Abstract: A bicycle hub includes an axle, a main body, a freehub body, and a clutch, which are engaged with the axle. The freehub body is disposed with first splines, wherein each of the first splines is defined to have a longitudinal direction. Each of the longitudinal directions obliquely intersects with an axial direction of the freehub body. The clutch is disposed with second splines, wherein the second splines are engaged with the first splines in a way that the second splines are movable along a longitudinal direction of the first splines. With such design, the clutch of the bicycle hub could be smoothly operated.

Abstract: A multi-plate clutch includes an outer plate mounted on a radial outside and axially displaceable, an inner plate mounted on a radial inside and axially displaceable, and a plurality of leaf springs. The plurality of leaf springs is distributed around an outer circumference of the outer plate to mount the outer plate in a torque-transmitting manner on a rotor pot, or the plurality of leaf springs is distributed in an inner circumference of the inner plate to mount the inner plate in a torque-transmitting manner on a driving ring. In an example embodiment, the multi-plate clutch is a dry multi-plate clutch for a hybrid drivetrain. In an example embodiment, the multi-plate clutch includes a plurality of outer plates and a plurality of inner plates.

Abstract: A friction clutch mechanism includes a diaphragm spring, a pressure plate having a peripheral fulcrum acting against a first face of the diaphragm spring, and a pair of axially opposed intermediate fulcrums supported by a clutch cover and acting on the opposite faces of the diaphragm spring along a radially intermediate portion thereof. The friction clutch mechanism has an additional elastic element, operatively associated with a first intermediate fulcrum of the pair of axially opposed intermediate fulcrums, and axially and elastically compressible in response to a deflection of the diaphragm spring towards an open friction condition. The additional elastic element has a radially innermost annular portion resting on one or more bearing surfaces supported by the clutch cover, and a radially outermost annular portion that cantilevers and has a protrusion circumferentially extended and axially projecting towards the first face of the diaphragm spring to serve as the first intermediate fulcrum.

Abstract: A shifting group for a drive train of a motor vehicle for coupling and decoupling a drive shaft of a drive train as required, with an actuator for actuating a blocking element, a selector rod and a selector fork which is connected to the selector rod. The first drive shaft and the second drive shaft are arranged coaxially with respect to one another, the blocking element blocks an axial displacement of the selector rod in a first switching position and enables said axial displacement in a second switching position, the selector fork engages into a groove of one of the drive shafts, an actuation of the shifting group brings about an axial displacement of a drive shaft, and a clutch between the first drive shaft and the second drive shaft is opened or closed by way of the axial displacement of the selector fork.

Abstract: A damper assembly for a torque converter includes: an input flange; a cover plate; an intermediate flange; a hub flange; a first spring; and second spring; and a third spring. The input flange is arranged to receive a torque. The cover plate is connected to the input flange. The intermediate flange is axially spaced from the input flange and is connected to the cover plate radially outside of the input flange. The hub flange is disposed axially between the intermediate flange and the cover plate and is arranged to connect to a transmission input shaft. The first spring is arranged to be compressed by the input flange and the cover plate. The second spring is arranged to be compressed by the cover plate and the intermediate flange. The third spring is arranged to be compressed by the intermediate flange and the hub flange.

Abstract: An object of the present invention is to provide a cam clutch capable of switching from one operating mode to another and offering improved stability of clutch operations and high responsiveness. The object is achieved by an operating mode switching means (180) having a cam attitude change part (185) being drivable independently of rotation of the inner race (110) and outer race (120). A load support point (Sp) is located radially between a load application point (Ap) of the cam attitude change part (185) on the cam (140) and a distal contact point (Ep) of the cam (140) on a raceway positioned on a radially distal side relative to the load application point (Ap). The radial distance (d1) between the load application point (Ap) and the load support point (Sp) is larger than the radial distance (d2) between the load support point (Sp) and the distal contact point (Ep).

Abstract: A synchronizing ring for a synchronizer of a transmission. The inside of the synchronizing ring being provided with a plurality of cams and corresponding recesses between the cams for receiving a plurality of axial protrusions of a further synchronizing ring. An inner radial surface of each cam is provided with a plurality of grooves for transportation of oil.

Abstract: A housing of a solenoid valve unit for controlling a central clutch actuator of a utility vehicle is configured for installation in a transmission housing, preferably in a clutch case, and for accommodating at least one solenoid valve. The housing has an elongate housing shape that is curved along its longitudinal direction to enable installation in tight spaces.

Abstract: The present invention provides a rotary shaft assembly applied to a novel clutch system that ensures a 100% torque transmission rate between an engine and a transmission in a vehicle system and can be commonly applied to conventional manual transmission vehicles and automatic vehicles. The rotary shaft assembly converts linear motion of one member to rotary motion of another member, using a combination of a protrusion and an inclined guide slot.

Abstract: A clutch assembly of an electronic cabinet lock includes a cam, a camshaft, a gear disc, a sleeve, a snap ring, and a steel ball. The cam includes a sleeve ring at its inner end and a swing arm at its outer end. The camshaft is sleeved within the sleeve ring by clearance fit, and the sleeve ring is sleeved within the sleeve by clearance fit. The gear disc is sleeved on the outer wall of the sleeve. The steel ball is mounted in a through groove of the side wall of the cam. The steel ball is located between the sleeve and the cam and is tangent to the camshaft. The camshaft is provided with a groove, and the groove allows the steel ball to fall in. The snap ring is engaged in an annular groove of the lower end of the camshaft for restricting the sleeve.

Abstract: The present invention includes a position restriction structure disposed in a space between an auxiliary cover casing and a diaphragm spring and having a body part fixed to the auxiliary cover casing, a mounting part extending in a circumferential direction from the body part and coupled to the auxiliary cover casing, a first protrusion protruding in an axial direction from the body part toward an incision groove of the diaphragm spring and inserted into the incision groove to restrict movement in the radial direction and a second protrusion protruding in the axial direction from the body part toward the incision groove of the diaphragm spring and inserted into the incision groove to restrict movement in the rotational direction. The position restriction structure is installed on the auxiliary cover casing and restrains the movement in the radial and rotational directions of the diaphragm spring.

Abstract: A rotation locking device 4 has a locking gear 5; a reverse input blocking clutch having an input member 12 and an output member 13; and an engaging member 8, and switches between a first mode where an engaging claw portion 14 engages with an engaging concave portion 9 by the output member 13 rotating the engaging member 8 due to the input member 12 being rotationally driven, and rotation of the locking gear 5 is restricted, and a second mode where engagement between the engaging claw portion 14 and the engaging concave portion 9 is released and rotation of the locking gear 5 is allowed.

Abstract: A mechanical unlocking mechanism for electronic parking is provided, which comprises a parking cam assembly, a pawl assembly, a parking gear, a pull cord assembly and an actuating assembly, wherein the pull cord assembly comprises a pull wire and a guide shaft screw, each of two ends of the pull wire is provided with a pull wire ball head rod, the pull wire ball head rod is connected with an end of the pull wire and is connected with an end hole of the parking guide shaft or the actuating assembly via the guide shaft screw sleeved on the pull wire. The mechanical unlocking mechanism according to the present disclosure provides an emergent mechanical unlocking function when the parking motor is powered off, and the driver can perform manual mechanical unlocking in the cab without getting off the vehicle, so it has high safety and good operation comfort.

Abstract: An actuator arrangement for operating a clutch and a parking lock in a driveline of a motor vehicle comprises: a clutch having a clutch actuating member configured to drivingly connect or disconnect a clutch input part and a clutch output part; a parking lock having a locking element movable to a locking position to lock a ratchet wheel, and to a release position to release the ratchet wheel; and a parking lock actuating member for actuating the locking element; a controllable actuator with a movable actuator setting member which is movable into at least three setting positions and is operatively connected to the clutch actuating member and to the parking lock actuating member such that in a first setting position the parking lock is closed, in a second setting position the clutch is closed, and in a third setting position the clutch and the parking lock are opened.

Abstract: A device (1) for actuating a parking lock device (2) of an automatic transmission includes a piston (3) guided in a cylinder (5) and hydraulically displaceable counter to a spring force of an actuation spring (4). The piston (3) is form-lockingly fixable in a first position and in a second position by radially displaceable blocking elements (26) of a blocking device (15). The blocking elements (26) are radially displaceable by an actuation element (17). The radial displacement path of the blocking elements (26) and an operating condition of the actuation element (17) corresponding thereto in the first position of the piston (3) deviate from the radial displacement path of the blocking elements (26) and the operating condition of the actuation element (17) corresponding thereto in the second position of the piston (3).

Abstract: The clutch assembly of the clutch system according to the present invention can precisely transmit or cut off power from an engine to a transmission by pressing and releasing of an accelerator pedal and a brake pedal.

Abstract: The present disclosure discloses a vehicle two-power-source dual driving assembly, wherein, the vehicle two-power-source dual driving assembly comprises two sets of driving units that are symmetrically arranged, the two sets of driving units connect to a same set of vehicle axle half shafts, each of the sets of driving units is provided with a power source and an automatic transmission, and each of the automatic transmissions connects to one of the vehicle axle half shafts. The automatic transmission is provided therein with an input shaft, an intermediate shaft and an output shaft that are parallel, the input shaft, the intermediate shaft and the output shaft are provided thereon with multistage gears with different transmission ratios, the power source connects to the input shaft, and the output shaft connects to a left half shaft or a right half shaft of the vehicle axle half shaft.

Abstract: A coupling assembly includes first and second coupling members, a locking member, and a blocking structure. The locking member may be a strut, a pawl, or the like. The locking member is disposed between the coupling members and is movable between coupling and uncoupling positions. The coupling position is characterized by abutting-engagement of the locking member with each coupling member. The uncoupling position is characterized by non-abutting engagement of the locking member with at least the first coupling member. The blocking structure is associated with at least one of the first coupling member and the locking member. The blocking structure prevents the locking member from entering the coupling position, and thereby prevents abutting engagement of the locking member with the first coupling member, while rotation of the first coupling member in an engagement direction relative to the second coupling member is above a predetermined rotational speed.

Abstract: A variety of brake and/or clutch mechanisms, and improvements thereof, are provided having improved braking power, reduced size and weight, and other benefits. The braking mechanisms include a wrap spring clutch that is operable to mechanically couple a rotating member to a brake rotor that is in consistent contact with a brake pad. Actuation of the wrap spring clutch allows the wrap spring to engage with the rotating member, coupling the rotating member to the brake rotor thus braking the rotating member. The combination of the wrap spring clutch with the brake rotor and pad provides an overall braking mechanism that exhibits the decreased power cost, weight, size, and engagement time of the wrap spring clutch while having a braking power that can be moderated by specifying the area, engagement force, coefficient of friction, or other properties of the brake rotor and pad.

Abstract: A power actuator for a latch of a motor vehicle closure panel has an electric motor to rotate a lead screw about an axis. A nut is disposed about the lead screw for selective translation along the lead screw. A clutch plate is configured for selective rotation about the axis when engaged with the nut, with a biasing member biasing the nut out of engagement with the clutch plate when the electric motor is de-energized. A carrier member is coupled with the nut to cause the nut to translate into engagement with the clutch plate during rotation of the lead screw, whereupon the nut and carrier member co-rotate with the clutch plate and leadscrew. A driven member is operably coupled with the clutch plate and with the latch via a cable/rod, such that the driven member maintains the latch in a cinched state when the electric motor is energized.