Abstract: A tandem axle system has a forward rear tandem axle and a rear rear tandem axle. A rear differential case, a first axle half shaft and a second axle half shaft extending from the differential case. The first axle half shaft has a first set of teeth and the second axle half shaft has a second set of teeth. The rear differential case has a set of teeth. A clutch collar is provided which has teeth on a surface. The teeth selectively engage with the first axle half shaft teeth and the second axle half shaft teeth. The teeth selectively engage with the teeth on the rear differential case.

Abstract: A lock-up device includes a clutch part and a damper mechanism. The clutch part includes a clutch input member, a clutch output member, a drive plate, a driven plate, a second flange and a piston. The second flange is mounted between a front cover and an inner peripheral part of a turbine to be axially immovable with respect to the front cover, and forms a lock-up oil chamber. The piston is mounted between the front cover and the second flange, forms a lock-up oil chamber together with the second flange therebetween, and is configured to be moved toward the front cover by an operating oil to be supplied to the lock-up oil chamber.

Abstract: A method of a dual clutch transmission, a dual clutch transmission, and a vehicle equipped with the same which can reduce the load on a clutch on a start gear side to reduce the wear thereof and therefore make the clutch replacement interval longer. There are a first input shaft configured to be connected to a first clutch and a second input shaft configured to be connected to a second clutch. A set of odd-numbered gears and a set of even-numbered gears are arranged respectively across the first input shaft and second input shaft and an output shaft. When a vehicle starts, an absorbed energy Eabs by the second clutch is calculated while a start gear is partially connected to the second input shaft. The first clutch is partially connected (half clutch state) to the first input shaft, to which a support gear is synchronously engaged, when the absorbed energy exceeds a set value which is a predetermined threshold, the support gear having a gear ratio greater than that of the start gear by one speed or higher.

Abstract: A hydraulic control device includes an accumulator configured to accumulate oil supplied by a mechanical pump and supply the accumulated oil to a C1 control system (clutch) by discharging the accumulated oil; a first oil passage connected to the hydraulic route (clutch oil passage) on an upstream side of a SLC linear solenoid; a second oil passage connected to the hydraulic route on a downstream side of the manual valve; and connection control unit (a switching valve and a pressure accumulation control valve) configured to control the connection between the accumulator and the hydraulic route so that the accumulator is in communication with one of the first oil passage and the second oil passage.

Abstract: An axle assembly having a differential and a reservoir module disposed in a housing. The reservoir module may receive a lubricant and provide lubricant to a differential bearing.

Abstract: A system and method for conserving vacuum within a vehicle is described. In one example, vacuum is conserved via limiting volume expansion of a brake booster working chamber.

Abstract: In an engine system of a machine having a multi fuel engine system, the occurrence of transient events such as gear shifts, grade changes and machine speed changes may be anticipated, and a fuel substitution strategy may be adjusted if necessary to optimize performance during the transient events. Transient events at a worksite may be anticipated and mapped by evaluating shift control logic strategies and worksite maps with truck route, speed and topographical information and determining where the fuel substitution strategy cannot meet the power requirements for the transient event. When it is determined that the machine is approaching an anticipated transient event, an appropriate fuel substitution adjustment can be executed to ensure the engine has sufficient power for the transient event.

Abstract: A wheel system with bidirectional input and one-way output includes a unidirectional transmission device respectively installed between a first driving rotating directional input wheel set and a bidirectional input shaft, between a first driving rotating directional output wheel set and a constant rotating directional output rotation part, and between the constant rotating directional output rotation part and the bidirectional input shaft, thereby preventing the first rotating direction transmission wheel set from being coupled to and generating a power transmission dampening effect while being driven in the second driving rotating direction.

Abstract: Parking-lock arrangement for a motor-vehicle transmission. The parking-lock arrangement has a parking-lock wheel which is mounted such that it can be rotated about a first axis. The parking-lock arrangement has a parking-lock pawl which is mounted such that it can be moved between a locking position and a release position. The parking-lock arrangement has an actuating arrangement which actuates the parking-lock pawl and is mounted such that it can be rotated about a second axis over an angular range. The angular range has a first angular section, within which the parking-lock pawl can be actuated, and a second angular section, within which the parking-lock pawl is held in a position.

Abstract: An assembly includes a torque converter concentric with an axis and including a casing, a rotor hub drivably connected for rotation about the axis to an electric machine, a coupler connected to the rotor hub, and a flex plate coupled for elastic displacement between the coupler and a surface of the casing that faces away from the coupler.

Abstract: A drivetrain for a motor vehicle has a first electric machine provides drive power, wherein the first electric machine is connected to an electrical energy store. A differential can distribute drive power to two driven wheels or axles of the motor vehicle. A first transmission arrangement which connects the first electric machine to the differential. A second electric machine which is coupled to an internal combustion engine in order to charge the electrical energy store in a generator mode. A second transmission arrangement connects the internal combustion engine to the differential. The second transmission arrangement has a first gear stage and a second gear stage which can be alternately engaged, for the transmission of drive power from the internal combustion engine to the differential, by means of a clutch arrangement.

Abstract: A lubricating oil supply device that supplies hydraulic oil used to actuate a vehicle's transmission. The supply device configured with a pump that generates a hydraulic pressure, and a line pressure generation valve that discharges a part of the hydraulic pressure from the pump as a discharge pressure to generate a line pressure for actuating the transmission. A signal pressure output valve that outputs a signal pressure for actuating the line pressure generation valve in accordance with at least a throttle operation amount or torque input to the transmission. Furthermore, a switching valve that is actuated by the signal pressure from the signal pressure output valve and that supplies lubricating oil input to an input port to the object to be lubricated from an output port with a flow rate of the lubricating oil changed.

Abstract: The invention relates to a power transmission system of the automotive vehicle. A drive shaft structure, comprising a drive shaft and a hydraulic overload protector, the drive shaft comprises a first shaft and a coaxial second shaft, the hydraulic overload protector comprises a mounting rack, a crank shaft and at least a pair of hydraulic cylinders, a communicating tube is provided between two cylinders of the pair of hydraulic cylinders, a bi-directional pressure valve is provided on the communicating tube, said crank shaft comprises a spindle and a connecting rod shaft, said spindle is connected with said mounting rack rotatably, said first shaft is fixed with said mounting rack, said second shaft is fixed with said spindle, said connecting rod shaft is connected with said mounting rack via said cylinders.

Abstract: The present invention relates to a dual clutch device which comprises: a retainer portion to which a rotation force is transmitted; a pair of plate portions provided to the retainer portion; disc portions which are respectively arranged at the plate portions; a hub portion connected to the disc portion; piston portions which respectively apply pressure to the plate portions; driving portions which respectively move the piston portions; and a restoration portion which is arranged between the driving portions and provides a restoration force to the piston portions. The dual clutch device, according to the invention, uses one restoration portion, thereby simplifying a flow path and reducing the size of a product.

Abstract: A friction clutch having a clutch ring and having two clutch disks, which are mounted so as to be rotatable about a clutch axis of rotation and on which friction surfaces are formed, is presented. In this case, the clutch ring and the clutch disks can be moved parallel to the clutch axis of rotation and relative to one another in such a way that, for torque transmission, first friction surfaces on each of the clutch disks can be moved into frictional surface contact with a respective second friction surface on the clutch ring. A first and a second friction surface in each case are matched to one another as a friction surface pair, having in each case a friction surface curved convexly in the direction of the clutch axis of rotation and a friction surface curved concavely in the direction of the clutch axis of rotation.

Abstract: Techniques for transferring torque between a first unit, such as a mobile machine or a robot, and a second unit, such as a fixed or stationary machine. The units are arranged such that a drive coupler of the first unit designed for delivering torque about a drive axis can engage the driven coupler, which belongs to the second unit and has a driven axis, along an engagement direction that is nearly perpendicular to the direction of the driven axis. A lateral displacement mechanism of the first unit achieves a first-order coaxial alignment between the drive and driven axes. Additional measures are provided for improving engagement, coupling and reducing the level of axial misalignment. Techniques disclosed are tolerant of imprecise alignment between the drive and driven couplers.

Abstract: In a road finishing machine with a primary power plant and a power transfer to a hydraulic pump and/or a generator for supplying power to hydraulically or electrically operated functional components, the power transfer comprises at least one clutch that can be optionally engaged and disengaged, and a clutch control device is provided by means of which, depending on at least the operator guidance and/or a detected clutch loading situation, a disengagement delay (?t) automatically overriding the operator guidance can be set, and/or a clutch shifting number restriction can be set by means of a detection interval (dt) moving along in time. The clutch control device actually engages, within the frame of the respective overriding control strategy, the clutch only after the disengagement delay (?t) has lapsed, if no operation command to the contrary is present, and/or keeps the clutch first engaged, although an operation command to the contrary is present.

Abstract: A clutch assembly includes first, second and third clutches, a housing including a first projection to which the first clutch selectively produces a connection, a second projection to which the second and third clutches selectively produce connections, clutch-apply circuits each circuit corresponding to one of the clutches, and a balance volume circuit for supplying fluid to each of the clutches, and a shaft rotatably supporting the housing.

Abstract: A gear assembly for a motor vehicle includes first clutch configured to selectively couple an input shaft to an output shaft and a second clutch configured to selectively couple the input shaft to a planetary gear train. When the first clutch is activated and the second clutch is not activated, the input torque is transmitted from the input shaft to the output shaft such that the output torque relative to the input torque is a first gear ratio. When the second clutch is activated and the first clutch is not activated, the input torque is transmitted from the input shaft to the output shaft through the planetary gear train such that the output torque relative to the input torque is a second gear ratio. When neither the first clutch nor the second clutch are activated, the input torque is not transmitted from the input shaft to the output shaft.

Abstract: The invention includes at least two free disks arranged between a drive-torque transmission disk and an output-torque receiving disk, each of the at least two free disks being freely rotatable. When a torque is to be transmitted, mutual gaps between the drive-torque transmission disk, the at least two free disks and the output-torque receiving disk are narrowed, so that the input torque of the driving unit is transmitted from the drive-torque transmission disk to one free disk adjacent to the drive-torque transmission disk by friction, the torque transmitted to the one free disk is transmitted to another free disk adjacent to the one free disk by friction, and the torque transmitted to the or another free disk on the most output-shaft side is transmitted to the output-torque receiving disk by friction.