the driving rotor and the driven rotor to each other. The connection member has a through hole, and the driven rotor has an overlapping portion disposed overlapping with the through hole when viewed in the axial direction of the rotary shaft.

Abstract: A one-way clutch, comprising an inner race including a first outer circumference with a first plurality of ramps, at least one clutch ring including a first inner circumference with a second plurality of ramps and a second outer circumference with a plurality of projections, and an outer race including a second inner circumference with a plurality of grooves. The outer race is operatively arranged to rotate with respect to the inner race in a first circumferential direction and non-rotatably connect to the inner race when rotated in a second circumferential direction, opposite the first circumferential direction.

Abstract: A damper device including an input to which power from an internal combustion engine is transmitted and an output, the damper device including: a first torque transmission path including a first elastic body that transmits torque between the input and the output; and a second torque transmission path disposed in parallel with the first torque transmission path and including an intermediate element, a second elastic body that transmits the torque between the input and the intermediate element, and a third elastic body that transmits the torque between the intermediate element and the output, wherein the second and third elastic bodies are placed outside the first elastic body in a radial direction of the damper device so as to be arranged side by side in a circumferential direction of the damper device.

Abstract: A composite clutch (110) is adapted to transmit an operational range of torques (60) from a driving member (118) to a driven member (122). The composite clutch (110) incorporates both of a friction clutch assembly (124) and a dog clutch assembly (126), each assembly adapted to address one of two segments (62, 68) of the operational range of torques (60). The clutch (110) further includes a spring-loaded detent system (180) configured to control transition (66) between the two segments (62, 68) of operational ranges of torques (60). The friction clutch assembly (124) includes first friction clutch elements (128) coupled to the driving member (118) and second friction clutch elements (132) coupled to the driven member (122) for providing torque control within the lower operational range of torques (64).

Abstract: A vehicle drive train for transferring torque to first and second sets of wheels includes a first driveline adapted to transfer torque to the first set of wheels and a first power disconnection device. A second driveline is adapted to transfer torque to the second set of wheels and includes a second power disconnection device. A hypoid gearset is positioned within one of the first driveline and the second driveline in a power path between the first and second power disconnection devices. The hypoid gearset is selectively disconnected from being driven by the first driveline and the second driveline when the first and second power disconnection devices are operated in a disconnected, non-torque transferring, mode. At least one of the first and second disconnection devices includes an active dry friction clutch.

Abstract: An improved torque converter damper disc and/or clutch that includes the use of a parametric spring system. The parametric spring is configured to address critical inflection and pinch points along the spring longitudinal length. These critical points are areas of higher applied stress due to torsional stress and bending stress, the latter of which mainly attributed to centrifugal loading.

Abstract: A torsional vibration damper assembly for a hydrokinetic torque coupling device, comprises a torsional vibration damper, and a dynamic absorber operatively connected to the torsional vibration damper. The torsional vibration damper comprises a driven member rotatable about a rotational axis, a first retainer plate rotatable relative to the driven member coaxially with the rotational axis, and a plurality of damper elastic members interposed between the first retainer plate and the driven member. The damper elastic members elastically couples the first retainer plate to the driven member. The dynamic absorber includes an inertial member. The inertial member is mounted to the torsional vibration damper rotatably relative to the driven member. The inertial member is rotationally guided and centered relative to the rotational axis by the driven member of the torsional vibration damper.

Abstract: A torsional vibration damper assembly for a hydrokinetic torque coupling device, comprises a torsional vibration damper and a dynamic absorber operatively connected to the torsional vibration damper. The torsional vibration damper comprises a driven member rotatable about a rotational axis, a first retainer plate rotatable relative to the driven member coaxially with the rotational axis, and a plurality of damper elastic members interposed between the first retainer plate and the driven member. The damper elastic members elastically couple the first retainer plate to the driven member. The dynamic absorber includes an inertial member. The dynamic absorber is mounted to the torsional vibration damper and is rotationally guided and centered relative to the rotational axis by one of the first retainer plate and the driven member of the torsional vibration damper.

Abstract: A damper is in the form of a disk and used for the clutch including: a clutch housing in which a clutch plate is held; and a clutch gear that transmits rotary drive power to the clutch housing via the damper. A non-circular engagement hole is formed at a center portion of a disk of the damper such that an engagement projection of the clutch housing engages with the engagement hole. First cutout portions are formed in the damper on an outer side and an inner side in a clutch radial direction on a rear side on which rotary drive power from the clutch gear is applied. A minimal distance between each first cutout portion and the engagement hole is smaller than a distance between the engagement hole and an outer circumference of the disk.

Abstract: A driving force transmission apparatus includes: a meshing member that switches two rotating members between a coupled state and an uncoupled state; a piston member with a plurality of locked portions formed along a circumferential direction; an armature that moves the piston member forward and backward between a first position where the armature presses the piston member in an axial direction and a second position where the armature does not press the piston member; a biasing member that biases the piston member in the opposite direction from the pressing direction of the armature; and a locking member that locks the locked portions. The piston member has a mechanism that mitigates a possible shock when the locking member comes into abutting contact with an abutting contact surface of a first locked portion.

Abstract: An engagement device includes: a first member including a plurality of engaged teeth; a second member arranged coaxially with the first member, the second member including a plurality of engaging teeth; a rotation unit configured to relatively rotate the first member and the second member about an axis; a movement unit configured to relatively move the first member and the second member in an axial direction; and a control unit configured to control operations of the rotation unit and the movement unit, and the engaged teeth are formed on the first member at a side opposing the second member along a circumferential direction around the axis, and the engaging teeth are formed on the second member at a side opposing the first member along the circumferential direction around the axis.

Abstract: A clutch comprising a pump is disclosed. The pump is operatively connected to the clutch such that a clutch slip event will cause the pump to delivery fluid from a fluid source to a region surrounding the friction plates of the clutch. The operation of the pump manages heat that is generated by the dynamic friction of the slipping clutch plates. The pump and associated fluid delivery methods are removably securable to an upstream end of an input shaft of the clutch. This allows the pump and associated fluid delivery methods to be used as modular components, that are easy to remove and replace for maintenance purposes, it also allows easier access to the internals of the clutch for maintenance.