Abstract: A brake clip adapted for use in a disc brake assembly comprises a brake clip configured to be disposed between an anchor bracket and at least one brake pad of the disc brake assembly. The brake clip has at least one tab extending therefrom which is configured to initially contact and prevent the at least one brake pad from falling free prior to installation of the disc brake assembly on a vehicle.

Abstract: A brake pad retainer is provided for a disc brake for a commercial vehicle. A pad retaining bracket is supported by pad retaining springs on both sides of a brake disc on a brake pad arranged in a brake caliper. The pad retaining bracket tensions a mounting opening of the brake caliper in the direction of the axis of the brake disc and is maintained at least on one side by a bolt-shaped securing element in a securing eye of the brake caliper. The brake pad retainer is designed such that the securing element is formed from an eccentric bolt having a shaft and at least one eccentric section which is positioned so that it is axially offset with respect the shaft.

Abstract: The electric linear motion actuator includes an electric motor, a drive shaft configured to be rotated by the electric motor, a rotation-to-linear motion converting mechanism configured to convert the rotational motion of the drive shaft to the axial linear motion of an axially movably supported outer ring member, and an electric locking mechanism incorporated in a reduction gear mechanism in which the rotation of a rotor shaft of the electric motor is reduced in speed and transmitted to the drive shaft. When the electric locking mechanism is energized, the power transmission path shifts to the locked state in which power cannot be transmitted, and when the electric locking mechanism is de-energized thereafter, the power transmission path is kept in the locked state. The electric locking mechanism is built in a motor case of the electric motor so that the electric motor and the electric locking mechanism are unitized.

Abstract: A caliper assembly (100) of a disc brake caliper, of the type with a modified braking action, comprising a caliper body (1) suitable to arrange astride of a brake disc, at least one first pad (8) being slidably received in at least one first seat (101) and so as to position itself between a first vehicle side elongated portion (5) and a first braking surface of the brake disk to abut, with a first pad plane (128) thereof, against said first braking surface (3) and to exert a braking action on the brake disc when pressed by the thrust means upon demand for a first friction action exerted by the first pad friction material against said first braking surface (3) causing a braking action, said assembly (100) further comprising a first insert (106) in a separate body from said caliper body (1) and in a separate body to said first pad (8) and particular in a separate body to said first pad plate (102), said first insert (106) comprises a balance wheel body (119) hinged to the caliper body (1) and oscillating in rel

Abstract: A parking brake reduced in size and simplified is installed on a rod-protruding side of a cylinder of a caliper braking device. A second piston is provided within the second cylinder that is coaxially coupled with the cylinder and movable coaxially relative to the rod. A one-way clutch is provided to switch ON/OFF due to a releasing/pressing by the second piston with respect to a switch disposed facing a cylinder side surface of the second piston. A parking operation auxiliary spring is provided on the side of the cylinder within a second cylinder, and a manual release piston is provided in a space of the second cylinder. A parking release lever pushes a manual release rod at the tip end of the manual release piston, pushing the second piston in the direction of retraction of the rod, at the same time as the manual release rod pushes into the rod.

Abstract: A friction material is disclosed comprising a binding composition based on a hydraulic binder and its use in brake pads and industrial applications.

Abstract: An elastic section 13 is configured by a first elastic section 13a that has one end connected to an outer circumferential surface of an inner circumferential section 12, and the other end connected to an inner circumferential surface of an outer circumferential section 11, and a second elastic section 13b that is symmetrical to the first elastic section 13a about a line that passes through a center point P1 of the inner circumferential section 12 and a connection point P2 of the inner circumferential section 12 and the first elastic section 13a. When the outer circumferential section 11 and the inner circumferential section 12 relatively rotate, the first elastic section 13a and the second elastic section 13b are elastically deformed in such a manner that one is compressed and the other is stretched.

Abstract: A damper that includes a piston reciprocally movable in a cylinder thereby dividing an interior of the cylinder into a first chamber located at an open end side and a second chamber located at a closed end side, a piston rod having a distal end to which the piston is connected and a rear end side protruding outward from the open end of the cylinder, a rod guide fixed to the open end of the cylinder and having a through hole through which the piston rod is reciprocally movable, and a seal which is provided in the rod guide so as to be located at a position spaced away from an outer end of a sliding surface of the through hole to the first chamber side by a distance longer than a maximum stroke width of the piston rod.

Abstract: A modern suspension damper, for example, a shock absorber or a suspension fork, including an inertia valve and a pressure-relief feature is disclosed. The pressure-relief feature includes a rotatable adjustment knob that allows the pressure-relief threshold to be externally adjusted by the rider “on-the-fly” and without the use of tools.

Abstract: An anti-vibration apparatus (10) includes a first attachment member (11) having a tubular shape and connected to one of a vibration generating section and a vibration receiving section and a second attachment member (12) connected to the other section, an elastic body (13) configured to connect the attachment members to each other, and a partition member (16) configured to partition a liquid chamber in the first attachment member (11) in which a liquid is sealed into a first liquid chamber (14) and a second liquid chamber (15). At least one of the first liquid chamber (14) and the second liquid chamber (15) has the elastic body (13) at a portion of a wall surface.

Abstract: A tuned mass vibration damper included at least one damper mass and at least one guide component part to movably guide the at least one damper mass. The damper mass has a retaining component part which is at least partially arranged in a receiving recess of the damper mass. The retaining component part has at least one retaining structure and the at least one guide component part has at least one mating retaining structure to limit a movement of the at least one damper mass relative to the at least one guide component part in that the retaining structure and the mating retaining structure come in contact with one another. The at least one damper mass drives the retaining component part during a movement of the damper mass along a circumferential direction and to allow a relative movement of the retaining component part (350) with respect to the damper mass which results in a change in a radial distance of the retaining structure from the axis of rotation.

Abstract: A balancer device includes a housing fixed to an internal combustion engine, a roller bearing disposed in the housing, a balancer shaft rotatably supported in the housing by the roller bearing, a balancer weight integrally mounted on the balancer shaft and rotatably accommodated in an weight accommodation room of the housing, an introduction part that introduces a lubricating oil from the outside to the inside of the weight accommodation room, and a discharge part that provides communication between the inside and the outside of the weight accommodation room and discharges the lubricating oil from the inside of the weight accommodation room, wherein herein the roller bearing is arranged to face the weight accommodation room.

Abstract: Manufacturing a steel sheet for a steel belt includes hot rolling a steel slab containing, in mass %, 0.60 to 0.80% of C, 1.0% or less of Si, 0.10 to 1.0% of Mn, 0.020% or less P, 0.010% or less S, 0.1 to 1.0% of Cr, 0 to 0.5% of V, 0 to 0.1% of Ti, 0 to 0.1% of Nb, and 0 to 0.01% of B, the balance Fe and unavoidable impurities, under a finish hot rolling temperature of 800 to 900° C. An average cooling rate from finish rolling to coiling is 20° C. per second or more. A coiling temperature is 450 to 650° C. The hot-rolled slab is cold rolled with a total rolling reduction ratio of 40% or more and a reduction ratio per one pass of less than 12%, without performing a heat treatment. The cold-rolled slab is aged at 200 to 500° C. for 0.5 to 30 hours.

Abstract: A transmission including: first and second input shafts; an output shaft; lay shafts; gears; and at least one forward output gear non-rotatably connected to the output shaft; an axis of rotation for each gear; half synchronizer clutches arranged to non-rotatably connect the gears to lay shafts and disconnect the gears from the lay shafts; and an idler gear non-rotatably connected to a lay shaft and meshed with the at least one forward output gear so that when the idler gear rotates about its axis of rotation, the at least one forward output gear rotates about its axis of rotation and when the at least one forward output gear rotates about its axis of rotation, the idler gear rotates about its axis of rotation. For at least one reverse gear ratio, the idler gear is arranged to rotate the output shaft opposite a direction of rotation for the first or second input shaft.

Abstract: A dual-clutch transmission has first and second coaxial input shafts, with the second shaft extending through the first shaft. The input shafts can couple respective countershafts via input constants. The first countershaft has two sections rigidly connected by a first shifting element. Four gear stages implement forward gears and one gear stage implements reverse gears. The fourth gear stage is arranged between the first section and an output shaft. The second and third gear stages are arranged between the second section and the output shaft. The first and the reversing gear stages are arranged between the second countershaft and the output shaft. The first input constant has a loose wheel supported on the second countershaft and can be rotationally fixed, by a second shifting element, to the first section of the first countershaft. The second section can be rotationally fixed, via a third shifting element, to the second countershaft.

Abstract: A dual-clutch transmission has first and second coaxial input shafts, the second shaft extending through the first shaft. The input shafts couple respective countershafts via input constants which have drive input and output wheels. The countershafts are selectively connectable, via spur gear stages that can be engaged by gearshift elements, to an output shaft. Four gear stages engage forward gears and one reverse gear stage engages reverse gears. The second and fourth gear stages are arranged between the first countershaft and the output shaft, and the other gear stages are arranged between the second countershaft and the output shaft. The first input constant has a higher gear ratio than the second input constant. The output of the first input constant is a loose wheel supported on the second countershaft and can couple the first countershaft by a first coupling element. A second coupling element couples the first and second countershafts.

Abstract: A planetary multi-speed transmission for a vehicle with a housing is proposed. A first shaft is provided as a drive (An) and a second shaft is provided as an output (Ab) that is axially parallel to the drive. Three planetary gear sets and additional shafts, along with six shifting elements are provided, through which the actuation of several gears are realized. Machine elements are provided for transfer of torque between the drive (An) and the output (Ab). The first shaft, as a drive, is connectable to the planetary gear carrier of the third planetary gear set, to the ring gear of the first planetary gear set, to the sun gear of the second planetary gear set, to the ring gear of the third planetary gear set, to the ring gear of the second planetary gear set, and to the first machine element. The second shaft is connected or connectable, as a drive (Ab), to the first machine element and to the second machine element.

Abstract: A planetary multi-speed transmission for a vehicle with a housing is proposed. A first shaft is provided as a drive and a second shaft is provided as an output that is axially parallel to the drive. Three planetary gear sets and additional shafts, along with six shifting elements, are provided, through which the actuation of several gears can be realized. Machine elements are provided for the transfer of torque between the drive and the output. The first shaft is connectable, as the drive, to the sun gear of the second planetary gear set, to the sun gear of the first planetary gear set, to the planetary gear carrier of the second planetary gear set, to the planetary gear carrier of the first planetary gear set, and to the first machine element. The second shaft is connected or connectable, as a drive, to the first machine element and to the second machine element.

Abstract: A gearbox apparatus comprising a base gear, output gear, center gear set, and input cam. The input cam has eccentricity to allow simultaneous gear interaction between the center gear set and the base gear, and the center gear set and the output gear. The center gear set's gear interacting with the output gear having number of teeth A. The output gear with number of teeth being B. The center gear set's gear interacting with the base gear having number of teeth C. The base gear with number of teeth being D. For gears of the same pitch the number of teeth is A?B is equal to N while C?D is also equal to N. The resultant ratio between the output gear and the input cam when the base gear is held stationary is equal a predetermined ratio of 1:(1/(A/B?C/D)).

Abstract: Disclosed is a method for operating a drive train having a drive shaft (2), a prime mover (4) connected to an electrical grid (12), and a differential gearing (3) having a total of three input and output elements, an output element being connected to the drive shaft (2), one input element to the prime mover (4) and a second input element to a differential drive (5). A work machine (1) is connected to the drive shaft (2) and a portion of the performance of the work machine (1) is dissipated by a choke (22) or diverted by a valve, a flap or a bypass (32).

Abstract: A belt-driven continuously variable transmission adapted to prevent an occurrence of belt slippage is provided. The continuously variable transmission comprises a hydraulic actuator formed on a back side of a movable sheave to change a belt groove between a fixed sheave and a movable sheave, and a torque cam assembly adapted to convert a torque into an axial thrust force by a relative rotation between a pair of cam members contacted to each other. In the belt-driven continuously variable transmission, a piston fitted onto a shaft of the driven pulley while allowing to rotate relatively therewith and to reciprocate thereon is integrated with one of the cam members of driven side and with an output gear for outputting torque of the pulley. The cam member of drive side is fixed in an axial direction on a driven shaft to be rotated integrally therewith.

Abstract: Inventive embodiments are directed to components, subassemblies, systems, and/or methods for infinitely variable transmissions (IVT) having a variator provided with a plurality of tilting spherical planets. In one embodiment, a variator is provided with multiple planet arrays. In another embodiment, a hydraulic system is configured to control the transmission ratio of the IVT. Various inventive idler assemblies and planet-pivot arm assemblies can be used to facilitate adjusting the transmission speed ratio of an IVT. Embodiments of a transmission housing and bell housing are adapted to house components of an IVT and, in some embodiments, to cooperate with other components of the IVT to support operation and/or functionality of the IVT. Various related devices include embodiments of, for example, a control feedback mechanism, axial force generation and management mechanisms, a control valve integral with an input shaft, and a rotatable carrier configured to support planet-pivot arm assemblies.

Abstract: The improved gearbox mechanism of the present invention includes a plurality of cam-actuated gear block assemblies, which transfer power from a power shaft to a secondary or output gear element. Each gear block assembly includes a gear block having a surface that periodically interfaces with a secondary or output gear element. In a preferred embodiment the interface surface comprises a plurality of projections or teeth which correspond to complementary projections or gear teeth on the output gear element. Each gear block assembly further includes a plurality of linkage assemblies, which connect or link the gear block to a cam assembly, which in turn is connected to a power source. The cam assembly includes about its circumference a unique pathway or groove for each linkage assembly of a particular gear block assembly so that the movement of the gear block may be controlled in two dimensions in accordance with a certain design parameter.

Abstract: As compared to a single-axis actuator in which a ball returning passage of a ball screw mechanism is made of a circulating tube, the cross-sectional shape perpendicular to the longitudinal direction of a threaded shaft of a slider can be made small, when the diameter of the outer circumferential circle of the threaded shaft of the present invention is same as that of the circulating tube type, and the load capacity can be made large, when the size in the longitudinal direction of the threaded shaft of the slider of the present invention is same as that of the circulating tube type. The ball returning passage for returning the balls (4) of a ball screw mechanism from an end point to a start point of a raceway encompasses: a through hole (24) penetrating through a slider (2) in a longitudinal direction of a threaded shaft (3); and end deflectors (6). Each of the end deflector (6) has a direction changing passage to be connected with the through hole (24).

Abstract: As compared to a single-axis actuator in which a ball returning passage of a ball screw mechanism is made of a circulating tube, the cross-sectional shape perpendicular to the longitudinal direction of a threaded shaft of a slider can be made small, when the diameter of the outer circumferential circle of the threaded shaft of the present invention is same as that of the circulating tube type, and the load capacity can be made large, when the size in the longitudinal direction of the threaded shaft of the slider of the present invention is same as that of the circulating tube type. The ball returning passage for returning the balls (4) of a ball screw mechanism from an end point to a start point of a raceway encompasses: a through hole (24) penetrating through a slider (2) in a longitudinal direction of a threaded shaft (3); and end deflectors (6). Each of the end deflector (6) has a direction changing passage to be connected with the through hole (24).

Abstract: A front wheel drive or rear wheel drive continuously variable transmission is provided having an input shaft, an output shaft, a continuously variable tilting ball planetary variator, a compound planetary gearset assembly having first, second, third, and fourth rotating elements, and a plurality of torque transmitting devices. The compound planetary gearset assembly has a simple single pinion gearset and a compound double pinion gearset, having fixedly connected planetary carriers and fixedly connected ring gears, creating a joint planetary gear carrier and joint ring gear. The outer planetary gears engage the ring gear which drives the output shaft. Selective torque transmitting devices include clutches and braking clutches.

Abstract: An impeller for a torque converter comprising: an axis of rotation; an impeller shell comprising: a torus portion; a radial wall portion; an elbow portion; an interior portion; and, an axially extending necked portion, extending about the axis of rotation and into the interior portion, having: a first circumferential surface; and, a second circumferential surface.

Abstract: A turbine for a torque converter is provided. The turbine includes a turbine blade including a first turbine blade tab and a turbine shell including an inner surface for supporting the turbine blades and an outer surface opposite the inner surface. The turbine shell includes a first slot passing through the turbine shell from the inner surface to the outer surface and a first recess extending from the outer surface toward the inner surface adjacent to the first slot. The first turbine blade tab connects the turbine blade to the turbine shell by passing through the first slot and being bent into the first recess. A method of forming a turbine for a torque converter is also provided.

Abstract: A method of forming an impeller for a torque converter is provided. The method includes providing an impeller shell including a back axial surface for facing away from an interior of the torque converter, providing an impeller hub including an outer circumferential surface and forming a weld joining the impeller shell and the impeller hub. The weld is contiguous with the back axial surface of the impeller shell. The weld is also contiguous with the outer circumferential surface of the impeller hub. The weld includes a root where the impeller shell and the impeller hub meet the weld. The method also includes machining the root. An impeller for a torque converter is also provided.

Abstract: A torque converter, including: a cover arranged to receive torque; an impeller including an impeller shell non-rotatably connected to the cover; a turbine in fluid communication with the impeller and including a turbine shell; a stator at least partially located between the impeller and the turbine; and including a body portion with at least one stator blade and a first frusto-conical surface; a stator cone clutch including the first frusto-conical surface and a flange including a second frusto-conical surface; and a first thrust bearing axially disposed between the stator cone clutch and the impeller shell. In a stator locked mode: the body portion and the flange are non-rotatably connected; and the stator cone clutch is arranged to urge the first thrust bearing against the impeller shell in a first axial direction.

Abstract: A differential and method of operating the differential is described. The differential has side gears and at least one pinion gear in mesh with the side gears. One of the side gears is provided with dog clutch teeth and an axially extending ring carrying clutch plates. A clutch housing has an axially extending ring carrying clutch plates interleaved with the side gear clutch plates. A dog clutch ring is connected to the clutch housing and selectively engages with the side gear dog clutch teeth. The above-described system permits an axle system of a tandem axle system to be selectively engaged and disengaged.

Abstract: A bevel gear or hypoid gear (10) having spiral gear teeth, which have at least one tooth gap (11), wherein the tooth gap (11) is delimited by tooth flanks (12.1, 12.2), each of the tooth flanks (12.1, 12.2) has a flank longitudinal line in the form of an epicycloid, and the tooth gap (11) has a tooth gap base width which is constant.

Abstract: A rack bush for supporting a rack shaft in a rack-and-pinion steering system so that the rack shaft slides in an axial direction thereof includes a teeth side support portion and a back side support portion. Rack teeth are formed in a first area of an outer circumferential surface of the rack shaft. The teeth side support portion contacts a second area of the outer circumferential surface to support the rack shaft from a teeth side where the rack teeth are formed. The second area lies adjacent to the first area in the axial direction. The back side support portion contacts a third area of the outer circumferential surface to support the rack shaft from a back side other than the teeth side. The third area is positioned out of the first area in a circumferential direction around an axis of the rack shaft.

Abstract: A bevel gear shroud assembly comprises a frustum shaped shroud portion, first and second rib portions and one or more fin portions. The frustum shaped shroud portion has a cut-out sector, the cut-out sector having opposing, radially extending first and second sides. The first and second rib portions project inwardly from an upper base of the shroud frustum and normal to the inner surface of the shroud portion, and are spaced apart from one another to form an annular trough therebetween. The or each rib portion projects inwardly from an inner surface of the frustum shaped shroud portion between the first and second rib portions, and the or each rib portion extends circumferentially around the shroud portion.

Abstract: A cooled gear housing includes a first casing section and a second casing section joined together to define an internal volume of the gear housing assembly. A heat conducting membrane is arranged within the gear housing assembly to hydraulically separate a first portion of the internal volume from a second portion of the internal volume. Two or more meshed gears are located within the first portion of the internal volume. Coolant inlet and outlet ports are arranged on one of the casing sections, and are in fluid communication with the second portion of the internal volume.

Abstract: A hydraulic circuit for controlling a continuously variable transmission includes: a lubrication line provided with a lubrication pump, and configured to supply oil from an oil tank to a lubrication target by using the lubrication pump; a high pressure line provided with a high pressure pump, branching from the lubrication line, and configured to supply, by using the high pressure pump, high-pressure oil to a hydraulic control section that controls oil pressure of the oil to be supplied to the continuously variable transmission; and a cooling return line branching from the high pressure line, and configured to return the oil to a downstream side of the lubrication pump in the lubrication line, a portion of the cooling return line forming a cooling path to cool a generator connected to the continuously variable transmission.

Abstract: A transmission device for a vehicle includes an interface body having a lever module which includes a shift knob and an electric device. An upper portion of a main body is replaceably assembled with the interface body. The interface body and the main body are separately provided and assembled each other to be used as the common shift lever system and to be applied to all kinds of vehicles even to a new car, thereby saving the development cost.

Abstract: A motion demonstration type electronic gear shift lever may include a motion demonstration device having a gear shift stage selection device configured to change a gear shift stage of a vehicle, and movably mounted in the vehicle, a controller configured to recognize an operation of the gear shift stage selection device to move the motion demonstration device, and to transmit a signal generated by the gear shift stage selection device to a transmission control unit (TCU) of the vehicle to change the gear shift stage, and a movable device configured to move the motion demonstration device forward and rearward by receiving a signal from the controller.

Abstract: An electronic control unit that is used in an automatic transmission to regulate oil circulation. The electronic control unit includes a switcher that supplies an electric current to a linear solenoid, a current detector that detects an actual electric current value of the solenoid, a target current calculator that calculates a target electric current value, a feedback controller that sets a duty ratio to match the actual electric current value to the target electric current value and to generate a Pulse Width Modulation (PWM) signal having the set duty ratio, and a corrector that determines whether a coupled oscillation has occurred by obtaining oil pressure information of the hydraulic circuit and to correct the PWM signal when determining that the vibration has occurred.

Abstract: A method for determining a draining behavior of a hydraulically actuated transmission shifting element. By applying actuating pressure, the shifting element is changed from a completely drained, open operating condition to a completely filled closed operating condition, and the reference filling time, until the closed condition has been reached, is determined. Upon recognition of the closed condition, then by adjusting the actuating pressure for a predefined draining time, the shifting element is changed to its open condition and, thereafter, again completely filled and closed. Upon recognition of the closed condition, the shifting element is actuated direction toward the open condition by reducing the actuating pressure. Then, before completely opening, the shifting element is again returned to its closed operating condition and the filling time, until the partially drained shifting element has reached the completely filled and closed operating condition, is determined.

Abstract: A method of controlling an automatic transmission connected to an engine in a motor vehicle includes receiving an input signal generated via an application of force by a switch inside the vehicle. The switch has a predetermined travel and is configured to request a transmission speed-ratio change via an output signal indicative of the received input signal. The output signal is received via a controller programmed with a permitted engine speed range. The transmission is commanded to execute a change from a currently selected speed-ratio to another speed-ratio if the requested speed-ratio change would generate an engine speed within the permitted engine speed range. The switch is commanded to execute full travel under the application of force if the speed-ratio change in the transmission was commanded. Alternatively, the switch is commanded to execute partial travel under the application of force if the speed-ratio change in the transmission was not commanded.

Abstract: An actuator system and method (10) includes a blow out preventer (11), a hydraulic motor (12), a gear box (13) intermediate hydraulic motor (12) and blow out preventer (11), and a position indicator (14). Gear box (13) has an input (19), an output (20), and a gear set (23). Gear set (23) is biased by a spring (33) acting on a piston (31) to a default high range gear ratio when blow out preventer (11) is open, to provide maximum closure/lock speed. Gear set (23) is moved by a hydraulic command signal acting on piston (31) to a low range gear ratio when blow out preventer (11) is closed/locked, to provide maximum torque to move blow out preventer (11) toward its open position. Position indicator (14) shows the actual position of blow out preventer (11) independent of the number of turns of input (19) to move the blow out preventer.

Abstract: A compact and lightweight range switching apparatus is provided by suppressing the increase in the size of components in the range switching apparatus. The range switching apparatus includes: a motor mounted in a housing; a pinion placed on a shaft of the motor; a sector-shaped gear wheel having an opening inside which a gear engaging the pinion is formed; and an output shaft rotatably supporting the gear wheel in the housing.

Abstract: A transfer case (30) and a method of assembly in an all-wheel drive vehicle can include a range shifting assembly (60) for shifting between a low-range and high-range drive mode, a normally disengaged clutch assembly (80) for transferring drive torque to a first and second driveline, a clutch actuator (88), and an actuating gear (48). The clutch actuator (88) can be moveable between an expanded position and a contracted position and engageable with the clutch assembly (80) for engaging the clutch assembly (80) when in the expanded position. The actuating gear (48) can be reversibly rotatable through a predetermined angular arc of movement for operating the clutch actuator (88) between the contracted and expanded position for actuating the clutch assembly (80) and for shifting the range shifting assembly (60) between a low-range drive mode and a high-range mode when the clutch assembly (80) is in the disengaged position.

Abstract: In order to reduce the amount of time from when signals are sent to solenoid valves 19, 23, 24 for adjusting hydraulic pressures inside hydraulic pressure chambers of various hydraulic devices 7, 8, 14 assembled in a continuously variable transmission device until the hydraulic pressures are actually changed is shortened, the solenoid valves 19, 23, 24 adjust the hydraulic pressures inside hydraulic pressure chambers connected to hydraulic introduction paths where the solenoid valves 19, 23, 24 are provided by adjusting apertures of the solenoid valves 19, 23, 24 set according to duty cycles, and a controller 16 for the solenoid valves 19, 23, 24, when the apertures of solenoid valves 19, 23, 24 are changed beyond specified values to desired apertures, adjusts the apertures beyond the desired apertures to a state where the apertures have been changed a maximum amount, then after a specified amount of time, returns the apertures to the desired apertures.

Abstract: A control system and a control method for a vehicle, the vehicle includes an engine, an input shaft, an output shaft, a continuously variable transmission section, a stepped transmission section and a clutch mechanism, and a control device. The continuously variable transmission section and the stepped transmission section are provided between the input shaft and the output shaft. The clutch mechanism is provided in a torque transmission path between the stepped transmission section and drive wheels. The control device is configured to disengage the clutch mechanism in a case where a vehicle speed is at least equal to a specified value and the engine is stopped.

Abstract: A control device for vehicle is includes: transmission mechanism capable of setting fixed transmission gear ratio; continuously variable transmission provided in parallel with transmission mechanism; and path switching mechanism for selectively blocking torque transmission path that includes transmission mechanism and that is configured to dampen vibration.

Abstract: A sealing device which allows the man-hour for mounting the sealing device to be reduced is provided. A sealing device includes: a slinger fitted and fixed to an end portion of an inner shaft; a core metal fitted and fixed to an end portion of an outer ring; an inner seal lip fixed to the core metal and in slidable contact with the slinger; an outer seal lip fixed to the core metal radially outward of the inner seal lip and in slidable contact with a side surface of a flange portion; and a labyrinth lip fixed to the core metal radially outward of the outer seal lip and forming a labyrinth seal together with the side surface of the flange portion.

Abstract: A gasket is provided with two dissimilar materials. The two different materials are used to provide different sealing characteristics. In one embodiment, the different sealing materials join to create the same or a similar profile to the profile of the individual materials.

Abstract: Gaskets, including aircraft gaskets, are disclosed, the gaskets having an elastomeric gel body and substantially incompressible skeletons. The bodies may be pliable and deformable and, in one example, may be comprised of a two-part chemically cured polyurethane that sets up as a gel after mixing with the web so that it is fully integral with the web and so that there is substantially no air bubbles or air pockets left in the web. The web may be a regular shaped web and made of nylon.