Abstract: A synchronizer ring for a synchronization unit of a manual transmission has a ring axis and is formed of a ring-shaped sheet-metal cone with a substantially constant sheet thickness. The ring-shaped sheet-metal cone has a cone-shaped radial outer side and an opposite radial inner side with a cone-shaped friction surface, wherein on its radial outer side the sheet-metal cone includes an integrally molded centering collar for radially centering the synchronizer ring relative to a synchronizer hub of the synchronization unit. The sheet-metal cone is deformed in the region of the centering collar and includes a first sheet portion with a residual thickness reduced as compared to the sheet thickness and axially adjacent a second sheet portion with a collar thickness which at least corresponds to the sheet thickness. The residual thickness of the sheet-metal cone is substantially constant in the first sheet portion.

Abstract: A centrifugal pendulum and a clutch disk with a pendulum flange provided thereon, rotational about an axis of rotation, and several pendulum weights distributed over the circumference and received on the pendulum flange in a pivotal fashion. In order to at least reduce noise development due to mass momentum of inertia acting here caused by the centrifugal pendulum, the pendulum flange is received on a rotational part, rotating on an axis of rotation, and a friction clutch is effectively arranged between the pendulum flange and said part.

Abstract: Systems, devices, and methods for a replacement forward drum for Ford's 4R70E/W and 4R75E/W transmissions. In one embodiment, a replacement forward drum is provided that may include a high-strength structure with oil feed passageways configured to provide fluid communication with one of Ford's OE 4R70E/W or 4R75E/W stator tubes.

Abstract: A dual clutch for coupling an engine drive shaft with a transmission shaft and/or an auxiliary power take-off. A first friction clutch presses a first clutch plate that is couplable with the transmission shaft between a first contact plate, displaceable in an axial direction to engage the first friction clutch and a first counter plate. A second friction clutch presses a second clutch plate that is couplable with the auxiliary power take-off between a second contact plate, displaceable in the axial direction to engage the second friction clutch and a second counter plate. First and second actuating elements move the first and second contact plates; respectively. The second contact plate is connected to a thrust ring connected to the second actuating element to transfer displacing movement.

Abstract: A transmission includes a first drive secured to an input, producing a fixed drive ratio; a second drive secured to an input, producing a variable drive ratio; a planetary gearset including a member connected to the second drive, and a second member; a brake releasably holding the second member rotatably fixed; a first clutch releasably connecting the first member and an output; and a second clutch releasably connecting the second member and the first drive.

Abstract: A hybrid vehicle driving apparatus includes: an engine; a first rotator; a second rotator; a first differential mechanism configured to transmit a rotation of the engine to a driving wheel side; and a switching device configured to shift the first differential mechanism. The first rotator is coaxially disposed with the engine, the second rotator is disposed with the engine, the second rotator is disposed on a different axis from an axis of the engine to constitute a multiple-axis system, the first differential mechanism is coaxially disposed with and between the engine and the first rotator, and the switching device is disposed at an opposite side from the engine with respect to the first rotator.

Abstract: A gas turbine engine clutch includes a dry clutch assembly, forward and aft working areas, and a shaft. The dry clutch assembly is operative to receive power from a gas turbine engine. The dry clutch assembly is configured to selectively engage the gas turbine engine with a driven source, and has an axial opening extending therethrough. The forward and aft working areas are disposed at axially opposite ends of the dry clutch assembly. The shaft extends axially through the axial opening of the dry clutch assembly, and defines an axial fluid flow passage therethrough in liquid fluid communication with the forward and aft working areas.

Abstract: A multiple natural frequency coupling apparatus for connecting a rotatable driving member to a rotatable driven member of a drive line. The coupling apparatus of the present invention provides a substantially cylindrical housing having a longitudinal axis with a substantially cylindrical outer shaft coaxially aligned with and connected to the housing. A substantially cylindrical inner shaft is coaxially aligned with the outer shaft and the housing. A substantially cylindrical chuck housing is coaxially aligned with the housing, the outer shaft, and the inner shaft wherein the fluid chuck housing is connected to the inner shaft.

Abstract: An actuator arrangement comprises an epicyclic gear set 4a, 4b including a sun gear 7, at least one planet gear 9 in meshing engagement with the sun gear 7, and a ring gear 3 in meshing engagement with the planet gear 9, the planet gear 9 being carried by a rotatable support 5, wherein one of the sun gear 7 and the support 5 is arranged to be driven by a motor 2 and the other of the sun gear 7 and the support 5 is arranged to drive an actuator 18, and a clutch arrangement 6 operable to resist rotation of the ring gear 3.

Abstract: It is intended to inhibit variation in output-side rotation in a wide rotational speed range even when a lock-up rotational speed is set to be low. The present lock-up device includes: a piston configured to be pressed onto a front cover; an output-side unit disposed to be unitarily rotatable with a turbine; and a first torsion spring elastically coupling the piston and the output-side unit. The output-side unit includes: an output member fixed to the turbine; an inertia member disposed to be rotatable relatively to the output member; a second torsion spring elastically coupling the inertia member and the output member; and a hysteresis torque generating mechanism. The hysteresis torque generating mechanism is configured to generate variable hysteresis torque while being disposed between the inertia member and the output member.

Abstract: A clutch for a power tool includes an adjustment ring configured to move axially relative to the housing while being rotated relative to the housing. A spring retainer is disposed axially rearward of the adjustment ring. The spring retainer is coupled for rotation together with the adjustment ring and configured to remain substantially axially stationary relative to the housing when rotated. A spring is disposed between the adjustment ring and the spring retainer. A clutch face is coupled to a portion of the transmission. A locking member is disposed between the spring retainer and the clutch face. The locking member is configured to transfer a holding force exerted by the spring to the clutch face. Rotation and axial movement of the adjustment ring alters the holding force exerted by the spring. When an amount of output torque exceeds the holding force, torque transmission to the output spindle is effectively interrupted.

Abstract: A double clutch, including: a backing plate; a first clutch including at least one first clutch plate, a first pressure plate, a first plurality of levers engaged with the first pressure plate, a first shim engaged with the first plurality of levers, and a first actuator engaged with the first shim and arranged to axially displace the first shim to close the first clutch; and a second clutch including: at least one second clutch plate, a second pressure plate, a second plurality of levers engaged with the second pressure plate aligned with the first plurality of levers such that a first line in the circumferential direction passes through the first and second pluralities of levers, a second shim engaged with the second plurality of levers, and a second actuator engaged with the second shim and arranged to axially displace the second shim to close the second clutch.

Abstract: A control method for shifting in a manual transmission vehicle may include sensing tip-out while the vehicle travels; operating a tip-out torque filter when the tip-out is sensed; determining whether a switch of a clutch of the vehicle is turned on; stopping fuel injection by stopping the tip-out torque filter when the switch of the clutch is turned on, and reducing rotation speed of an engine by controlling a throttle flap of the vehicle.

Abstract: An electromechanical device comprises a mechanical interface structure (101) for connecting to an external rotating element, for example a wind turbine. The device comprises an electrical machine (102-104), and one or more gear stages (105-112) on a power transmission path between the mechanical interface structure and a rotor of the electrical machine. The device further comprises mechanical structures (113-115) constituting a common lubricant oil room for both the gear stages and the electrical machine. The electromechanical device comprises oil channels (116a) for directing lubricant oil circulated in the device to flow via the gear stages and via bearings (118, 119) of the electrical machine. Therefore, a common lubricating system can be used for both the gear stages and the electrical machine.

Abstract: The transmission with nine forward and one reverse gear includes four planetary gearsets, eight shafts and six shifting elements, the sun gear of gearset (P1) couples shaft (4) which can couple brake (04) to the housing. The input shaft can couple, via clutch (13), shaft (03) which is couples the carrier of gearset (P1) and the ring gear of gearset (P4) and can couple, via brake (03), the housing. The input shaft can couple, via clutch (16), shaft (6) which couples the ring gears of gearsets (P2, P3) and can couple, via clutch (17), shaft (7) which couples the sun gear of gearset (P2) and the ring gear of gearset (P1). Shaft (8) couples the carriers of gearsets (P2, P4). Shaft (5) couples the sun gears of gearsets (P3, P4) and can couple, via brake (05), the housing. The output shaft couples the carrier of gearset (P3).

Abstract: An electromagnetic clutch device includes: a meshing member; an electromagnetic coil; an armature; a cylindrical cam member; and a locking portion. The cam member is provided with a plurality of locked portions to be locked by the locking portion at different axial positions, such that the plurality of locked portions is formed adjacent to each other in a circumferential direction; the cam member rotates only by a first predetermined angle due to an axial movement of the armature from a first position to a second position, and the cam member further rotates only by a second predetermined angle due to a movement of the armature from the second position to the first position; and when locking of the locking portion is shifted from one of the plurality of locked portions to another locked portion circumferentially adjacent thereto so that the locking portion locks the another locked portion at a different axial position, the second meshing portion is meshed with the first meshing portion.

Abstract: A double clutch system for a drive train that includes a drive unit and a double clutch transmission. The double clutch system includes two wet-running, multi-plate clutches that include inner plate carrier components, each of which is non-rotatably connected to a respective transmission input shaft, and between which cooling oil is supplied to the multi-plate clutches. A pressure chamber is provided for the cooling oil radially inwardly of at least one of the multi-plate clutches and in an axial direction between the inner plate carrier components.

Abstract: A clutch cover assembly is provided whereby accurate wear compensation can be executed. The present clutch cover assembly includes a clutch cover, a pressure plate, a diaphragm spring, an wear-amount detecting mechanism and an wear tracking mechanism. The wear-amount detecting mechanism includes a detection member for detecting the wear-amount of a friction member and a moving member configured to be movable in accordance with the wear-amount of the friction member. The detection member is engaged with the fulcrum rings and detects the wear-amount through the fulcrum rings, while being engaged with the moving member and being configured to be disengaged from the moving member at a predetermined wear-amount.

Abstract: A system for providing marine propulsion is provided including an input shaft driven by a prime mover, a pinion gear coupled to the input shaft, a plurality of planet gears coupled to the pinion gear, a planet carrier having the plurality of planet gears rotationally mounted thereto, and a ring gear surrounding the planet gears and coupled thereto. The planet carrier and ring gear are coupled to internal and external output shafts that are coaxially aligned, which are coupled to aft and forward propulsor elements. The ring gear and planet carrier rotate in opposite directions to provide contra-rotating forward and aft propulsor elements. The ring gear and planet gear are each coupled to rotation altering devices that, when at least one is activated, the rotation of both the planet carrier and ring gear will be altered, thereby altering the rotation of the propulsor elements.

Abstract: A torsional vibration damper equipped clutch (20) for a combustion engine (E) includes a clutch drum (32), coupled with a cutter blade (3) through a drive shaft (6), a clutch shoe (34) connected with a crankshaft (16) of the combustion engine (E) and capable of being connected with the clutch drum (32) by the effect of a centrifugal force. The clutch (20) further includes a flywheel (18) fixed to the crankshaft (16) by means of a nut (19), and a holder (36) connected with the flywheel (18) for relative movement in a circumferential direction through a helical compression spring (50). The clutch shoe (34) is supported by the holder (36), and a stopper structure (56) is provided between the flywheel (18) and the holder (36) for transmitting a rotational force of the combustion engine (E) to the holder (36).