Abstract: A synchronizer hub for vehicles and a method for manufacturing the same forms an inner spline and an outer spline of a transmission synchronizer hub for vehicles by using different materials. The synchronizer hub may be manufactured by filling inner powders for forming the inner spline, molding the inner spline, filling outer powders for forming the outer spline, molding the outer spline, separating the double molded object obtained by integrally forming the inner spline and the outer spline from a mold, and performing sintering, post-processing, and high-frequency heating processes.

Abstract: A recess, which has a bottom, is formed in at least one of a contact surface of a rotor and a contact surface of an armature. A solid material, which is made of thermoset resin that contains powder of metal oxide or metal dispersed in the thermoset resin, is formed in an inside of the recess.

Abstract: A breather structure is provided with: a communication passage which communicates a cylinder oil chamber with the atmosphere; and a stem which is disposed in the communication passage. A stem receiving section is formed in the side of the connection passage on the side of the cylinder oil chamber, the stem receiving section allowing the stem to be disposed inside with a clearance which allows air to be discharged from the cylinder oil chamber while maintaining the hydraulic pressure within the cylinder oil chamber. An air discharge section opened to the atmosphere is formed on the side of the atmosphere in the connection passage. Also, a pit section which releases the clearance to the air discharge section and a restricting section which restricts the movement of the stem toward the air discharge section are respectively formed in the inner peripheral surface of the communication passage.

Abstract: A driving force transmission device includes: a switch member that switches a first rotary member and a second rotary member between a coupled state and a decoupled state; a second friction member that generates a frictional force between the rotary members; a piston member that has first to sixth engaged portions formed in the shape of a staircase and that presses the switch member and the second friction member in an axial direction; a biasing mechanism that presses the switch member and the second friction member toward the piston member; and an engaging member that engages with one of the plurality of engaged portions. The engaging member rotates the piston member by sliding on a plurality of tilted surfaces of the plurality of engaged portions, and the piston member is always pressed toward the engaging member by a biasing force of the biasing mechanism.

Abstract: A clutch assembly for a manual shift transmission includes a first shaft, which carries a first clutch disc, a second shaft that is coaxial to the first shaft. The second shaft carries an axially shiftable second clutch disc, a first ramp, of which at least one section describes a helical line that is coaxial to the shafts, and a first actuating body. The first actuating body is clamped between the first ramp and the second clutch disc and can be moved about a common axis of the shafts between an open position, in which the clutch discs are spaced from one another, and a closing position, in which the clutch discs contact one another in a frictionally joined manner.

Abstract: An automatic transmission uses 6 shift elements applied in combinations of four to establish ten forward speed ratios and a reverse speed ratio. The automatic transmission uses a hydraulic control system to control engagement of the six elements, control engagement of a torque converter bypass clutch, control engagement of a parking pawl, and to provide fluid for a hydrodynamic torque converter and for lubrication. The parking pawl is disengaged in response to engagement of two of the six shift elements and remains disengaged in response to engagement of other shift elements. A single valve controls several different functions associated with the two-pass torque converter. Pressurized fluid is provided by a variable displacement engine driven pump and also by an electric pump. A priority valve reduces lubrication flow when other fluid demands are high as indicated by the pump displacement control circuit.

Abstract: A power transmitting component can include a friction clutch, hydraulic ram, and an actuator. The actuator can include first and second pistons, and a resilient member. The resilient member can translate the first piston to provide a high volume of fluid at low pressure to the ram when a pressure in a first chamber is less than a predetermined pressure and the second piston is translated in a first direction. The resilient member can compress between the first and second pistons to permit relative motion between the pistons when the pressure is equal to, or greater than, the predetermined pressure and the second piston is translated in the first direction. The second piston provides a low volume of fluid at high pressure to the ram when pressure in the first chamber is equal to, or greater than, the predetermined pressure and the second piston is translated in the first direction.

Abstract: A transfer case is provided with a primary shaft which is selectively engagable with a secondary shaft via a clutch mechanism. The clutch mechanism is inclusive of a friction pack. A hub of the clutch mechanism is connected on the primary shaft and the clutch housing is torsionally fixed with a primary sprocket rotatively mounted on the primary shaft. A reservoir system is provided for delivering splashed oil axially along the primary shaft overlapping the friction pack. The reservoir system has a collective fluid receptacle that is connected via a stationary passage with a lubrication passage radially inward of the friction pack of the hub.

Abstract: The vehicle can include a power transmission system for transmitting power of an internal combustion engine to drive wheels through transmissions and a parking brake system for restraining rotation of the drive wheels by engaging with a part of the power transmission system. The parking brake system for the vehicle can also include a parking drive mechanism which operates a restraining member, by turning of an input shaft of a shift drive mechanism for changing the shift position in the transmission, so as to restrain rotation of transmission gear shafts, and thereby establish a parking brake state. In the parking brake system, a shift cable connected to the input shaft is connected to a parking operation lever.

Abstract: A hydraulic apparatus including a machine shaft having a proximal end and a distal end, adapted to drive a cylinder block. A clutch having a clutch shaft having a proximal end and a distal end, and a plurality of friction discs linked to the distal end of the clutch shaft and a plurality of friction discs linked to the proximal end of the machine shaft for selectively engaging the clutch shaft with the machine shaft. The friction discs are disposed radially around the machine shaft. The distal end of the clutch shaft is bell-shaped so as to surround the proximal end of the machine shaft. The bell shape defines an inner space where the proximal end of the machine shaft and the friction discs linked to the clutch shaft are located.

Abstract: A one-way transmission module includes two rings and at least one catch. The first ring is used for connection to a hub. The second ring is used for connection to a flywheel-bearing drum. The catch is arranged between the first and second rings to allow the first ring to rotate the second ring in a first direction but prevent the first ring from rotating the second ring in a second direction opposite to the first direction. The first or second ring includes a non-circular profile while the second or first ring includes a non-circular opening.

Abstract: A clutch device having an actuating device, especially for a drive train of a motor vehicle which includes an internal combustion engine, an electrical machine with a stator and a rotor, and a transmission device. The clutch device can be arranged in the drive train between the internal combustion engine on the one side and the electrical machine and the transmission device on the other side. The clutch device and the actuating device are integrated into the rotor of the electrical machine and the actuating device includes an electrical eddy-current brake with a brake stator and a brake rotor, the brake rotor having at least one electromagnet with a coil and a core, the coil and the core being arranged concentrically in relation to each other.

Abstract: An end surface portion of a rotor includes a friction surface and an end surface, which are spaced from each other in an axial direction. The armature is attracted and attached to the friction surface of the rotor by an electromagnetic attractive force when a solenoid coil is energized. The stator is opposed to the end surface of the end surface portion. A thermal fuse is held by a portion of a resin member located in an opening of the stator and is melted and disconnected to cut supply of an electric current to the solenoid coil when a temperature of the thermal fuse is equal to or higher than a predetermined temperature. The resin member has a recess that is formed in a predetermined position of a surface of the resin member, which is adjacent to the thermal fuse.

Abstract: The invention relates to a prime mover arrangement comprising an internal combustion engine (1) for driving a first shaft (2) and comprising a steam engine (4) which is connected to the first shaft by means of a clutch arrangement (3) for driving a second shaft (5). Furthermore, means which interact with the clutch arrangement (3) are arranged between the first shaft (2) and the second shaft (5) in order to transmit a rotational movement of the second shaft (5) to the first shaft (2) in a first operating mode and to allow a freewheel between the first shaft (2) and the second shaft (5) in a second operating mode. The clutch arrangement (3) can be operated with positive pressure or negative pressure. Furthermore, the clutch arrangement (3) can be shifted by a fluid, and a torque transmission is provided between the first shaft (2) and the second shaft (5).

Abstract: A controllable or selectable coupling assembly includes a plurality of forward locking elements, at least one reverse locking element and first and second coupling members supported for relative rotation about a common rotational axis. The coupling members include a first, second and third coupling faces. The first coupling face has a set of forward pockets angularly spaced about the axis. The second coupling face has a set of reverse locking formations adapted for abutting engagement with the at least one reverse locking element. The third coupling face opposes the first coupling face and has a set of forward locking formations. Either forward backlash is a non-zero integer multiple of reverse backlash or the reverse backlash is a non-zero integer multiple of the forward backlash to prevent the coupling assembly from inadvertently binding in both directions (i.e. a “lock-lock” condition) about the axis.

Abstract: A vehicle vibration reduction apparatus (1) includes: an inertial mass body (30) that is connected to a rotary shaft (13) of a power transmission apparatus (5) such that the inertial mass body (30) is capable of transmitting power, wherein the rotary shaft (13) of a power transmission apparatus (5) is capable of transmitting rotary power from a travel drive source (4) to a drive wheel (10) of a vehicle (2); and a switching apparatus (40) that is provided on a power transmission path between the rotary shaft (13) and the inertial mass body (30) and that is capable of switching between a first path (42) on which the rotary shaft (13) and the inertial mass body (30) are connected to each other via an elastic body (41), and a second path (43) on which the rotary shaft (13) and the inertial mass body (30) are connected to each other without passing through the elastic body (41). Thus, the vehicle vibration reduction apparatus (1) can reduce vibration appropriately.

Abstract: A piston-cylinder arrangement, in particular for a clutch actuation system in a motor vehicle, including a housing (10) that is concentrically arranged around a shaft (11), and an annular pressure chamber (1) inside which a piston (13) is movably mounted. A sealing ring support (14) on which a seal (15) is arranged is connected to the piston. In a piston-cylinder arrangement which is less expensive to produce and nevertheless reliably prevents gap extrusion of the seal between the housing and the sealing ring support, the piston is connected without play to the sealing ring support.

Abstract: A bicycle freecoaster hub includes a clutch to provide a clutching effect during riding. The clutch has a clutch member, and first and second resistance members. The first resistance member is located inside the clutch member and includes a cylinder and flanges at each end. The second resistance member includes a ring sleeve part located inside the clutch member and mounted on the cylinder of the first resistance member and abutted against the first flange of the first resistance member. An elastic member is sleeved onto the cylinder of the first resistance member and abutted between the outer flange of the first resistance member and the second resistance member, so as to provide sufficient resistance for the clutch member. The hub bearings are arranged in such a way that the drive mechanism is isolated from axial loads.

Abstract: A device that employs shear forces to transmit energy includes an outer housing assembly, a disk, and a reservoir with a working fluid. The disk is received in and rotatable relative to the outer housing assembly. A working cavity is formed between a rotor portion of the disk and the outer housing assembly into which the working fluid is received to create shear forces. A plurality of flow altering structures are disposed on the outer housing assembly and are configured to reduce a thickness of a boundary layer of the working fluid in the working cavity in areas that are local to the flow altering structures.

Abstract: An actuator arrangement for a motor vehicle drivetrain, in particular for a dual-clutch arrangement. A first fluid cylinder is connected via a first fluid connection to a fluid supply device. A second fluid cylinder is connected via a second fluid connection to the fluid supply device. A pressure measuring arrangement has a single pressure sensor which is connected by means of a connecting arrangement to the first fluid connection and to the second fluid connection.