Abstract: A gear system is disclosed. The gear system has a structure in which oil churned by a gear is dispensed to at least one of a hollow space or a bearing, thereby effectively lubricating components. For example, the gear system includes a first shaft comprising a hollow space, a first gear arranged at an outer circumference of the first shaft, a second gear externally engaged with the first gear, a bearing arranged at the outer circumference of the first shaft, a housing surrounding the first gear and the second gear, and an oil guide plate disposed between the first shaft and the housing to dispense oil churned by the second gear to the hollow space of the first shaft and the bearing coupled to the first shaft.

Abstract: Controlling a clutch by means of an actuator, wherein at least one first shaft can be torque-transmittingly connected to a second shaft by means of the clutch, the clutch in one of at least three states, where in an disengaged first state, a torque cannot be transmitted, in a second state, a torque can be transmitted such that the speeds of the first shaft and the second shaft are synchronized in the second state, and in an engaged third state, a required torque can be transmitted; wherein, in various states and in an operating mode associated with the particular state, the actuator is adjusted at a different speed in order to adjust the clutch.

Abstract: A power transmission device has a first clutch member 4a coupled to an output member 3. A second clutch member 4b has a plurality of driven-side clutch plates 7. A back-torque transmitting cam presses the drive-side clutch plates 6 and the driven-side clutch plates 7 against each other by moving the second clutch member 4b when a rotational force is input to the first clutch member 4a. A cushioning member 12 is interposed between the first clutch member 4a and the second clutch member 4b. The cushioning member 12, by being compressed, applies an urging force while allowing movements of an interlocking member 9 and a pressure member 5 in a process where the interlocking member 9 moves and the pressure member 5 moves from the inactive position toward the active position.

Abstract: A rock drill automatic reversing system can comprise a rifle bar which can comprise a groove end and a pawl end, wherein the groove end has helical shaped grooves, a double pawl comprising a body, a first wing, and a second wing, a first pawl support having at least one first slot opening in a first radial direction and a second pawl support having at least one opposing slot opening in an opposing radial direction. At least one ring gear guide, and at least one control key rod that transverses parallel to the axis of the rifle bar within the first pawl support and the second pawl support to interact with the double pawl to change the direction of the rock drill depending on the at least one control key rod's state.

Abstract: The subject matter of this specification can be embodied in, among other things, an actuator that includes a worm drive assembly having a worm shaft, and a worm wheel configured as a ring having a radially outer perimeter comprising a first collection of gear teeth extending radially outward from the radially outer perimeter and at least partly engaged with the worm shaft, and a coaxial radially inner perimeter comprising a second collection of gear teeth extending radially inward from the inner perimeter, and an epicyclic gear assembly having a sun gear and a planet gear engaged with the sun gear and the second collection of gear teeth.

Abstract: A shift module (1) for a differential lock (7), a shift gearbox or an axle connection. The shift module has a shift sleeve (2) and a shift piston (4) which is designed as a ring piston (4). The shift module is mounted in one of a respective differential lock, a respective distribution gearbox, and a respective axle connection.

Abstract: A bidirectional magnetic clutch for an additive manufacturing system, comprising a concentric arrangement of an inner drive member (2) and an outer drive member (3) enclosing the inner drive member (2), the inner and outer drive members (2,3) being rotatable relative to each other. The inner drive member (2) comprises at least two outward facing recesses (5, 6) and the outer drive member (3) comprises at least two inward facing recesses (8,9). Each outward facing recess (5,6) comprises a radially moveable roller member (10,11) of ferromagnetic material. The inner drive member (2) further comprises a magnetic biasing system (12) configured to magnetically bias the roller members (10,11) into the outward facing recesses (5,6). The bidirectional magnetic clutch further comprises a magnet actuator (13) at least partially circumferentially arranged around the outer drive member (3) and configured to maintain an engaged state or disengaged state of the bidirectional magnetic clutch.

Abstract: The invention relates to a method for controlling a driveline (10) of a vehicle (1), wherein the driveline (10) at least comprise a clutch (12) and a transmission (13), where the clutch (12) is adapted to connect the transmission to an propulsion unit (11). The method comprises the steps of;—estimating (105) an upcoming clutch temperature at least dependent on an imminent drive route, and if (106) the estimated upcoming clutch temperature is above a threshold value (T);—controlling (107) the driveline (10) in a critical heat mode, wherein in the critical heat mode the transmission (13) is controlled such that a clutch temperature increase is lower in comparison to a normal driveline control mode.

Abstract: A torque converter comprising a cover arranged to receive torque, an impeller having an impeller shell non-rotatably connected to the cover, and a turbine in fluid communication with the impeller and including a turbine shell is provided. In embodiments, the torque converter includes a lock-up clutch including a piston plate, an output hub connected to the turbine shell and arranged to non-rotatably connect to a transmission input shaft, and a seal plate disposed, at least partially, axially between the piston plate and the turbine shell. A connector is arranged to connect the cover, the piston plate and the seal plate to each other, wherein a first chamber is formed at least in part by the piston plate and the seal plate and a second chamber is formed at least in part by the cover, the seal plate, and the piston plate.

Abstract: The control of the engagement rate of a clutch in a driveline is described herein. The clutch engagement rate is determined using at least one parameter of the driveline. An illustrative example where the parameters include the slipping level of the clutch and the rotational speed at the output of the clutch is described herein.

Abstract: The disclosure relates to a method for controlling a driveline (10) of a vehicle (1), wherein the driveline (10) at least comprises a transmission (13) and a clutch (12), wherein the clutch (12) is adapted to be provided between the transmission (13) and a propulsion unit (11) of the driveline (10), wherein the method comprises the steps of; predicting an imminent drive route, identifying if the imminent drive route comprises any clutch severity classification (CSC), and if the imminent drive route comprises a clutch severity classification (CSC)—estimating (103) an expected clutch temperature (Tic) dependent on at least the clutch severity classification (CSC) and one vehicle parameter (Vp), wherein, the clutch severity classification (CSC) is at least dependent on an inclination of the imminent drive route, and if (105) the expected clutch temperature (Tic) is above a clutch temperature threshold value (Tt); controlling (106) the driveline (10) in a critical heat mode, wherein in the critical heat mode the

Abstract: A method ascertains a characteristic variable of a clutch installed into the powertrain of a vehicle for transmitting torque between a clutch input and a clutch output. A first electric motor is connected to the clutch input to introduce a first drive torque into the clutch. The torque is ascertained when the vehicle is at a standstill in that the clutch is first opened; the first electric motor is regulated at a first rotational speed; the clutch output is regulated at a second rotational speed; a counter torque which counteracts the transmission torque is applied to the clutch output; the clutch is then closed in order to assume a slipping state in which a specific differential rotational speed between the clutch input and the clutch output is present; the first drive torque is then ascertained; and the transmission torque is determined on the basis of the first drive torque.

Abstract: A filtering device includes a tubular outer body with an intermediate chamber containing a pair of cup-shaped valve elements mounted floating and slidable coaxially with opposing cavities in which an axially compressed spring is housed. The first cup-shaped valve element is arranged coaxially outside the second cup-shaped valve element and has a base with a central through opening and a tubular portion with a series of ribs. The second cup-shaped valve element has a perforated base abutting against a perforated plug fixed to one side of the cavity passing towards the master cylinder. The perforated plug forms a through seat that slidably houses an appendage of the second cup-shaped valve element. Passages are formed around the plug that establish fluid communication between the intermediate chamber and a passage to the master cylinder.

Abstract: Provided is a system and method for controlling a clutch plate assembly of a vehicle. The system may include a first clutch control system, a second clutch control system, and a valve system. The valve system may have a first input fluidly connected to the first clutch control system for receiving a first pressure from the first clutch control system, a second input configured to be fluidly connected to the second clutch control system for receiving a second pressure from the second clutch control system, and an output configured to be fluidly connected to the clutch plate assembly. The valve system may be configured to provide at least a portion of at least one of the first pressure and the second pressure to the clutch plate assembly.

Abstract: A clutch current control circuit may include as a circuit for controlling a current of a clutch connected to a compressor, a strain gauge, wherein a resistance value of the strain gauge is varied according to the movement amount of an Electric Control Valve (ECV) shaft; a switching element of performing a switching operation by comparing a gate-source voltage determined according to a change in the resistance value of the strain gauge and the threshold voltage, and allowing a flow of a first clutch current to generate by a first switching operation state; and a resistor connected in parallel with the switching element, and allowing a flow of a second clutch current to generate by a second switching operation state of the switching element.

Abstract: A coupling arrangement for coupling members as a gear change coupling in a gear mechanism unit includes a first member and a second member. The first member has a coupling toothing system. At least one locking body arrangement is mounted pivotably on the second member. The locking body arrangement can be pivoted into a coupling position, in the case of which a driving section on the locking body arrangement engages into the coupling toothing system. The locking body arrangement can be pivoted into a release position, in the case of which the driving section of the locking body arrangement does not engage into the coupling toothing system. The locking body arrangement has a locking body carrier which is mounted pivotably on the second member, and has a locking body member which is mounted pivotably on the locking body carrier and on which the driving section is configured.

Abstract: A method of operating a vehicle drivetrain for rocking the vehicle free. The drivetrain has a transmission with an input and an output that can be coupled by a clutch. The input and output are connected to a drive aggregate and a drive output, respectively. The clutch is actuated based on driver actuation of an accelerator and a rotational speed of the drive output such that following accelerator actuation, when its actuation decreases, the clutch disengages with a first opening gradient. Then, based on a calculated point in time at which drive aggregate torque upon the clutch corresponds to torque on the clutch from the drive output, the clutch disengages with a second, smaller opening gradient. And depending on a rotational speed of the drive output relative to a limit value, the clutch either initiates or terminates engagement with a first closing gradient.

Abstract: A method determines the biting point of a hybrid disconnect clutch of a hybrid vehicle. The hybrid disconnect clutch disconnects or connects an internal combustion engine and a first electric motor, which is arranged on the output side. A second electric motor, which is arranged on the internal combustion engine side and is rigidly connected to the internal combustion engine, is operated at a constant rotational speed during electric travel by means of the first electric motor. The hybrid disconnect clutch is moved from the open state toward the closed state and the load on the second electric motor is monitored. When the load on the second electric motor reaches a predefined load threshold value, it is determined that the biting point has been reached.

Abstract: This clutch control device includes an engine (13), a transmission (21), a clutch device (26) configured to connect and disconnect motive power transmission between the engine (13) and the transmission (21), a clutch actuator (50) configured to drive the clutch device (26) and change a clutch capacity, and a control unit (60) configured to calculate a target value (Pt) of a control parameter (Ps) for the clutch capacity. When the target value (Pt) of the control parameter (Ps) immediately after system startup is defined as a first control target value (P1) and the target value (Pt) of the control parameter (Ps) during a clutch stroke at the time of the system startup is defined as a second control target value (P2), the control unit (60) is configured to set the first control target value (P1) to a value greater than the second control target value (P2).

Abstract: A method sets a predefined position of a clutch actuator comprising a friction spring element. An activation path of the clutch actuator that actuates the clutch is predefined by a coupling torque via a coupling characteristic curve, wherein the predefined position (zo, zu) to be assumed by the clutch actuator is set by a closed-loop controller. To enable the predefined position of the clutch actuator to be set precisely without using additional energy, the predefined position (zo, zu) is corrected by a turning back value (ro, ru) of the friction spring element and the corrected position (zo+ro; zu?ru) of the clutch actuator is approached by the closed-loop controller. After reaching the corrected position (zo+ro; zu?ru) the closed-loop controller is switched off by dissipating the potential energy stored in the friction spring element.