Abstract: The present invention relates to a gearbox for a wind turbine comprising: an input shaft portion adapted to be operatively connected to a wind turbine rotor shaft; and input hear wheel having teeth arranged around an outer or inner circumference of the wheel, and being attached to the input shaft portion such as to rotate with the input portion; one or more pinions including a pinion wheel arranged on a pinion shaft, the pinion wheel having teeth arranged to engage with the teeth of the input gear wheel, and the pinion shaft being rotatably mounted in a pinion support structure, wherein the input shaft portion is rotatably mounted with respect to the pinion support structure.

Abstract: A stator for a torque converter includes a body portion with a first frusto-conical surface, a flange including a second frusto-conical surface, a stator clutch including the first and second frusto-conical surfaces, and at least one clutch plate disposed therebetween. In some example embodiments, the at least one clutch plate comprises a pair of frusto-conical surfaces. In an example embodiment, at least one of the at least one clutch plate frusto-conical surfaces includes a friction material bonded thereto. In an example embodiment, the body portion or the flange includes a first drive tab and the at least one clutch plate includes a second drive tab drivingly engaged with the first drive tab.

Abstract: The purpose is to provide a working vehicle such that, when a reverse switch coupler is detached, or when a wire connecting a reverse switch to a control device is disconnected, driving of a PTO shaft can be reliably prevented and reliability of the reverse switch can be improved. In a tractor, a reverse switch includes a normally closed type first contact, and a normally open type second contact that is switched in association with the first contact. When an input voltage from the first contact is higher than a set voltage, and when the input voltage from the first contact is lower than the set voltage and an input voltage from the second contact is equal to or lower than the set voltage, a control device controls the actuator such that the PTO clutch is disconnected.

Abstract: An actuating device for the selection and/or actuation of a gear ratio of a motor vehicle transmission and for engaging and/or disengaging a motor vehicle clutch, having a drive motor which drives a drive shaft that is connectible non-rotatingly to a gear selector drum of a transmission actuating device to move and/or rotate the gear selector drum, the gear selector drum also being connected to a transmission, and having a clutch actuating device which controls a release bearing of a clutch, wherein a master cylinder of the clutch actuating device, which is connected hydraulically to a slave cylinder that moves the release bearing, is actuatable depending on the position of the drive shaft, wherein an actuating segment which protrudes in the radial direction from the drive shaft is connected non-rotatingly to the drive shaft and the actuating segment actuates the master cylinder when the drive shaft is rotated in at least one direction of rotation, as well as to a drivetrain having such an actuating device is

Abstract: A transmission assembly for a self-propelled machine includes a transmission housing fitted with an input shaft and an output shaft, a so-called drive shaft linked to the input shaft by an endless belt transmission and, arranged between the drive shaft and the output shaft, transmission elements including a control mechanism for reversing the rotational drive direction of the output shaft, and a clutch control mechanism, the direction reversing and clutch controls carried by the housing being mounted respectively movable, one between at least three positions: a neutral position, a forward position and a reverse position, the other between at least an engaged position and a disengaged position. The direction reversing control forms, in the neutral position, an element for blocking the clutch control in the disengaged position, and the clutch control forms, in the engaged position, an element for locking the direction reversing control in the forward or reverse position.

Abstract: A jump shift of an automatic transmission with multiple shift speeds such as, e.g., ten forward speeds involves operation of many engagement elements. The shifting operation for the jump shift is therefore complicated, making it difficult for the automatic transmission to respond quickly. After shifting to the seventh speed as a direct coupling speed is completed by engaging three clutches C1, C3, C4, the remaining other clutch C2 is also engaged at the seventh speed. In the case of a jump shift, e.g., a shift from the seventh speed to the fifth speed, shifting to the fifth speed is completed by disengaging the clutch C1 and performing control to disengage the clutch C3 and to engage a brake B1 with the remaining other clutch C2 kept in the engaged state. This facilitates the shifting operation from the direct coupling speed and allows the automatic transmission to respond quickly.

Abstract: Power transmission systems including clutch arrangements and systems are adapted to be used in marine and other environments. Such power transmission systems may include clutch arrangements that provide more effective power transmission capabilities as well as greater durability and longer life. Slipping clutch arrangements may effectively vary the output speed of a clutch arrangement from the speed of the engine or other driver as desired for the particular application. Various clutch arrangements also provide for greater flexibility and drive options, lighter weight, and diverse types of capabilities.

Abstract: A rotary-member lubricating structure includes a housing, a baffle portion, a support portion, and a bolt. The baffle portion has a shape conforming to a shape of a rotary member included in a speed-changing mechanism and covers the rotary member to collect or discharge scattered lubricating oil. The baffle portion includes a first partial baffle portion provided on a first side of the rotary member and a second partial baffle portion provided on a second side of the rotary member. The first partial baffle portion has a protrusion protruding radially outward from an outer circumference of the baffle portion and a fastening hole provided in the protrusion and extending through the first partial baffle portion in an axial direction of the rotary member. The second partial baffle portion has a filling portion to fill a recess in the first partial baffle portion provided due to the protrusion.

Abstract: A regulator valve regulates pressure of transmission fluid applied to a clutch of a transmission and a flow rate of the transmission fluid from the regulator valve to a transmission fluid sump. A transmission fluid pump is driven by an engine of the vehicle. A control module, while an ignition system of the vehicle is ON, selectively shuts down the engine of the vehicle for an auto-stop event. A target pressure module, before an engine speed reaches zero for the auto-stop event, increases a target value of a pressure of the transmission fluid at an output of the transmission fluid pump. A regulator control module, before the engine speed reaches zero for the auto-stop event and based on the increase in the target value of the pressure, adjusts the regulator valve to increase the pressure of the transmission fluid at the output of the transmission fluid pump.

Abstract: An electronic shift system for an automated manual transmission includes a shift lever moveable between at least a neutral position and a first gear position, a clutch pedal, a biasing member connected to the shift lever that biases the shift lever to the neutral position, and a grip system configured to selectively immobilize the shift lever in the first gear position when the clutch pedal is released. An electrical circuit communicates a position of the shift lever to a control module. The control module commands the automated manual transmission to achieve the gear ratio (forward or reverse) corresponding to the first gear position when the shift lever is in the first gear position.

Abstract: A geared motor includes a gear mechanism portion that meshes with a rotational shaft provided within a main motor unit. The gear mechanism portion has a multistage planetary gear reducing mechanism. The multistage planetary gear reducing mechanism includes a first stage gear formed helically and a final stage gear formed with spur teeth.

Abstract: Systems and methods for improving operation of a driveline disconnect clutch for a hybrid vehicle shifting are presented. In one example, pressure of a working fluid supplied to the driveline disconnect clutch is adjusted in response to a rate of change in accelerator pedal position. Further, pressure of the working fluid may be decreased responsive to selected operating conditions.

Abstract: A torque converter includes a housing, a turbine shell, and a spring. The housing includes an impeller shell and a cover. The turbine shell includes a clutch portion. The spring is disposed axially between the cover and the turbine shell, and is arranged for urging the turbine clutch portion into driving engagement with the impeller shell. In an example embodiment, the spring is a diaphragm spring. In an example embodiment, the turbine shell is arranged for sealing to and driving engagement with a transmission input shaft. In some example embodiments, the torque converter includes a bearing disposed axially between the cover and the turbine shell, and arranged for rotationally disconnecting the spring from the cover. In an example embodiment, the bearing is a ball bearing or a needle roller bearing.

Abstract: A rotational coupling device drives an output synchronous with either of two inputs. The device includes a hub disposed about an axis and an output member supported on the hub for rotation about the axis. First and second input members disposed about the hub are configured to rotate in first and second rotational directions and at first and second speeds, respectively, with at least one of the directions and speeds differing. A clutch member is disposed axially between the input members and coupled to the output member. An electromagnet is on an opposite side of the second input member relative to the clutch member. When the electromagnet is deenergized, the clutch member engages the first input member and the output member rotates with the first input member. When the electromagnet is energized, the clutch member engages the second input member and the output member rotates with the second input member.

Abstract: A wedge clutch comprising an axis of rotation, a hub having a first radially outwardly facing surface sloping radially inward in a first axial direction, an outer race located radially outward of the hub and including, a first radially inwardly facing surface, and, a circumferential groove in the first radially inwardly facing surface, and, a first plurality of wedge plates radially disposed between the hub and outer race, each wedge plate in the first plurality of wedge plates including, a respective second radially inwardly facing surface directly engaged with the first radially outwardly facing surface, and, a respective second radially outwardly facing surface, wherein said each wedge plate has a different respective first radial dimension between the respective second radially inwardly and outwardly facing surfaces.

Abstract: What is described is a system for controlling an engine of a vehicle. The system includes a gear shifter having a gear selection sensor configured to determine a selected gear position. The system also includes a proximity sensor configured to detect object data within a predetermined area of the vehicle. The system also includes a controller coupled to the gear shifter and the proximity sensor and configured to control the engine based on the selected gear position and the object data.

Abstract: An intermediate member of a damper device includes a plate portion that has spring abutment portions that abut against inner springs. Spring abutment portions of a coupling member of a dynamic damper extend from a fixed portion via a bent portion to be disposed in opening portions of the plate portion, and abut against end portions of third springs disposed in the opening portions such that the third springs are arranged side by side with the inner springs in the circumferential direction. The plate portion and the spring abutment portions at least partially overlap each other in the thickness direction. The axes of the inner springs and the third springs are included within the range of overlap between the plate portion and the spring abutment portions in the thickness direction.

Abstract: A number of variations may include a clutch apparatus having at least one clutch and having an actuating device for actuating the clutch, the actuating device being movable from an opening position, in which the clutch is open, into a closing position, in which the clutch is closed. The actuating device can be locked with form-fit action in the closing position or opening position.

Abstract: A vehicle includes a clutch that couples an engine to a transmission via a flywheel, a clutch actuator, and a controller configured to receive an obstructed launch command, elevate an engine operation, for a fixed period of time, beyond a typical launch operation upon receipt of the obstructed launch command, and engage the clutch against the flywheel for at least a portion of the fixed period of time.

Abstract: One of coaxially placed two output shafts which is located on the inner outer side is a first shaft 102, and the other one which is located on the outer side is a second shaft 104. The first shaft 102 projects more than the second shaft 104. A first clutch disk 116 is connected to a projecting portion of the first shaft 102, and a second clutch disk 110 is connected to the second shaft 104 through a sleeve 106. The second shaft 104 and the sleeve 106 are splined to each other, and the sleeve 106 and the second clutch disk 110 are splined to each other. According to this, the sleeve 106 is structurally permitted to move in an axial direction of the engaging/disengaging mechanism, and the first clutch disk 116 is engaged and disengaged by the movement of the sleeve 106 in the axial direction.