Abstract: A rotary actuator has a stop module configured to mechanically link two gear stages travelling at different rotational speeds when an end-of-stroke travel limit is reached, thereby causing the rotary actuator to bind because relative motion between the gear stages is impeded.

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: A braking/driving force control system, during control for maintaining a target vehicle speed, performs fuel cut and then, when a required braking/driving force for maintaining the target vehicle speed reduces, makes a downshift while fuel cut is continued. The braking/driving force control system causes a brake to generate a braking force such that the sum of a braking/driving force that a powertrain generates and the braking force that the brake generates agrees with the required braking/driving three. Thus, good fuel efficiency and riding comfort are obtained.

Abstract: A planetary gear transmission device is provided including a planetary gear device including a sun gear, a ring gear, a plurality of planet gears, and a carrier, a motor to generate a rotational force input to the planetary gear device and including a motor shaft and a motor body, a fixing bracket formed to fix one of the sun gear, the ring gear, or the carrier of the planetary gear device to prevent rotation, and a recursive rotation bracket provided with the motor and fixed to one of the parts of the planetary gear device, which is not fixed by the fixing bracket, wherein when one of the parts of the planetary gear device connected to the motor shaft is rotated by the motor shaft, the motor body is rotated by the recursive rotation bracket and the rotational force of the motor shaft is output through the recursive rotation bracket.

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: Described herein is a continuously variable transmission (CVT) with oscillating racks. The CVT includes an input shaft and a plurality of cams that are coupled with the input shaft. The cams are configured to rotate with a rotation of the input shaft. The CVT also includes a plurality of racks that are coupled to respective cams. The racks are configured to oscillate with the rotation of the input shaft. The CVT further includes a plurality of pinions that are coupled to respective racks and a plurality of intermittent shafts that are coupled with respective pinions. The CVT also includes an output shaft that is coupled with the intermittent shafts. The output shaft is configured to rotate with a uniform rotation and a speed ratio relative to the rotation of the input shaft. Because the CVT does not use friction elements, many downsides of conventional CVTs may be mitigated.

Abstract: A vehicle driving apparatus includes: an engine; a fluid transmission device; first and second rotary electric machines; an output shaft for receiving a power transmitted through a first power transmission path and outputting the power to one of a pair of front wheels and a pair of rear wheels; and a control device for controlling an engine operation point by adjusting an electrical path amount between the first and second rotary electric machines. The second rotary electric machine outputs the power to the other of the pair of front wheels and the pair of rear wheels, through a second power transmission path. The control device obtains a target electrical path amount enabling the engine operation point to become a target operation point, and causes a speed change device provided in the second power transmission path to establish a gear ratio enabling the target electrical path amount to be attainable.

Abstract: A rotary device is disclosed. The rotary device includes a first rotor, a centrifugal element, and a tilt preventing mechanism. The first rotor is disposed to be rotatable. The centrifugal element is supported to be axially movable with respect to the first rotor. The tilt preventing mechanism prevents the centrifugal element from tilting.

Abstract: A parking lock system for a motor vehicle includes a parking lock housing mountable on a transmission housing. A pawl is mounted on the parking lock housing so as to be rotatable about an axis of rotation. A switching rod is mounted on the parking lock housing so as to be slidable in an actuation direction. An actuation element is mounted on the switching rod. The axis of rotation is arranged parallel to the actuation direction.

Abstract: Systems and methods for operating a hybrid vehicle are described. In one example, the automatic engine stopping may be inhibited so that an engine may be restarted during change of mind conditions without generating a large driveline torque disturbance. The engine stopping may be inhibited based on a inhibit engine pull-down torque threshold.

Abstract: A ramp actuator has a pivotable ramp disc, which on a first end face has at least one ramp, which is prepared for the rolling of a rolling body and, spaced apart therefrom, has a raceway for bearing rolling bodies of a rolling bearing prepared to receive radial and axial forces. A bearing ring can be fixed on a shaft, wherein the ratio of the axial width of the ramp disc relative to the support height thereof is between 2.9 and 4.1 and the ratio between the ramp radius of the ramp of the ramp disc relative to the support height of the ramp disc is between 0.7 and 1.3. A method for producing a ramp disc for such a ramp actuator includes drawing, upset forging and embossing, preferably carried out in that order.

Abstract: A shaft (W) for a motor vehicle transmission (G) includes four axial bore holes (B1, B2, B3, B4) for conducting fluid within the shaft (W). A central axis of each of the four bore holes (B1, B2, B3, B4) is spaced apart from an axis of rotation (WA) of the shaft (W). A radial distance (r1) between the central axis of at least two of the four bore holes (B1, B2, B3, B4) and the axis of rotation (WA) differs from a radial distance (r2) between the central axis of one of the remaining bore holes and the axis of rotation (WA). A transmission (G) for a motor vehicle with a shaft (W) is also provided.

Abstract: A clutch device for a drive train of a motor vehicle includes a torsional vibration damper with an output side, a disconnect clutch with a clutch component, and a fastening unit releasably connecting the disconnect clutch to the torsional vibration damper. The fastening unit includes a first toothing region fixed on the clutch component, a second toothing region fixed on the output side and positively rotationally connected with the first toothing region, and a clamping element. The clamping element is arranged to preload the first toothing region relative to the second toothing region in a circumferential direction with a preloading force, and preload the output side relative to the clutch component with an axial contact pressure.

Abstract: Methods and systems for a hydromechanical transmission are provided. In one example, the method includes responsive to rotation of a portion of a mechanical assembly induced by cranking of an engine, blocking an output shaft of the hydromechanical transmission via joint engagement of a forward drive clutch and a reverse drive clutch. The method further includes pressurizing a hydrostatic assembly while the forward drive clutch and the reverse drive clutch remain jointly engaged, where the mechanical assembly is coupled in parallel with the hydrostatic assembly.

Abstract: A gearbox assembly for a turbine engine. The turbine engine includes a drive shaft and a fan shaft. The gearbox assembly includes a first gear, a second gear, an output, and a journal pin. The first gear is connected to the drive shaft. The second gear is supported by a planet carrier. The output is connected to the fan shaft. Torque is transferred from the drive shaft of the core turbine engine to the fan shaft through the gearbox assembly. The journal pin is inserted into the planet carrier. The second gear rotates about the journal pin. A coupling of the journal pin and the planet carrier is characterized by an interference ratio greater than a minimum interference ratio of 1.0e-5.

Abstract: A hybrid vehicle of the disclosure includes an engine, a motor that outputs a torque to a driving system, a hydraulic clutch that connects the engine with the motor and disconnects the engine from the motor, and a control device that performs slip control of the hydraulic clutch in response to satisfaction of a start condition of the engine and controls the motor to output at least a cranking torque to the engine. The control device sets a target value of a rotation speed difference between the engine and the motor during execution of the slip control, and increases at least one of a hydraulic pressure to the hydraulic clutch, an output torque of the motor and an output torque of the engine when a difference between the rotation speed difference and the target value is out of an allowable range. This configuration ensures good startability of the engine.

Abstract: A progressivity device for a friction clutch disc includes a support flange, having a central axis of rotation, in which an annular central part is designed to cooperate with a torsional vibration damper, and an external part bears progressivity blades and friction pads attached to the progressivity blades. The progressivity blades extend circumferentially over at least one of the faces of the support flange. The progressivity blade include one end fixed to the external part, another free end and folds delimiting a support region for the friction pad.

Abstract: A method of controlling a pickup manoeuvre of a hybrid vehicle is actuated with an engine off, an electric motor active and a first clutch being open. In a first phase of the manoeuvre, vehicle advancement is obtained by progressively closing the second clutch so that the input shaft is set in rotation with an increasing speed, while the motor rotates at an increasing speed higher than a speed of the input shaft with the second clutch in a slip condition. Upon a request for starting the engine, the first clutch is progressively closed so that the engine starts to be driven by the motor, while the second clutch is kept in the slip condition, which is maintained until the engine and motor rotate substantially at a same speed, higher than the speed of the input shaft, and once this condition is reached, closing of the second clutch is started.

Abstract: A torque converter assembly is disclosed herein. The assembly can include a torque converter cover having a first axially extending flange, a reaction plate having a second axially extending flange, and a torque converter pump having a third axially extending flange. The first axially extending flange, the second axially extending flange, and the third axially extending flange are connected to each other via a single connection. In one aspect, the single connection comprises a weld.

Abstract: A slipper clutch transmission brake includes a clutch housing, a pin, a slipper clutch outer race rotationally fixed in the clutch housing, a slipper clutch inner race, a plurality of first cylindrical rollers, and a clutch inner ring. The clutch housing has a radial aperture and the pin is disposed in the radial aperture. The outer race has inner bidirectional ramps arranged on an inner circumference. The inner race has outer bidirectional ramps arranged on an outer circumference, a notch for receiving the pin, and a split extending axially through its width. The plurality of first cylindrical rollers are arranged in respective gaps formed between the inner and outer bidirectional ramps. The inner ring is arranged to rotate relative to the slipper clutch inner race when the pin is engaged with the notch, and frictionally engage with the slipper clutch inner race when the pin is disengaged from the notch.