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).

Abstract: A transmission for a vehicle is provided which prevents generation of a speed change shock at the time of starting the vehicle from a neutral condition. In the transmission, hydraulic clutches are each put into a connected state according to an action of an oil pressure, and a plurality of selectively engageable speed-stage gear trains are provided so that a neutral condition can be obtained. At the time of shifting from the neutral condition, where the oil pressures in hydraulic clutches are in a lowered state, to a starting condition in which a starting gear train is engaged, pressure in the hydraulic clutch corresponding to the starting gear train is controlled by a control valve, so that the oil pressure in the hydraulic clutch is maintained in the lowered state during and immediately after a shifting operation, and is subsequently increased in response to complete engagement of the starting gear train.

Abstract: Some embodiments are directed to a vehicular transmission actuator. A release shaft is operatively coupled to a gear, and is actuable between a first position in which the gear is engaged, and a second position in which the gear is disengaged. The release shaft extends through an opening of a transmission case so as to define an exterior portion that projects beyond the exterior surface of the transmission case. A protuberance is disposed at the exterior surface of the transmission case adjacent the opening. A bracket is operatively connectable to the exterior portion of the release shaft to enable manual actuation of the release shaft from the first position to the second position. The bracket is configured to cooperate with the protuberance to automatically hold the release shaft in the second position subsequent to manual actuation of the release shaft from the first position to the second position.

Abstract: An automatic transmission includes plural planetary gear mechanisms rotatably supported by a housing to be coaxial to a rotation axis, a ring gear of the foremost planetary gear mechanism being connected to a sun gear of the rearmost planetary gear mechanism, an input shaft being connected to a carrier of the foremost planetary gear mechanism, an output shaft being connected to a carrier of the rearmost planetary gear mechanism, a rotation member positioned at a radially outward of the ring gear of the rearmost planetary gear mechanism to be rotatable coaxially to the ring gear of the rearmost planetary gear mechanism, a brake selectively fixing the rotation member to the housing, a clutch selectively connecting the rotation member and a carrier of the planetary gear mechanism positioned at front relative to the rearmost planetary gear mechanism by one, and a dog clutch selectively connecting the ring gear of the rearmost planetary gear mechanism and the rotation member.

Abstract: A family of transmission gearing arrangements produces nine forward and one reverse speed ratio by selective engagement of various combinations of three clutches or brakes. Each transmission gearing arrangement includes a front shiftable gearing arrangement configured to establish a variety of speed ratios between an intermediate shaft and an input shaft. These speed ratios include a reverse speed ratio, a zero speed ratio, two underdrive ratios, and a direct ratio. Each transmission also includes a rear shiftable gearing arrangement configured to selectively establish particular speed relationships among the input shaft, the intermediate shaft, and an output shaft. Engagement of a clutch in the rear shiftable gearing arrangement establishes an underdrive ratio between the output shaft and the intermediate shaft.

Abstract: An automatic transmission includes an input shaft; a hub housing; a first clutch; a planetary gear portion; and a second clutch. A locking gap of the first clutch is formed to be greater than a locking gap of the second clutch. When the hub housing is rotated in the reverse direction, the sun gear is rotated in the forward direction, the second clutch is first released before the first clutch is locked, so that the hub housing is rotated in the reverse direction and is capable of moving backward.

Abstract: A carriage acted-on by a control system controlled by a part of the gearbox, so as to be moved sideways in relation to a locking rod able to interoperate with a toothed crown built into the said gearbox, with the said carriage being coupled to means operated by an actuator so as to be moved, if necessary, into a fixed position of the control system, characterized by the fact that the means consist of two superimposed compact levers and mounted so as to pivot on an axis against a torsion spring, with one of the levers being coupled to the carriage while the other lever is coupled to the control system.

Abstract: A transmission gearing arrangement produces at least nine forward speed ratios and one reverse speed ratio by selective engagement of three shift elements in various combinations. One embodiment includes four simple planetary gear sets, four clutches, and two brakes. Another embodiment includes two axis transfer gear pairs, three simple planetary gear sets, four clutches, and two brakes.

Abstract: A powertrain system for a vehicle is provided. The powertrain system includes an internal combustion engine, a first gearset connected to the internal combustion engine, a first electric machine connected to the first gearset, a drivetrain gear for connection to a drivetrain of the vehicle, a second gearset connecting the first gearset to the drivetrain gear, a second electric machine, and at least one dynamic clutch selectively coupling the second electric machine to the first electric machine, the first gearset, and the second gearset. In a first mode of operation, the at least one dynamic clutch couples the second electric machine and the first electric machine. In a second mode of operation, the at least one dynamic clutch couples the second electric machine and the first gearset. In a third mode of operation, the at least one dynamic clutch couples the second electric machine and the second gearset.

Abstract: A method for operating an internal combustion engine includes increasing engine drag torque, transitioning from a cylinder deactivation state to an all-cylinder state, and decreasing engine drag torque immediately subsequent to transitioning to the all-cylinder state.

Abstract: A vibration damping device which can improve a vibration damping performance of a damper having a chamber holding a rolling member. The vibration damping device is applied to a power transmission unit having an input side rotary member that transmits a power to an elastic member and an output rotary member that is rotated by the power transmitted from the elastic member. In order to damp vibrations of the output rotary member, the vibration damping device is comprised of a holding chamber rotated integrally with the input side rotary member and a rolling member held in the holding chamber in a manner to rotate in a same direction as the output side rotary member while being allowed to rotate relatively therewith.

Abstract: An overrunning clutch is provided having inner and outer members disposed about a rotational axis with the outer member radially outward of the inner member. The clutch further includes a plurality of pins projecting from one of a radially inner surface of the outer member and a radially outer surface of the inner member. The clutch further includes one or more pawls coupled to one of the inner and outer members. Each of the pawls is movable between an engagement position wherein the pawl is engaged with one of the pins to transmit torque between the inner and outer members and a disengagement position wherein the pawl is disengaged from the pin to permit relative rotation of the inner and outer members. In one embodiment, different pawls assume their respective engagement position depending on the rotational direction of the one member.

Abstract: A slave cylinder for a vibration-damped hydraulic force transmission system, particularly a hydraulic clutch actuating system for motor vehicles is disclosed, comprising a cylinder housing, a piston received therein to be longitudinally displaceable and a pressure chamber which is bounded by the cylinder housing and the piston and which can be selectably acted on by a pressure medium, by way of a pressure connection provided in the cylinder housing, in order to displace the piston in the cylinder housing. An insert member which is inserted in the pressure chamber and secured in the pressure connection and which is equipped with a device for reducing pressure pulses, the device being constantly open to the pressure medium, is additionally provided. As a result, the vibration-damping measures or means are integrated in the slave cylinder in a particularly economic and space-saving manner.

Abstract: Disclosed is a transmission device for work vehicles, said transmission device being capable of being used with high-horsepower engines, without an accompanying loss of power transmission efficiency or fuel economy. The transmission device is provided with: an input shaft that transmits power from an engine; a continuously-variable transmission that is disposed on the input shaft and outputs power transmitted from the input shaft, steplessly converting the speed thereof; and a reversing clutch device that outputs, either in a forward rotational direction or a reverse rotational direction, power outputted from the continuously-variable transmission. The reversing clutch device can be selectively switched, and the gear ratio can be steplessly changed by the continuously-variable transmission.

Abstract: Provided is a roller type one-way clutch that can prevent rollers from coming off at the time of conveyance and assembling of an outer race without increasing a cost and a weight. The roller type one-way clutch includes: an outer race having pockets that have a cam surface formed on an inner surface thereof; an inner race that is apart on an inner diameter side in a radial direction from the outer race, concentrically arranged to allow its relative rotation, and has an annular outer peripheral raceway surface; a plurality of rollers each of which is arranged in each pocket, engaged with the cam surface, and transmits torque between the outer race and the inner race; and springs each of which is arranged in each pocket and energizes each roller by one end portion thereof in an engaging direction with respect to the cam surface, the other end portion of each spring is fixed to the outer race, and a support portion that supports each roller in a radial direction is provided at the other end portion.

Abstract: A variable channel type fan clutch apparatus may include a storage chamber and an operation chamber in which oil may be collected, wherein a fan clutch rotor may be interposed between the storage chamber and the operation chamber, an oil circulatory channel which fluid-connects the storage chamber and the operation chamber to circulate the oil therethrough, and a variable value which may be located in the oil circulatory channel, wherein the variable value may be configured to close the oil circulatory channel when an engine may be stopped or when a fan clutch exceeds an operation temperature, and wherein the variable value may be configured to open the oil circulatory channel when the engine may be operated or when the fan clutch does not exceed the operation temperature.

Abstract: An internal combustion engine for a hybrid vehicle includes an engine block, a flywheel, and a grounding clutch coupled to the block. The block defines a bore along a first longitudinal axis. The flywheel is rotatable about the axis and includes a spline. The spline has a first tooth and a second tooth spaced apart from the first tooth to define a gap therebetween. The clutch is configured for preventing rotation of the flywheel about the first axis and includes a locking pin. The pin is transitionable between a locked position in which the pin is disposed within the gap and abuts the first and second teeth such that the flywheel does not rotate, and an unlocked position in which the pin does not abut the first and second teeth such that the flywheel rotates. A hybrid vehicle is also disclosed.

Abstract: A locking hub system in a vehicle is provided. The locking hub system includes an inner drive gear assembly including a drive gear having a drive gear interior splined surface configured to attach to a vehicle axle and a bearing housing rotationally coupled to the drive gear having a bearing housing exterior splined surface configured to mate with a wheel attachment interface and a clutch ring assembly including a pin ring having a plurality of cantilevered pins extending from a support ring, partially enclosing a clutch ring, and unsupported at one end, the clutch ring including a clutch ring splined interior surface slidably moveable to mate with an drive gear splined exterior surface of the drive gear in an engaged configuration and slidably moveable to decouple from the drive gear splined exterior surface in a disengaged configuration.

Abstract: The present invention provides an infinitely variable transmission for a powered vehicle which includes a power source. The transmission includes an input shaft and an output shaft, the output shaft being spaced from the input shaft. The transmission further includes a variator coupled between the input shaft and output shaft. In addition, at least two planetary gearsets are disposed adjacent to the variator and an input coupler is configured to selectively couple the variator to the power source.

Abstract: A device for actuating a locking mechanism, in particular for actuating a parking lock of a vehicle having an automatic transmission. The device comprises a piston which axially moves, a retaining device which is self-activating when the piston is in an axial position in which the locking mechanism is open to hold the piston in the axial position in which the locking mechanism is open, and an actuating device for actuating a release element, which deactivates the retaining device. To hold the piston in an axial position in which the locking mechanism is closed, the retaining device is self-activating, and can be deactivated to enable the piston to move, starting from the axial position in which the locking mechanism is closed, to the axial position in which the locking mechanism is open.