Abstract: A transmission for a vehicle may include a first planetary gear set, a second planetary gear set, a third, planetary gear set, and a fourth planetary gear set each including three rotary elements, and a plurality of friction members, in which the friction members are connected to at least one or more of the rotary elements of the planetary gear sets and control rotation of the rotary elements.

Abstract: A transmission for a vehicle includes first, second, third and fourth planetary gear set, and a plurality of friction members. Each planetary gear set includes three rotating elements. The friction elements selectively and operably connect the rotating elements of the planetary gear sets to control rotation of the rotating elements. The transmission improves fuel efficiency by increasing the number of gears and enhances driving stability of the vehicle using an operating point in a low RPM range of the engine.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving rotary power of an engine, an output shaft outputting the rotary power with rotary speed changed, a first planetary gear set including a first, a second, and a third rotating element, a second planetary gear set including a fourth, a fifth, and a sixth rotating element, a third planetary gear set including a seventh, an eighth, and a ninth rotating element, a fourth planetary gear set including a tenth, a eleventh, and a twelfth rotating element, and seven control elements disposed between one of the rotating elements and another of the rotating elements or the input shaft, between one of the rotating elements and the output shaft, or between one of the rotating elements and a transmission housing.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving power from an engine, an output shaft outputting power changed in speed, a first planetary gear set which has first, second, and third rotating elements, a second planetary gear set which has fourth, fifth, and sixth rotating elements, a third planetary gear set which has seventh, eighth, and ninth rotating elements, a fourth planetary gear set which has tenth, eleventh, and twelfth rotating elements, and six control elements disposed between the rotating elements, and disposed at positions where the rotating elements are selectively connected to a transmission housing.

Abstract: A multi-stage transmission for vehicle includes an input shaft, an output shafts, first to fourth planetary gear devices each having three rotary elements and transmitting rotary forces between the input and output shafts, and at least six shifting elements connected to the rotary elements of the planetary gear devices. Of the first planetary gear device, the first rotary element is permanently connected to the input shaft and the second rotary element of the third planetary gear device, the second rotary element is installed to be fixable by any one of the shifting elements and variably connected to the first rotary element and third rotary element of the second planetary gear device, and the third rotary element is permanently connected to the second rotary element of the second planetary gear device.

Abstract: A multi-stage transmission for a vehicle includes an input shaft, an output shaft, first to fourth planetary gear devices disposed between the input shaft and the output shaft to transmit rotary forces and each of them having three rotary elements, and at least six shifting elements connected to the rotary elements of the planetary gear devices. Of the first planetary gear device, the first rotary element is permanently connected to the input shaft and a second rotary element of the third planetary gear device, a second rotary element is installed to be fixable by any one of the shifting elements and variably connected to a first rotary element of the second planetary gear device, and a third rotary element of the first planetary gear device is permanently connected to a second rotary element and variably connected to a first rotary element of the fourth planetary gear device.

Abstract: The present disclosure provides a belt auto-tensioner that automatically adjusts tension of a belt for rotational force transmission between an engine and auxiliary machinery components, the belt auto-tensioner comprising: an upper cover that is provided with a pulley being in contact with the belt and has a receiving space provided so as to be spaced apart from the pulley; a tensioner body that is inserted into the receiving space, and provides friction attenuation to the upper cover when the upper cover rotates in a direction opposite to a direction of tension applying engagement by the tension of the belt; and a friction unit that is installed on an inner surface of the receiving space, and is formed so as to rub against an outer surface of the tensioner body when the upper cover rotates.

Abstract: A generator belt drive of an internal combustion engine, having a generator arrangement with a generator (1) having a belt pulley (6) and a belt tensioner (2). The generator arrangement includes the following: —a first tensioning lever (8) with a first tensioning roller (4), —a second tensioning lever (9) with a second tensioning roller, these tensioning rollers being arranged in front of and behind the belt pulley in a circulating direction of the belt (3) and applying a pretensioning force onto the belt, —a spring (7) arranged between the tensioning levers and which moves the tensioning rollers towards each other, thereby generating the pretensioning force, —and a locking arrangement (11), by which the tensioning levers can be locked relative to each other in a position in which the tensioning rollers are moved away from each other, thereby reducing or canceling the pretensioning force.

Abstract: In some aspects, reciprocating engines can include a drive mechanism for generating a rotational motion output from reciprocating piston assembly, where the drive mechanism includes an axially translating y-axis component to reciprocate along a y-axis with the piston assembly; an x-axis component: i) configured to reciprocate substantially perpendicularly to the y-axis, ii) having an internal ring gear, and iii) having an orbital engagement component substantially concentric with the internal ring gear; an output shaft assembly having an output pinion gear engaging tangentially with the internal ring gear; and a stationary engagement component substantially concentric with the output shaft assembly, the stationary engagement component interfacing with the orbital engagement component, the interfacing between the stationary engagement component and the orbital engagement component applying a force to the x-axis component to maintain contact between the internal ring gear and the output pinion gear.

Abstract: A positioning device, comprising a base element, a carrier element to be positioned relative to the base element along a z-axis as well as at least one first, second, third and fourth slide element, wherein the first, second, third or fourth slide element on the one hand is disposed displaceably by means of a first, second, third or fourth base guide device along a first, second, third or fourth base line on the base element and on the other hand by means of a first, second, third or fourth ascent guide device along a first, second, third or fourth ascent line on the carrier element, wherein the first, second, third or fourth ascent line and the first, second, third or fourth base line run in a projection along the z-axis parallel to one another and with respectively constant different angles of inclination relative to the z-axis.

Abstract: A positioning device, comprising a base element, a carrier element to be positioned relative to the base element along a z-axis as well as at least one first and one second slide element, wherein the first or second slide element on the one hand is disposed displaceably by means of a first or second base guide device along a first or second base line on the base element and on the other hand by means of a first or second ascent guide device along a first or second ascent line on the carrier element, wherein the first or second ascent line and the first or second base line run in a projection along the z-axis parallel to one another and with respectively constant different angles of inclination relative to the z-axis, and wherein the first and the second ascent guide device are arranged with respect to one another in such a manner that in at least one projection perpendicular to the z-axis, the first and the second ascent line are inclined opposite to one another relative to the z-axis.

Abstract: A two-speed active transfer case is disclosed having an input shaft adapted to receive drive torque from a powertrain, a rear output shaft adapted for connection to a rear driveline and aligned with the input shaft for rotation about a first rotary axis, a front output shaft adapted for connection to a front driveline and aligned for rotation about a second rotary axis, a transfer mechanism driven by the rear output shaft, a two-speed range mechanism operably disposed between the input shaft and the rear output shaft, a range shift mechanism for controlling operation of the two-speed range mechanism, a mode mechanism operably disposed between the transfer mechanism and the front output shaft, and a mode shift mechanism for controlling operation of the mode mechanism.

Abstract: A variable displacement linkage mechanism includes a slider mechanism, a cam, a connecting link, a rocker link, and a cam follower. The connecting link is coupled to the slider through a first revolute joint. The rocker link includes a rocker end and a ground end. The rocker end is coupled to the connection link through a second revolute joint, and the ground end is coupled to ground through a third revolute joint. The cam follower is coupled to the connecting link and engages the cam. A location of the third revolute joint is adjustable relative to the first revolute joint.

Abstract: A transaxle comprises a transaxle casing, axle, brake, brake arm, first and second link members, and relay arm. The brake includes a brake operation shaft pivotally supported by the transaxle casing for shifting between brake activation and inactivation states. A starting end of the first link member is connected to a manipulator, and a terminal end of the second link member is connected to the brake arm. The relay arm is pivotally centered on a first pivotal axis outside of the transaxle casing, and includes a first arm portion extended from the first pivotal axis to a first end and a second arm portion extended from the first pivotal axis to a second end. A terminal end of the first link member is connected to the first arm portion, and a starting end of the second link member is connected to the second arm portion.

Abstract: A modular electronic control system for a differential is described. Such a control system can contain an actuator and sensor in the differential casing and a connection between these elements in the differential casing and a controller outside the differential. The controller can be in the form of a printed circuit board residing in a control housing attached to the differential casing. In alternative embodiments, the controller may also be more distally located in the vehicle, where the controller housing contains means for conducting electrical signals from the interior of the differential casing to the vehicle without containing a printed circuit board. The controller may also contain a thermally conductive portion for dissipating heat generated by the controller.

Abstract: A bevel gear wheel end assembly having a housing, an input bevel gear, at least one driven bevel gear and a stationary bevel gear. The input bevel gear meshes with at least one driven bevel gear, at least one driven bevel gear is mounted on a shaft fixed relative to the housing, and at least one driven bevel gear meshes with the stationary bevel gear such that rotation of the input bevel gear about a drive axis at a first speed causes rotation of the housing about the drive axis at a second speed. An oil relief arrangement is provided in the shaft of at least one driven bevel gear.

Abstract: According to one embodiment, a gear includes a steel portion that is oriented on a center axis. The steel portion includes a hub, a cylindrical rim, a web, and a plurality of engagement features. The hub is centered about the center axis. The rim has an exterior surface and an interior surface that surrounds the hub and is centered about the center axis. The web extends from an exterior surface of the hub to the interior surface of the rim. The engagement features are on the exterior surface of the cylindrical rim. The gear also includes a first composite piece adjacent to a first side of the web, the first composite piece extending from the hub to the interior surface of the rim, wherein the first composite piece does not extend past the hub towards the center axis.

Abstract: According to an embodiment of the invention, a cover for use on a drive is provided. The cover is adapted to be received by a feature on the drive. The cover includes a body and a mount. The mount is operably associated with the body. The mount is also adapted to cooperate wit the feature on the drive to removeably secure the cover to the drive. The mount and the body are separate components.

Abstract: A power transmission gearbox provided with at least one lubrication system including a lubrication pump. The lubrication pump is in fluid flow communication with a fluid flow circuit leading to at least one spray means. The gearbox includes an emergency tank suitable for containing a lubrication fluid, the emergency tank being in fluid flow communication with the fluid flow circuit, the emergency tank being connected by at least one pipe to the fluid flow circuit upstream from each spray means, the lubrication fluid being moved in the fluid flow circuit to each spray means by a gas that is set into motion by the lubrication pump in the event of a leak of the lubrication liquid.

Abstract: An external cooling circuit for an integrated transaxle includes an integrated transaxle having a casing and a motor and a pump contained within the casing. The pump is connected to and actuable by an input shaft extending from the casing. The motor is connected to an output shaft extending from the casing. Hydraulic fluid is circulated in the casing by the pump to drive the motor. First and second ports are formed in the casing and a charge pump is contained within the casing. A reservoir is external to the casing. The reservoir is in fluid communication with the first and second ports of the casing such that the charge pump is configured to create a vacuum at the second port to cause hydraulic fluid to exit the casing through the first port, enter the reservoir, and re-enter the casing through the second port.

Abstract: A worm drive system is provided. The worm drive system having: a motor for rotating a worm, the worm having a bearing surface rotatably received by a bearing surface integral with a housing the worm is located in, wherein a lubrication reservoir is located proximate to the bearing surface of the worm such that lubricants located in the reservoir are dispersed onto the bearing surface of the worm.

Abstract: A gas turbine engine includes a gearbox including a sun gear, annulus gear, plurality of planet gears and a planet gear carrier. Each planet gear is rotatably mounted in the planet gear carrier by a planet gear bearing. A lubrication system is arranged to supply lubricant to the planet gear bearings and at least one of the sun gear, the planet gears and the annulus gears. The planet gear carrier includes an annular extension. The lubrication system includes an annular member arranged around annular extension to define an annular chamber which is sealed at its ends to the planet gear carrier and which contains a reserve of lubricant. The annular member has an inlet to supply lubricant into the annular chamber and the planet carrier has a first passage to supply lubricant to the sun, planet or annulus gear and a second passage to supply lubricant to planet gear bearings.

Abstract: A transmission (101) with at least one planetary carrier (102), at least one ring gear (103), at least one planetary gearwheel (105), at least one planetary bolt (107), one or more planetary bearings (109) and at least one sun gear (111). The planetary bolt (107) is fixed into the planetary carrier (102). The planetary gearwheel (105) is mounted to rotate on the planetary bolt (107) by way of the planetary bearing (109). The planetary gearwheel (105) meshes with the ring gear (103) and/or the sun gear (111). The transmission (101) includes at least one nut (123). The nut (123) screws onto an external thread (121) of the planetary bolt (107). The planetary bearings (109) are axially fixed by the nut (123) and a shoulder (125) of the planetary bolt (107).

Abstract: A shift system and methodology for an automatic transmission of a vehicle is provided. The shift system includes a paddle shifter system configured to be controlled to manually shift gears of the transmission, and a manual gate console shifter system configured to be controlled to manually shift the gears of the transmission when in a manual gate shifting mode. A shift control system is configured to control shifting behavior of the transmission based on whether the paddle shifter system or manual gate shifting mode is activated. When the paddle shifter system is activated, the shift control system automatically upshifts a gear of the transmission when a speed of the engine exceeds a predetermined speed, and when the manual gate shifting mode is activated, the shift control system prevents automatically upshift a transmission gear when the speed of the engine exceeds the predetermined speed.

Abstract: A transmission for a vehicle is provided and includes a plurality of button portions that each include a button and a light emitting portion and the button is pushed to select a gear shift stage. The light emitting portion includes a light source. A gear shift condition determination unit determines gear shift conditions. Additionally, a controller is configured to determine a current gear shift stage and a selectable gear shift stage that corresponds to the gear shift conditions. The controller further turns on the light source included in the light emitting portion included in the button portions that corresponds to the current shift gear shift stage and the selectable gear shift stage. The light emitting portion that corresponds to the current gear shift stage and the light emitting portion that corresponds to the selectable gear shift stage are configured to emit light having different brightness levels or different colors.

Abstract: Method for controlling the transfer of torque of a force-fitting shift element (K0), which can be closed by a closing pressure acting on a piston (K), whereas, in order to control the closing pressure, a control valve (V) is configured, depending on a control signal of a control unit (ECU), through the setting of the valve lift (V_s), to transmit the system pressure (p_sys) of a hydraulic circuit (K1) to the piston (K), or to reduce it as needed, whereas, upon the presence of a closing request at the shift element (K0) and a prevailing system pressure (p_sys) of the hydraulic circuit (K1) above a threshold value for the system pressure (p_sys-t), the closing pressure is controlled at least temporarily in a manner different than when it is controlled upon the presence of a closing request at the shift element (K0) and a prevailing system pressure (p_sys) below the threshold value for the system pressure (p_sys-t).

Abstract: An automatic transmission of this invention includes a plurality of engaging mechanisms, and the plurality of engaging mechanisms include a mechanical engaging mechanism that functions as a brake. The mechanical engaging mechanism can switch a rotational element between a first state in which rotation is restricted only in one direction and a second state in which rotation is restricted in both directions. When switching from the first state to the second state, engagement control is started in advance for at least one of the plurality of engaging mechanisms to be set in an engaging state.

Abstract: Two brakes of a transmission utilize the transmission front support as a clutch housing. One brake, which selectively holds a sun gear against rotation, is located on the inside of a cylindrical wall of the front support. A second brake, which selectively holds a ring gear against rotation, is located on the outside of the cylindrical wall. The clutch pack of the inner brake is splined to the inner surface of the cylindrical wall. The reaction plate of the first clutch pack includes radial fingers that extend between axial fingers of the cylindrical wall. The portion of the reaction plate that extends to the outer side of the cylindrical wall provides a reaction for a return spring of the outer brake.

Abstract: A control device for a continuously variable transmission of a vehicle includes: a shift control section being configured to perform a rough road corresponding control to increase the hydraulic pressure supplied to the secondary pulley to a value larger than the hydraulic pressure at a smooth road judgment at which the smooth road is judged, at a rough road judgment at which the rough road is judged, and thereby to increase the clamping force of the secondary pulley with respect to the circular belt member; and a rotation speed control section being configured to control the transmission gear ratio at the rough road judgment so that a rotation speed of the primary pulley becomes equal to or greater than a lower limit rotation speed which is previously set.

Abstract: A control device for a continuously variable transmission of a vehicle includes a shift control section being configured to perform a rough road corresponding control to increase the hydraulic pressure to a value larger than the hydraulic pressure at a smooth road judgment at which the smooth road is judged, at a rough road judgment at which the rough road is judged, and when a line-pressure-up control condition is satisfied at the rough road judgment, the line pressure control section being configured to increase the line pressure to be greater than the line pressure when the line-pressure-up control condition is not satisfied.

Abstract: A vehicle manual transmission includes: shift fork shafts; shift forks; sleeves; and gear pieces. Each of the shift forks is coupled with the shift fork shaft so as to be moved together. Each of the sleeves has an annular shape. The sleeve includes an annular sliding groove to be fitted to the shift fork on an outer peripheral surface of the sleeve. The sleeve includes peripheral edges forming annular planes as viewed in the longitudinal direction of the shift fork shaft. Each of the gear pieces includes outer peripheral teeth to be meshed with inner peripheral teeth formed on an inner peripheral surface of the sleeve when the sleeve is moved in accordance with the gear shift operation. The shift fork shaft or the shift fork includes a restricting member that abuts to the peripheral edge so as to restrict a movement of the sleeve in a longitudinal direction.

Abstract: A piston assembly includes a piston with a first cap disposed on a first end of the piston and a second cap disposed on a second end of the piston. A piston cross-member is in between the first cap and the second cap. A cover is formed with the piston cross-member and extends between the first cap and second cap.

Abstract: Internal combustion engines use piston rings to provide a necessary seal between the piston and cylinder wall. The piston rings are designed to seal in the gases produced above the piston during the combustion process. The more intimate the contact between the piston ring and cylinder wall, the more effective this seal will be. The more effective the seal, the more power produced by the engine. Ideally, the entire outer piston ring surface should tightly and completely contact the cylinder wall. The contact of the ring against the cylinder wall produces a constant frictional force on the ring and cylinder wall during normal engine operation. The frictional force causes the outer surface edge of the piston ring to wear. Piston rings used in an internal combustion engine comprise a base metal formed into a ring. The base metal has a low resistance to frictional wear. To reduce the wear on the ring, plating and coating operations are performed on the ring.

Abstract: In order to improve a method for producing a functional element, in particular, for flat seals, wherein a functional material layer is provided with a sieve region in which through openings for the passage of a fluid lie exposed between threads of a woven or plaited fabric such that a best possible sealing round the sieve regions is enabled, it is proposed that the functional material layer is provided with a sealing region which is formed to be cross-sectionally impermeable, in which the through openings of the woven or plaited fabric are closed by the softening and compressing of a filling material filling the through openings.

Abstract: A brush seal system, for application as an air/oil seal in a turbomachine shaft bearing, of axis of rotation, with the seal including a layer of carbon bristles, held between a first ring disposed upstream of a flow of air that passes through the seal, and a second ring disposed downstream of the flow of air, with a surface of the layer of bristles, which is turned towards the first ring, including a non-metal flexible element that makes it possible to stop a portion of flow of air that flows through the seal in a direction substantially parallel to the axis of rotation.

Abstract: A mechanical seal includes an elastomeric member, a spring biasing member, a longitudinally floating first member, a longitudinally non-floating second member, a longitudinally floating third member and a longitudinally floating seal face. The elastomeric member is in sealing engagement with the seal face and the first and second members and the spring biasing member is longitudinally pointed between the seal face and the third member. The first and second members are longitudinally restrained and rotationally coupled by male longitudinally protruding portions engaging with female portions.

Abstract: A sampling device uses two ball valves that may be operated to take a sample while allowing flow to continue in a bypass path in a pressurized pipe. As one ball valve closes, it may capture a sample of liquid and gas that may be traveling in the pipe, then the sample may be discharged through a sampling outlet. The second ball valve may be operated simultaneously to open a bypass path while the first ball valve captures a sample. In some cases, the speed of actuation may be a function of the flow speed to capture an accurate sample. In other cases, the length of pipe from the sampling valve to the bypass junction may determine the effectiveness of the sample when actuation speed is relatively slow.

Abstract: A hydraulic valve assembly includes a valve body having a spool bore, a valve inlet, and a plurality of cavities opening into the spool bore; and a spool disposed in the spool bore. A first cavity fluidly connected to a tank passage; a second cavity adjacent the first cavity and fluidly connected to a first work port; a third cavity adjacent the second cavity and fluidly connected to an inlet of a another valve; a fourth cavity adjacent the third cavity and fluidly connected to a second work port; a fifth cavity adjacent the fourth cavity and fluidly connected to the valve inlet; a sixth cavity adjacent the fifth cavity and fluidly connected to the first work port; a seventh cavity adjacent the sixth cavity; an eighth cavity adjacent the seventh cavity and fluidly connected to the valve inlet; a ninth cavity adjacent the eighth cavity and fluidly connected to the inlet of the other valve; and a tenth cavity adjacent the ninth cavity and fluidly connected to the valve inlet.

Abstract: A valve assembly includes a plenum having first, second, and third air source ports, a flapper valve assembly pivotally movable between a first position, where the first air source port is closed by the flapper valve assembly and the second and third air source ports are open and in fluid communication, and a second position, where the second air source port is closed by the flapper valve assembly and the first and third air source ports are open and in fluid communication and a method of controlling fluid flow via a valve assembly.

Abstract: Provided is a relief valve with an inlet, and outlet, and a backside of a poppet fluidly connected to an input pressure to increasingly close the poppet as a function of input pressure until a prescribed pressure condition is reached. Upon the prescribed pressure condition being reached, the relief valve decreases pressure on the backside of the poppet to open the poppet and allow fluid flow from the inlet to the outlet. Increasingly closing the poppet allows the relief valve to operate under high pressure conditions and repeatedly open and close to reliable seal without significant leakage after thousands of cycles.

Abstract: SMA valve for controlling pressurized air supply to an air cell in comprising: a valve housing; a valve element (4) which is moveably suspended with respect to a mounting plate (30) in the housing between a closed position and an open position of the valve; a spring element adapted to exert a bias force on the valve element (4) to the closed position; a SMA wire (1) arranged such that shortening of the SMA wire upon exceeding its threshold temperature pulls the valve element to the closed position; a conductor (20) arranged on the valve element (4) in contact with the SMA wire (1) and arranged such that it comes into contact with a conducting surface (34) on the mounting plate (30) to close an electrical circuit when the valve element reaches its open position; a control unit arranged to supply electrical power to the SMA wire and to detect closure of the electrical circuit, and arranged to reduce the electrical power supply to the SMA wire when detecting closure of the electrical circuit, characterized in th

Abstract: A piezoelectric linear actuator includes a laminated piezoelectric actuator, a lower support member that supports the laminated piezoelectric actuator, a pressing member that biases the laminated piezoelectric actuator from the top thereof, a guide member connected to the lower support member to guide the pressing member; and a displacement transmission member which includes a pair of displacement transmission plates, an adjustment screw connected to the pair of displacement transmission plates, an output section connected to the pair of displacement transmission plates, and an elastic body that biases the output section downward.

Abstract: The present invention relates to valves and/or fluid pumps and in particular to such valves and/or fluid pumps controlled with gating and/or control module comprising a piezoelectric linear actuator to provide gating of the valve and/or pump system.

Abstract: A piston assembly includes a piston with a first cap disposed on a first end of the piston and a second cap disposed on a second end of the piston. A piston cross-member is in between the first cap and the second cap. A first cover is affixed to a first side of the piston cross-member. A second cover is affixed to a second side of the piston cross-member. The second side of the piston cross-member is opposite the first side of the piston cross-member.

Abstract: A lever for a lever operated valve which has a base and at least two walls which project away from the base such that the at least two walls project outwardly away from the valve in use when the lever is in the closed position. The walls provide protection for an item located in or on the base of the lever.

Abstract: A two-stage valve system includes a safety latch configured to at least partially cover an actuation lever, such as a foot pedal, to prevent inadvertent operation of the actuation lever. The safety latch needs to be lifted to a certain level to gain access to the actuation lever in a first stage, and then the actuation lever is operated to actuate a valve assembly in a second stage.

Abstract: The subject matter of this specification can be embodied in, among other things, a positioning device that includes an actuator assembly configured to actuate an output shaft based on an input signal, and a position sensor assembly. The position sensor assembly includes a position sensor configured to detect a position of an input shaft not directly coupled to the output shaft, a first input receiver configured to receive the input signal, a first output transmitter configured to provide an output signal based on the position of the input shaft, and a second output transmitter configured to provide another output signal indicative of a failure of at least one of the input shaft and the output shaft. A moveable member is coupled to both the output shaft and the input shaft and is configured to alter the positional configuration of the input shaft and to be actuated by the output shaft.

Abstract: A fluid valve with a single shaft-sealing module is disclosed. The single shaft-sealing module allows the annular shaft sealing rings to be squeezed to slightly deform to prevent gaps being formed between the shaft and the inner surface of the valve body, and facilitates easy clean and/or replacement of the worn shaft sealing rings.

Abstract: A butterfly valve capable of preventing leakage under demanding environmental and operating conditions. The valve includes two stem seal assemblies. The stem seal assemblies include a first pusher, a first energizer, a second pusher, a second energizer, and a force transmitting member. The force transmitting member is configured to transfer an axial load to the second Pusher, which causes the first and second energizer to expand radially to create a secondary and tertiary seals between the stem seal assembly and valve stem. In addition, the force transmitting member is configured to transfer an axial load to the first pusher which creates a primary seal.

Abstract: Structure of control valve body of automatic transmission has valve body enclosures having channels on opposing surfaces thereof; a separate plate sandwiched between the valve body enclosures for defining oil passages on both sides of the separate plate; and an orifice provided at the separate plate. The oil passages on both sides of the separate plate, which are upstream and downstream side oil passages located on upstream and downstream sides of the separate plate, communicate with each other through the orifice. Depth h, in a part facing to the orifice, of the channel corresponding to the downstream side oil passage is set to be shallower than depth of the channel corresponding to the upstream side oil passage, and the depth h of the channel in the part facing to the orifice and a diameter d of the orifice are set so as to satisfy relationship of h?3d.