Abstract: A planetary gear train of an automatic transmission for vehicles may include an input shaft receiving torque of an engine, an output shaft outputting changed torque, a first planetary gear set including a first sun gear, a first planetary carrier, and a first ring gear, a second planetary gear set including a second sun gear, a second planetary carrier, and a second ring gear, a third planetary gear set including a third sun gear, a third planetary carrier, and a third ring gear, a fourth planetary gear set including a fourth sun gear, a fourth planetary carrier, and a fourth ring gear, a first rotational shaft, a second rotational shaft, a third rotational shaft, a fourth rotational shaft, a fifth rotational shaft, a sixth rotational shaft, a seventh rotational shaft, an eighth rotational shaft, and six friction elements selectively connecting the rotational shafts and the transmission housing.

Abstract: A planetary gear train of an automatic transmission for vehicles may include an input shaft receiving torque of an engine, an output shaft outputting changed torque, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first rotational shaft selectively connected to a transmission housing, a second rotational shaft directly connected to the input shaft, a third rotational shaft, a fourth rotational shaft, a fifth rotational shaft selectively connected to the first rotational shaft and the second rotational shaft, a sixth rotational shaft directly connected to the output shaft, a seventh rotational shaft selectively connected to the fourth rotational shaft or selectively connected to the transmission housing, an eighth rotational shaft selectively connected to the fifth rotational shaft, six friction elements disposed to selectively connect the rotational shafts or selectively connect the rotational shafts with the transmission housing.

Abstract: A planetary gear train of an automatic transmission for vehicles may include an input shaft receiving torque of an engine, an output shaft outputting changed torque, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first rotational shaft selectively connected to a transmission housing, a second rotational shaft directly connected to the input shaft, a third rotational shaft, a fourth rotational shaft, a fifth rotational shaft selectively connected to the first rotational shaft or the second rotational shaft, a sixth rotational shaft directly connected to the output shaft, a seventh rotational shaft selectively connected to the transmission housing, an eighth rotational shaft selectively connected to the fourth rotational shaft or the fifth rotational shaft, and six friction elements interposed between the rotational shafts, or between at least one rotational shaft and the transmission housing to connect selectively.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first rotation shaft selectively connected to a transmission housing, a second rotation shaft, a third rotation shaft selectively connected to the transmission housing, a fourth rotation shaft directly connected to the input shaft, a fifth rotation shaft selectively connected to the second rotation shaft, a sixth rotation shaft, a seventh rotation shaft selectively connected to the input shaft, and selectively connected to the fifth rotation shaft or the sixth rotation shaft, and an eighth rotation shaft directly connected to the output shaft.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first rotation shaft selectively connected to a transmission housing, a second rotation shaft, a third rotation shaft selectively connected to the transmission housing, a fourth rotation shaft directly connected to the input shaft, a fifth rotation shaft, a sixth rotation shaft, a seventh rotation shaft selectively connected to the input shaft, and selectively connected to the fifth rotation shaft or the sixth rotation shaft, and an eighth rotation shaft directly connected to the output shaft.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first rotation shaft selectively connected to a transmission housing, a second rotation shaft, a third rotation shaft selectively connected to the transmission housing, a fourth rotation shaft, a fifth rotation shaft directly connected to the input shaft, a sixth rotation shaft selectively connected to the fourth rotation shaft or the fifth rotation shaft, a seventh rotation shaft selectively connected to the fourth rotation shaft, and an eighth rotation shaft directly connected to the output shaft, and selectively connected to the seventh rotation shaft.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first rotation shaft selectively connected to a transmission housing, a second rotation shaft, a third rotation shaft selectively connected to the transmission housing, a fourth rotation shaft directly connected to the input shaft, a fifth rotation shaft, a sixth rotation shaft selectively connected to the second rotation shaft or the fifth rotation shaft, a seventh rotation shaft selectively connected to the input shaft, and an eighth rotation shaft directly connected to the output shaft, and selectively connected to the sixth rotation shaft.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first rotation shaft, a second rotation shaft directly connected to the input shaft, a third rotation shaft, a fourth rotation shaft selectively connected to the first rotation shaft or the second rotation shaft, a fifth rotation shaft selectively connected to a transmission housing, a sixth rotation shaft selectively connected to the transmission housing, a seventh rotation shaft selectively connected to the first rotation shaft, and an eighth rotation shaft directly connected to the output shaft, and selectively connected to the first rotation shaft.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first rotation shaft selectively connected to a transmission housing, a second rotation, a third rotation shaft, a fourth rotation shaft selectively connected to the third rotation shaft, a fifth rotation shaft directly connected to the input shaft, and selectively connected to the third rotation shaft, a sixth rotation shaft, a seventh rotation shaft selectively connected to the sixth rotation shaft or the transmission housing, and an eighth rotation shaft directly connected to the output shaft, and selectively connected to the sixth rotation shaft.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft into which power of an engine is input, an output shaft that outputs shifted power, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first rotational shaft selectively connected to a transmission housing, a second rotational shaft directly connected to the input shaft, a third rotational shaft selectively connected to the transmission housing, a fourth rotational shaft selectively connected to the first rotational shaft and the second rotational shaft, a fifth rotational shaft, a sixth rotational shaft selectively connected to the first rotational shaft, a seventh rotational shaft directly connected to the output shaft, and selectively connected to the fifth rotational shaft, an eighth rotational shaft, and six friction elements.

Abstract: An automatic transmission includes a second planetary gear mechanism having a sun gear, a carrier, and a ring gear being defined as first, second and third elements, respectively, when a single pinion type planetary gear mechanism is applied; the carrier, the ring gear, and the sun gear being defined as the first, second, and third elements, respectively, when a double pinion type is applied; a first brake, a switching clutch being switchable to a first position where the third element is selectively fixed to a housing; a first clutch, a second clutch, a third clutch, and a fourth clutch. The first brake fixes a sun gear of a first planetary gear mechanism to the housing, the switching clutch fixes the third element to the housing, and the fourth clutch connects the second element to a carrier of the third planetary gear mechanism when establishing a reverse speed stage.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque, a first planetary gear set including first, second, and third rotation elements, a second planetary gear set including fourth, fifth, and sixth rotation elements, a compound planetary gear set formed by combining third and fourth planetary gear sets and including seventh, eighth, ninth, and tenth rotation elements, a fifth planetary gear set including eleventh, twelfth, and thirteenth rotation elements, and six friction elements disposed between at least one rotation element among thirteen rotation elements and another rotation element or the input shaft, or between at least one rotation element among the thirteen rotation elements and a transmission housing.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque, a first planetary gear set including first, second, and third rotation elements, a second planetary gear set including fourth, fifth, and sixth rotation elements, a compound planetary gear set formed by combining third and fourth planetary gear sets and including seventh, eighth, ninth, and tenth rotation elements, a fifth planetary gear set including eleventh, twelfth, and thirteenth rotation elements, and six friction elements disposed between at least one rotation element among thirteen rotation elements and another rotation element or the input shaft, or between at least one rotation element among the thirteen rotation elements and a transmission housing.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque, a first planetary gear set including first, second, and third rotation elements, a second planetary gear set including fourth, fifth, and sixth rotation elements, a compound planetary gear set formed by combining third and fourth planetary gear sets and including seventh, eighth, ninth, and tenth rotation elements, a fifth planetary gear set including eleventh, twelfth, and thirteenth rotation elements, and six friction elements disposed between any one rotation element among thirteen rotation elements and another rotation element or the input shaft, or between any one rotation element among the thirteen rotation elements and a transmission housing.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque, a first planetary gear set including first, second, and third rotation elements, a second planetary gear set including fourth, fifth, and sixth rotation elements, a compound planetary gear set formed by combining third and fourth planetary gear sets and including seventh, eighth, ninth, and tenth rotation elements, a fifth planetary gear set including eleventh, twelfth, and thirteenth rotation elements, and six friction elements disposed between at least one rotation element among thirteen rotation elements and another rotation element or the input shaft, or between at least one rotation element among the thirteen rotation elements and a transmission housing.

Abstract: Infinitely variable motion control (IVMC) using Transgear gear assemblies provides rotary motion control without any requirement for connecting or disconnecting gear meshes or use of a clutch. A bevel, miter, ring or spur gear Transgear gear assembly may be defined as a gear assembly having three or four of variables, input, output and control, assigned in a manner so as to provide, for example, one of accumulation of inputs and direction control. A four variable Transgear gear assembly may be one of a spur gear Transgear gear assembly having an additional ring gear surrounding a set of planetary gears or a bevel gear Transgear gear assembly having a double bevel gear, an outer bevel gear and a bevel gear meshing to the outer bevel gear sleeve surrounding an inner beveled gear and comprising three orthogonal carrier shafts.

Abstract: A variable-speed belt drive includes at least: two shafts that can be positioned in a substantially parallel manner; two variably interspaced flange pulleys, one driving, the other driven, one carried by one, the other by the other of the shafts, the pulleys being interconnected by the belt; a speed-variation device controlled by the action of the flanges of the driving pulley being brought together or interspaced; and elements for recalling the flanges in a close position. The speed-variation device is manually controlled and the shaft of the driven pulley is provided with at least one idler member having an outer peripheral surface mounted on the shaft in a freely rotating manner, and around which the belt can wind at least partially in the interspaced position of the flanges of the driven pulley, corresponding to the position with the smallest diameter for the winding of the belt around the shaft.

Abstract: A driving mechanism including a first rod (103a), a second rod (104a), a first planar motor (106) moving on a plane, a center planar motor (105) moving on the plane and a moving portion (101), in which one end of the first rod is rotatably connected to the moving portion by a first rotation fulcrum (125a), the other end of the first rod is rotatably connected to the first planar motor by a second rotation fulcrum (126a), one end of the second rod is rotatably connected by a third rotation fulcrum (128a) provided on the first rod. The other end of the second rod is rotatably connected to the center planar motor by a fourth rotation fulcrum (127a), and the moving portion is moved so as to recede from the center planar motor when the first planar motor is moved near to the center planar motor.

Abstract: A ball screw has a nut formed with a helical ball rolling groove on its inner circumference. A screw shaft is formed with a helical ball rolling groove on its inner circumference. The screw shaft is inserted into the nut. A number of balls are rollably contained within a ball rolling passage formed by oppositely arranged helical ball rolling grooves of the nut and the screw shaft, respectively. The nut is made of case hardened steel. The ball rolling groove is formed by cutting and surface hardening, by vacuum carburizing hardening, without any after-processing.

Abstract: A hydrostatic assembly employing a 1st hydraulic piston drive unit is described in which the output is increased without using additional servo assemblies by incorporating a 2nd hydraulic piston drive unit, coupling the drive shafts of both drive units together, and employing a common means to simultaneously adjust displacement of both the 1st and 2nd hydraulic piston drive units. In such embodiments, coupling the drive shafts together such that the 1st hydraulic piston drive unit is rotationally offset with respect to the 2nd hydraulic piston drive allows for a reduction in the amplitude of pressure pulsations associated with the hydrostatic assembly output, thereby smoothing out operation and improving durability.

Abstract: An output rotary member is coupled to a turbine and rotatable relatively to a clutch portion. First elastic members elastically and rotation-directionally couple the clutch portion and the output rotary member. A dynamic damper device is coupled to any of members forming a power transmission path from the clutch portion to the output rotary member and includes a damper plate having a plurality of circumferentially extending first openings and to be rotated together with the output rotary member. The dynamic damper device also includes inertia members disposed on both axial sides of the damper plate and rotatable relatively to the damper plate, each of the inertia members having circumferentially extending second openings located to oppose the first openings. The dynamic damper device further includes second elastic members accommodated in the first openings and the second openings, the second elastic members elastically coupling the damper plate and the inertia members.

Abstract: The present disclosure relates to a limited-slip clutch system and method. In one aspect, the limited-slip clutch actuation system can include a hydraulic pump operated by a variable speed drive wherein the pump can be configured to generate hydraulic flow in a hydraulic circuit including an actuation branch line that actuates a clutch. The circuit may also include a flow regulating valve for regulating a hydraulic fluid flow rate through the hydraulic circuit wherein the flow regulating valve can be configured to prevent the hydraulic fluid flow rate from exceeding a set maximum flow rate regardless of a magnitude of the hydraulic pressure in the hydraulic circuit. In operation, the pump speed can be controlled based on a command pressure set point and the measured pressure in the actuation branch line and to minimize operational costs by operating the pump at a transition region of the system pressure-pump speed curve.

Abstract: To prevent decrease in assembling precision of the differential device and enable avoiding decrease in transmission efficiency even when a tooth portion is formed in an outer peripheral portion of an input member. The differential device includes: a differential case; and a differential mechanism housed in the differential case and distributively transmitting rotational force of the differential case to a pair of mutually-independent output shafts. The differential case includes the input member including an input part which receives the rotational force, an end portion of the input member on at least one side in an axial direction thereof being opened, and at least one cover portion covering the opened end portion of the input member on the one side in the axial direction.

Abstract: A drive train protection system includes an input pulley providing rotary movement to an implement drive gearbox, at least one sensor, and at least one clutch selectively engagable to provide rotary movement to the input pulley from the driver. The sensor is disposed to sense the rotation of an annular toothed surface of the input pulley to monitor input pulley speed and provide a signal indicative of the speed. The clutch is disengagable to disengage the input pulley from the driver in response to the signal indicative of the speed of the input pulley.

Abstract: A harmonic damper for use in vehicular accessory drive systems. The harmonic damper includes a one-piece inertia ring manufactured from a sheet metal blank using a cold forming process to define a series of interconnected folded ring sections.

Abstract: A key pulley segment in a synchronized, segmentally interchanging pulley transmission system is either first or last in a pulley segment set to engage an endless member. The first or last key segment teeth to engage or disengage, respectively, are shortened or completely trimmed, and the adjacent pulley segment to the key segment is elongated such that the inward portion of the tooth profile extends toward the key segment. Shortened tooth or teeth and an elongated adjacent segment together allow for many pulley segments to be designed as key segments. Completely trimmed teeth may be engineered to create a supporting surface for the endless member on the key segment. The elongated adjacent segment may have an extending portion which slidably mates with the supporting surface of the key segment, thereby receiving radial support therefrom.

Abstract: A drive transmission device includes a shaft supporting member attached to a drive frame. The shaft supporting member rotatably supports a driving shaft. The shaft supporting member includes two bearing surfaces for rotatably holding the driving shaft, where the two bearing surfaces are disposed so as to be on a straight line, and a boss portion having the center thereof located on the straight line for positioning the drive transmission device relative to the drive frame.

Abstract: A handheld tool device having at least one first gear housing, having at least one second gear housing, and having a bracket holder unit provided for connecting the two gear housings. It is provided that in the assembled state the bracket holder unit is situated at least in an area of contact of the gear housings in an opening of at least one of the gear housings.

Abstract: A connecting device for connecting a pellet chamber to a gearbox, includes an adapting disc and an annular adapter. The adapting disc has a front side fixedly connected with the pellet chamber, a rear side fixedly connected with a front side wall of the gearbox, and a through hole disposed at a middle part. The power of the gearbox is outputted from the through hole of the adapting disc. The annular adapter is laminated around the through hole of the adapting disc from the front side of the adapting disc, and fixedly connected with the front side wall of the gearbox. The adapting disc uniformly distributes the gravity of the pellet chamber and the impact force from the pellet chamber to the front side wall of the gearbox, thereby avoiding the gearbox from being broken due to impact.

Abstract: A cover for an axle carrier assembly having a carrier-mounting surface on a first side, vehicle-mounting surfaces on a second side, and first and second support ribs extending between the vehicle-mounting surfaces on the second side to provide support for the axle carrier assembly. The first and second support ribs may extend across the second side of the cover connecting the vehicle-mounting surfaces to each other. The first and second support ribs may extend opposite from and adjacent to the carrier-mounting surface. A section of the second support rib may extend below a horizontal centerline on the cover.

Abstract: A gearbox for a gear motor assembly has a housing defining a chamber and an opening in communication with the chamber. A stationary shaft has one end mounted to a bottom of the chamber and the other end extends toward the opening. A worm wheel is rotatably mounted on the stationary shaft and disposed in the chamber. An output gear connected to the worm wheel protrudes out of the chamber. A cover seals the opening of the chamber. The cover has an annular cover plate with an inner bore and an inner flange extending from an edge of the inner bore towards the bottom of the chamber. The worm wheel has a cylindrical boss that is supported by the inner flange against lateral movement.

Abstract: A transmission oil cooler adapter is configured to mount to a transmission case and direct transmission oil to and from a transmission oil cooler. The transmission oil cooler adapter includes a housing surrounding a body wherein the body further comprises a first side, a second side and a central opening. A first hose barb and a second hose barb are mechanically coupled to the first side. A longitudinal bore is connected to the first hose barb and traveling through the body. A blind bore is connected to the second hose barb connected to the central opening with a transverse bore. A bolt is inserted through the central opening and attaching the housing to the transmission case. The transmission oil travels through the body and into the transmission case then from the transmission case to the transmission oil cooler in order to cool the transmission oil.

Abstract: In a differential device, even when tooth portions of side gears are placed farther from output shafts due to increase in diameter of the side gears or even when a pinion rotates at high speed, seizure in meshing portions of the pinion and the side gears and a sliding portion of the pinion is prevented effectively. The side gears each include a shaft portion connected to corresponding one of the output shafts, and a flat intermediate wall portion integrally connecting the shaft portion and the tooth portion of the side gear separated outward from the shaft portion in a radial direction of an input member. A through oil passage is formed in the intermediate wall portion of at least one side gear, both ends of the through oil passage being respectively opened in inner and outer side surfaces of the intermediate wall portion.

Abstract: A planetary gearbox such as a differential gearbox, having a planet carrier, to which planet wheels, which interengage with at least one sun wheel, are rotatably attached, wherein the planet carrier can be connected to a drive wheel, such as a face gear, wherein furthermore a rolling-contact bearing having rolling elements and comprising two bearing rings, namely an inner bearing ring and an outer bearing ring, rotatably supports the planet wheel on a stationary housing, such as a gearbox housing, in a manner determining the position axially and/or radially, wherein at least one of the bearing rings forms a raceway for the rolling elements to roll thereon, wherein the inner bearing ring has a channel to embrace a carrier element, such as a section of the housing or of the planet carrier.

Abstract: A gearing arrangement, comprising a planetary stage comprising a planet carrier arranged to rotate around a transmission shaft, a plurality of planet pins each planet pin comprising respective first and second end regions, planet gears arranged on the planet carrier and seated on the plurality of planet pins, and at least one sun gear, and a spur gear arranged to direct torque into the planet carrier, wherein the planet carrier comprises a cage element axially arranged on the spur gear, and the plurality of planet pins are arranged within the spur gear and radially supported in the cage element with the respective first end regions arranged to face the spur gear and the respective second end regions arranged to face away from the spur gear.

Abstract: An automotive transmission includes a shift lever configured to move in one direction to select a shift stage. a housing formed to enclose one side of the shift lever; and a transmission sensing module positioned inside the housing to sense at least one of the transmission modes or the shift stages which are selected by the shift lever, wherein the transmission sensing module includes, a printed circuit board, at least one component configured to include a connection terminal electrically connected to the printed circuit board and to be operated depending on the selected transmission mode or shift stage, at least one component operated depending on at least one of the selected transmission modes or the shift stages and a cover part configured to be coupled with one surface of the printed circuit board and apply a pressure to the connection terminal to adhere to the printed circuit board.

Abstract: A hybrid system includes an engine, a speed change device, a differential device, a rotary machine, a first engagement device, a case, and a cover wall. The first engagement device is configured to shift the speed change device, and be actuated by hydraulic pressure. The first engagement device includes a first oil chamber. The rotary machine is arranged between the first engagement device and the engine. The case houses the rotary machine, the speed change device, the differential device, and the first engagement device, and is connected to the engine and has an opening on the engine side. The cover wall covers the opening, and operating oil is supplied to the first oil chamber via the cover wall.

Abstract: A hydraulic control system for a transmission is provided. The hydraulic control system includes a source of pressurized hydraulic fluid that communicates with an electronic transmission range selection (ETRS) subsystem. In one example, the ETRS subsystem includes an ETRS enablement valve, an ETRS control valve, a park servo that controls a park mechanism, a plurality of solenoids, and a park inhibit solenoid assembly.

Abstract: An apparatus for multiplexing gear engagement control in an automatic transmission is provided. At least two friction engagement devices are configured to selectively engage and disengage a different gear ratio of the transmission. A trim system is configured to selectively supply engagement and disengagement pressures to at least one fluid passageway. A first control valve is fluidly coupled directly to the at least one fluid passageway and directly to each of the at least two friction engagement devices. The first control valve is configured to selectively route the engagement and disengagement pressures through the first control valve directly to the at least two friction devices.

Abstract: The present invention relates to a method and apparatus for controlling a transmission of a vehicle and, more particularly, to a method and apparatus for controlling synchronization of a synchronizer included in a transmission. The method includes determining a speed change mode of a vehicle and a target time corresponding to the speed change mode; calculating a difference in speed between an input shaft and an output shaft with respect to a current time; calculating a speed increment or decrement of the output shaft from the current time to the target time; calculating a synchronization torque using the difference in speed and the speed increment or decrement; determining a target displacement of a synchronizer using the synchronization torque; and controlling the synchronizer according to the target displacement and recognizing a sleeve with a clutch gear.

Abstract: A method for operating an automatic transmission includes determining at least one of an elapsed time from adjusting a first one of at least one positive-locking shift element towards a closed configuration or a differential speed rotation of the first one of the at least one positive-locking shift element and shifting the automatic transmission to a substitute gear if the elapsed time from adjusting the first one of the at least one positive-locking shift element towards the closed configuration reaches or exceeds a time limit and/or the differential speed rotation of the first one of the at least one positive-locking shift element reaches or exceeds a rotational speed limit. A related transmission control device for an automatic transmission is also provided.

Abstract: A method for operating an automatic transmission includes shifting the automatic transmission to a substitute gear if, after adjusting a first one of at least one positive-locking shift element towards a closed configuration, the first one of the at least one positive-locking shift element occupies an intermediate position. The first one of the at least one positive-locking shift element does not participate in the transmission of power in the substitute gear. A related transmission control device for an automatic transmission is also provided.

Abstract: A drive shaft protection apparatus may include a Revolutions Per Minute RPM) detection device configured to detect an RPM of an engine and of a turbine, a gear-shifting detection device configured to detect a lever position of a transmission, a steering-angle detection device configured to detect a steering angle, an accelerator pedal position detection device configured to detect a displacement of an accelerator pedal, an engine-torque detection device configured to detect an engine torque of a vehicle, a loss-torque detection device configured to detect loss torque of the vehicle, and a controller configured to change a limit torque based on a bending angle of a drive shaft upon receiving the steering angle, and variably perform engine torque reduction control in a manner that torque applied to the drive shaft does not exceed the limit torque in response to output signals of the respective detection device.

Abstract: A hydraulic actuating device is provided for a positive-locking shifting element of a transmission with a cylinder, in which a piston is arranged in a manner displaceable between a first end position and a second end position. The piston is a stepped piston and, with the cylinder, bounds an additional pressure chamber, which is connected to a first pressure chamber and/or a second pressure chamber through at least one hydraulic line. The volume of the additional pressure chamber decreases during an actuating movement of the piston in the direction of the first end position and increases during an actuating movement of the piston in the direction of the second end position. The degree of locking of the connection between the additional pressure chamber and the first pressure chamber and/or the second pressure chamber increases through the cylinder from a defined actuating path of the piston prior to reaching the first end position up to the first end position.

Abstract: A method is used to control a hydrostatic drive including a drive machine, a hydraulic pump coupled to the drive machine, and a hydraulic motor coupled to the hydraulic pump via a hydraulic working circuit. In the method, at least one of multiple manipulated variables of the hydrostatic drive is ascertained and set, in the course of a precontrol, from a specified setpoint value for at least one of the controlled variables, including a pressure in the hydraulic working circuit, a speed of the hydraulic pump, and an output variable of the hydrostatic drive. In the method, the remaining controlled variables and/or manipulated variables are automatically updated.

Abstract: A vehicle control device has a controller configured to control a hydraulic pressure required for shifting of a sub-transmission based on an input torque to the sub-transmission during the coordinated shift, and to execute limitation processing in which, when an instruction to execute specific control causing fluctuation in the input torque to the sub-transmission during the coordinated shift is issued, execution of the specific control is prohibited or the specific control is executed by limiting a control amount.

Abstract: Provided is a simple cancellation mechanism achieving the size reduction and the reduced number of components. This cancellation mechanism includes body portions 21, 23 attached to a rotatable spindle and connected to an automatic transmission via the spindle; a rotary lever 22 attached to the body portions 21, 23 to rotate about the spindle and configured to rotate in response to input from a shift lever device; and an actuator 24 disposed on one of the rotary lever 22 and the body portions 21, 23 and configured to move between a coupling position at which the rotary lever 22 and the body portions 21, 23 are coupled together and a decoupling position at which coupling between the rotary lever 22 and each body portion 21, 23 is canceled.

Abstract: A screw gland assembly that comprises a body having threads formed on an outer surface of the body. A piston retainer coupled to the body, and a piston disposed within the body. A biasing member disposed between the piston retainer and the piston such that the piston is moveable relative to the body against a bias force of the biasing member.

Abstract: A tandem master cylinder primary piston, includes a tandem master cylinder primary piston arrangement formed from a body equipped with a skirt and separating the rear of the primary piston on the pushrod side from the front, turned toward the primary chamber, this front cavity housing the return spring and its telescopic guide, one extremity of the spring resting against the back of the front cavity and, the other extremity, against an exterior flange of the telescopic guide, in which the piston is of plastic material, and in which the guide of the return spring is formed of a retention sleeve equipped with a flange for support of the front of the return spring, and a headed rod passing through the sleeve and, when extended, retained by its head against the back of the sleeve, the rod being screwed to the back of the front cavity of the primary piston.

Abstract: A piston ring for a piston of an internal combustion engine or a compressor may include a substantially annular shaped body defining an inner surface facing towards a groove configured to receive the body, an upper surface facing towards a combustion chamber and extending substantially at a right angle to the inner surface, and a lower surface disposed substantially opposite the upper surface. A layer of thermally insulating coating may be disposed at least partially on at least one of the inner surface, the upper surface and the lower surface.