Abstract: Provided are a vacuum pump and a method for the vacuum pump in which, when contact between a rotating body and a stator is sensed, the cause of the contact can be analyzed. Contact determination is made using a threshold for rotating body contact determination for a displacement signal and a threshold for rotating body contact determination for an acceleration signal. The amount of unbalance of a rotating body is determined using a threshold for amount-of-unbalance increase determination for the displacement signal and a threshold for amount-of-unbalance increase determination for the acceleration signal. When, in one of the displacement signal and the acceleration signal, the threshold for amount-of-unbalance increase determination or the threshold for amount-of-unbalance increase determination is exceeded within a predetermined time before determination of an estimated time point of contact, the contact is determined not to be caused by an increase in accumulation of products.

Abstract: A sliding-hearing composite material includes a steel supporting layer (10), an intermediate layer (12) based on an aluminum alloy that is free of lead, and a bearing metal layer (14) based on an aluminum alloy that is free of lead, wherein the aluminum alloy of the intermediate layer (12) has a composition having 3.5 to 4.5 wt % copper, 0.1 to 1.5 wt % manganese, 0.1 to 1.5 wt % magnesium, and the usual admissible impurities, the remainder being aluminum, and wherein the aluminum alloy of the bearing mental layer (14) has a composition having wt % tin, 1.0-3.0 wt % nickel, 0.5-1.0 wt % manganese, 0.5-1.0 wt % copper, 0.15-0.25 wt % chromium, 0.1-0.3 wt % vanadium, and the usual admissible impurities, he remainder being aluminum. A sliding bearing element and the use of the sliding-bearing composite material for sliding bearing element, particularly sliding bearing shells, sliding bearing bushes, or thrust washers is also disclosed.

Abstract: A magnetic fluid sealing structure (1) for high-speed rotation for sealing a gap (S) between a shaft member (2) and a housing member (3) disposed around the shaft member (2), which are rotatable, includes: magnetic force generating means (4) which is fixed to the housing member (3) and generates a magnetic force; magnetic pole members (5) disposed on both sides in an axial direction of the magnetic force generating means (4); and a magnetic fluid (7) which is magnetically held between the magnetic pole members (5) and the shaft member (2) by the magnetic force of the magnetic force generating means (4) and seals the gap (S) therebetween, in which the shaft member (2) has a plurality of different material layers concentrically laminated in a radial direction, and an outermost diameter layer (23) of the shaft member (2), which holds the magnetic fluid (7), is made of a magnetic material.

Abstract: A dual plunging constant velocity (CV) drive shaft is provided for communicating rotational forces from a transaxle to a drive wheel of a vehicle. The dual plunging CV drive shaft comprises a drive shaft that transfers torque from the transaxle to the drive wheel. An inboard plunging CV joint is coupled between the transaxle and the drive shaft, and an outboard plunging CV joint is coupled between the drive shaft and the drive wheel. The inboard and outboard plunging CV joints each comprises an elongate housing that receives a CV joint coupled with the drive shaft. The inboard and outboard plunging CV joints communicate rotational forces from the transaxle to the drive wheel during vertical pivoting of a trailing arm coupled with the outboard plunging CV joint. The elongate housings allow the drive shaft to “float” longitudinally, as needed, during extreme pivoting motion of the suspension.

Abstract: A boot assembly for a constant velocity joint includes a boot having a neck portion arranged to be received over a shaft that is coupled to the constant velocity joint, and a retainer or insert which may include a vent. The retainer or insert may be carried by the neck portion and has at least one flex feature to facilitate flexing thereof. The insert may have at least one projection that extends radially inwardly from the neck portion and defines part of an inner surface of the boot, or at least one vent path defined therein to facilitate venting of one or more chambers defined at least in part by the boot.

Abstract: A drive transmission device includes: a first rotating member that rotates with driving power received from a driving source, a second rotating member that rotates with driving power from the first rotating member, and a driving-side engagement member and a driven-side engagement member for transmitting the driving power of the first rotating member to the second rotating member, wherein the driving-side engagement member and the driven-side engagement member engage with each other in a state in which the first rotating member is rotating whereby a power applying portion and a power receiving portion engage with each other while resisting against a second biasing power.

Abstract: A dog clutch having two clutch members provided with claws or teeth, one of which is movable, as well as a positioning device for engaging and disengaging the clutch by a positioning movement of the movable clutch member. In order to establish a proper engaging of the dog clutch, a sensor is arranged along the movement path of the movable clutch member, which detects the movement of the clutch member into the engaged state, while the clutch member is provided with an activating contour which, upon engaging the clutch, moves past the sensor, which is preferably an electromagnetic actuator for holding the movable clutch member in the disengaged state of the clutch.

Abstract: A device for vibration reduction in a hydraulic actuating system has a housing in which a pressure chamber is able to be disposed in fluid connection with the actuating system by way of at least one connection and bounded by a resilient membrane. The membrane has a pressure-loadable surface and a surface which is remote therefrom and provided with a profiling, by way of which the membrane when loaded with pressure can be supported on a fixed wall section of the housing and which has at least one web section comprising at least one web with a web foot, a web end adjacent to the wall section, and a defined web cross-section. The web is of asymmetrical construction with respect to a notional plane extending normal to the pressure-loadable surface through the web foot and perpendicularly to the web cross-section.

Abstract: An electro-mechanical clutch apparatus includes a stationary member (22,122) having a center portion extending along an axis A and a stationary coil assembly (34,134) fixed about the center portion. A rotatable member (46,146) extends along the axis A and includes an annular projection (52,152) radially spaced from the coil assembly. A ratchet surface (29,129) presents a plurality of teeth disposed in axially aligned and radially spaced relationship with the annular projection. The rotatable member includes a magnetic pole piece (62,162) disposed in radially spaced and concentrically aligned relationship with said coil assembly.

Abstract: A joint structure includes a clutch unit interposed between a shaft joint and a shaft body which is one of an output shaft of a speed increaser and an input shaft of a power generator. The clutch unit includes: a shaft coupling portion rotating integrally with the shaft body; a joint coupling portion rotating integrally with the shaft joint; and a one-way clutch provided between the shaft coupling portion and the joint coupling portion. The one-way clutch makes a connection integrally rotatably between the shaft coupling portion and the joint coupling portion in a state in which a rotation speed of the output shaft is higher than that of the input shaft, and releases the connection between the shaft coupling portion and the joint coupling portion in a state in which the rotation speed of the output shaft is lower than that of the input shaft.

Abstract: A race for a mechanical clutch assembly may be formed from multiple race layers that assembled from pluralities of stamped arcuate segments. First and second race layers may have the same shape when their arcuate segments are assembled are assembled. The arcuate segments of the first race layer may be identical to each other, and the arcuate segments of the second race layer may be identical to each other, but the first layer arcuate segments are not identical to the second layer arcuate segments. Interlocking joints between the first layer arcuate segments are not aligned with interlocking joints between the second layer arcuate segments when the race layers are joined together and aligned for use in the mechanical clutch assembly.

Abstract: A clutch for selectively preventing rotation of a rotating component may include a first and second pawls pivotable between engagement and disengagement with the rotating component to selectively prevent or allow rotation of the rotating component in one or both directions. An armature moveable between a first and second armature positions may have a common member pivotally connected thereto and engaging the first and second pawls, with a torque spring biasing the common member to rotate toward the first pawl and away from the second pawl. In an intermediate armature position, the common member may disengage the first pawl from the rotating component while engaging the second pawl to allow rotation in one direction while preventing rotation in the opposite direction. In embodiments, a clutch may include a cam actuator rotating to selectively control engagement of the pawls with the rotating component and locking in one or both directions.

Abstract: A hydraulic control system includes a hydraulic pump driven by an electric motor, a solenoid valve having an output that controls the positions of a pressure regulator valve and a third, stator shift valve. The solenoid valve is a normally high, variable force solenoid valve which provides a control signal to the second and third valves. The second, pressure regulator valve is a multiple port valve which controls hydraulic fluid flow both to a transmission oil cooler (ATOC) and to an exhaust port, thereby maintaining a desired system pressure. The third, stator shift valve is also a multiple port valve and it controls fluid flow to the stator of the electric pump motor to provide cooling and to a dog clutch of the transmission to disengage it.

Abstract: Disclosed is a method of controlling a damper clutch through learning. A controller determines whether a driving condition of a vehicle is a condition where a predetermined selected fluid pressure value is desired. When necessary learning conditions are satisfied, the controller applies a control current for realizing a relevant fluid pressure to the solenoid valve. The controller updates the control current of the solenoid valve to an appropriate value based on response of the damper clutch. Thereafter, the controller controls the solenoid valve based on the updated control current.

Abstract: Disclosed is a method for capturing particles ejected by friction braking elements (2) of a braking system (1, 2) with disk brakes (1) of a vehicle. The braking system is equipped with a capture conduit (3) taking a form adapted to accommodate the friction braking elements (2) and to conduct, while the vehicle is moving, an air flow for cooling the friction braking elements, the conduit integrating a shutter (6) with a plate (6a) positioned upstream of the friction braking elements (2), and a unit (5) for capturing particles ejected by the friction braking elements (2). Furthermore, the shutter (6) is controlled so as to move the plate (6a) between a position of closing the conduit (3), set for vehicle travel speeds lower than a predefined threshold speed Vs, and at least one position of at least partially opening the conduit (3), for vehicle travel speeds higher than the threshold speed Vs.

Abstract: A piston position installation device of a brake cylinder is provided, including: a main rod, having a first driving portion and a first threaded section along an axial direction and toward the first driving portion, the main rod having an interior hole with a second threaded section, screwing directions of the first and second threaded section being counter to each other; an abutting rod, having a second driving portion, a restricting portion and an exterior threaded portion screwed with the second threaded section, rotatably arranged within the interior hole; a force exerting member, having first and second force exerting portions, the first and second force exerting portions being arranged on the first driving portion and the second driving portion, respectively; a socket, screwed with a first threaded section of the main rod; a blocking board, laterally outwardly protrusive from the socket.

Abstract: Disclosed is a caliper brake apparatus. The caliper brake apparatus includes: a housing that includes a piston capable of moving straight; a carrier that is combined with the housing and mounted on a vehicle such that a disc of the vehicle is positioned therein; a pair of pad plates that is brought in close contact with the disc by straight movement of the piston; and a pair of guides that couple the pad plates and the carrier to each other, in which the pad plates each may have a sliding groove at both sides and the guides each have elastic members that can slide along the sliding grooves. Accordingly, it is possible to ensure sufficient gaps between a disc of a vehicle and the pad plates when the pad plates are separated from the disc after being strongly pressed to the disc of a vehicle.

Abstract: A driving device for moving a tailgate of a vehicle, comprising a permanent magnet brake, which comprises a stationary portion, a first braking element, which is rotatable relative to the stationary portion about a rotational axis, and a second braking element, which is arranged in a rotationally fixed manner on the stationary portion, is axially offset from the first braking element along the rotational axis and cooperates with the first braking element in order to generate a braking force. The first braking element and/or the second braking element have a permanent magnet or are formed by a permanent magnet, a magnetic attraction force acts between the first braking element and the second braking element axially along the rotational axis. Axially between the first braking element and the second braking element is arranged a friction element, which is in frictional contact with the first braking element and the second braking element.

Abstract: The invention relates to an actuating device for an internal shoe brake, including an automatic adjusting device with an adjusting lever which includes a guide track in the form of a guiding slot with two opposing track surfaces which cooperate with opposing sides of a housing-fixed guide element in order to convert a displacement of the adjusting lever relative to the housing-fixed guide element into pivoting movements of the adjusting lever.

Abstract: A brake device that can be cooled effectively while reducing a friction loss of a rotary member is provided. In the brake device, a second friction face formed on a brake stator is brought into contact to a first friction face formed on a brake rotor to stop rotation of a rotary shaft, and coolant is held in a casing. The brake device comprises a first cooling groove formed on the brake rotor to allow the coolant to flow over the first friction face, and a second cooling groove formed on the brake stator to allow the coolant to flow over the second friction face.

Abstract: In relation to the NAO friction material free of copper component, this invention is to provide the friction material that prevents the occurrence of metal catch while securing sufficient wear resistance. In the friction material manufactured by forming the NAO friction material composition which is free of copper component, the above-described friction material composition does not contain metal simple substance or alloy and contains, as the lubricant, metal sulfide having 600 centigrade or higher decomposition temperature to be decomposed into metal and sulfur, 2.0-5.0 weight % of graphite and a zirconium silicate as an abrasive material. Here, the metal sulfide is not a molybdenum disulfide or a tungsten disulfide. Especially, the content of the metal sulfide is preferably 0.5-2.0 weight % relative to the total amount of the friction material composition.

Abstract: A gas spring and gas damper assembly includes a gas spring and a gas damper. The gas spring includes a flexible spring member with opposing end members secured thereto and at least partially defining a spring chamber. The gas damper includes an inner sleeve that is at least partially received within one of the end members and at least partially forms a damping chamber. A damper piston assembly is received within the damping chamber and secured to the other of the end members. An elongated damping passage fluidically connects the damping chamber and the spring chamber. Suspension systems and methods are also included.

Abstract: One embodiment provides a pressure buffer device including: a cylinder that stores fluid; a flow path forming portion that forms a flow path; and an opening-closing portion that opens and closes the flow path of the flow path forming portion. The fluid flows through the flow path forming portion in accordance with relative movement of a rod with respect to the cylinder in an axial direction of the cylinder. The flow path forming portion includes an annular first protruded portion and an annular second protruded portion protruded in the axial direction in opposite sides respectively. The second protruded portion has an axial end located at a radially outer side of the first protruded portion, and a tilt portion formed at least at a part of a radially-inner part of the second protruded portion.

Abstract: A variable spring rate absorber is adjusted to provide the vibration attenuation characteristics needed to match current operating conditions. Control of a variable spring rate absorber determines the desired absorber spring rate for existing conditions based on a number of inputs and predetermined characterization tables. Once the spring rate is calculated, a predetermined map may be used to determine the absorber setting needed to achieve the desired spring rate. A sensor may be used to measure the actual state of the absorber to determine the extent to which the setting must be adjusted to achieve the desired spring rate.

Abstract: A machining unit for a machine tool includes a carrier head base, which on its rear side includes a carriage. The carriage can be coupled to axis guides and is longitudinally displaceable. The machining unit further includes a spindle carrier head held pivotably on the carrier head base. The spindle carrier head has a spindle with a tool holder. The carrier head base is provided with a damping unit. The disclosed machining unit provides increased precision of a machine tool. The machining unit may be incorporated in a machine tool.

Abstract: A damper system may include an inner damper having a first annular geometry and a textured surface. An outer damper may also have an annular geometry and be disposed about the inner damper. The outer damper may have a textured surface. The textured surfaces of the inner damper and outer damper may define a cavity that is configured to contain a viscous fluid.

Abstract: A flywheel for example to a sport training or a rehabilitation machine, is linked to a hauling cable through a system of pulleys, including, in a well-known way, at least a disk-shaped part (4) rotating about a central axis (5) and incorporates a series of weights (6) that, depending on their distribution and their own weight provide a given moment of inertia. Starting from this already known configuration, the flywheel (1) is distinguished in that it has a moving coupling means (7) that allows the variation of the position of the weights (6) on the disk (4) of the wheel and to modify the moment of inertia, without it being necessary to withdraw or replace any of the weights (6) or the disk (4).

Abstract: The present invention involves a connecting device of elastic exercise cord with straps, which comprises a hollow body (12) provided by a through-made channel (13) with an upper opening (14) and a lower opening (15), wherein into the upper opening (14) arms (7,8) of a strap (3) are introduced first by its upper section (9), these arms (7,8) are passed through the channel (13) and bended over the edge of the lower opening (15) about 180° and the arms (7,8) are arranged along outer surface of the hollow body (12) up to the outer edge of the upper opening (14), wherein above the upper opening (14) the lower sections (10) of the arms (7,8) of the strap (3) are joined with upper section (9) to one joint, wherein the hollow body (12) with above mentioned arrangement of arms (7,8) is arranged in the cavity (16) of the tubing core (2) and this joint of the lower sections (10) of arms (7,8) of the strap (3) with upper sections (9) is together with the tubing core (2) provided by a collet (17) and the outer surface of

Abstract: A transmission device, comprising an offset gearbox assembly coupling rotatable input and output shafts extending in respective input and output axial directions. An output gear is mounted in the offset gearbox assembly and is rotatable in a drive direction about an output gear axis to rotate the output shaft coupled therewith. An idler gear coupled to the output gear is rotatable about an idler gear axis in association with the output gear. An input gear assembly is coupled to the idler gear, is rotatable about an input gear axis in association with the idler gear, and is coupled to the input shaft such that rotation of the input shaft causes rotation of the output gear in the drive direction. The input gear assembly has the input shaft coupled therewith such that the input axial direction is nonparallel to the output axial direction. An associated method is also provided.

Abstract: A speed reducer includes a first transmission shaft, an eccentric wheel, a first roller assembly, a rotating wheel, a second roller assembly and a second transmission shaft. The rotating wheel includes a main body and an axle hole. The main body includes a convex structure and a concave structure. The convex structure is protruded from an outer periphery of the main body and has outer teeth. The outer teeth are contacted with the corresponding first rollers. The concave structure is concavely formed in a surface of the main body and includes inner teeth. The inner teeth are contacted with plural second rollers of the second roller assembly. The speed reducer of the present invention is an epicycloid-epicycloid speed reducer or a hypocycloid-hypocycloid speed reducer. Since the speed reducer is designed to have four operating situations, the speed reducer can have various reduction ratios.

Abstract: A combination engine starter and electric power generator device for a work vehicle has an electric machine and a gear set mounted to the electric machine. The gear set is configured to receive rotational input from the electric machine and from the work vehicle engine. The gear set mechanically couples the electric machine and the engine in first and second power flow directions in which in the first power flow direction the gear set effects a first gear ratio and in the second power flow direction the gear set effects a second gear ratio.

Abstract: A dual clutch automatic transmission includes a one-way clutch provided in a driving force transmission path that establishes a certain gear ratio in a first set of gear ratios. A driving transmission direction of the one-way clutch is set such that a rotation inputted from a wheel side to an output member in a predetermined rotational direction is transmitted to the input shaft. The predetermined rotational direction corresponds to a backward movement of a vehicle. On condition that the vehicle has stopped, backward movement prevention control of causing the switching mechanism to engage a transmission gear for another gear ratio in the first set with the input shaft can be executed.

Abstract: A dual clutch automatic transmission includes a one-way clutch provided in a driving force transmission path that establishes a first certain gear ratio in a first set of gear ratios. A driving transmission direction of the one-way clutch is set such that a rotation inputted from a wheel side to an output member in a predetermined rotational direction is transmitted to the input shaft. The predetermined rotational direction corresponds to a backward movement of a vehicle. If an off-gear operation cannot be performed for a transmission gear with interlock, the driving force of the driving source is input to the input shaft to enable the off-gear operation.

Abstract: A dual clutch automatic transmission includes a one-way clutch provided in a driving force transmission path that establishes a certain gear ratio in a first set of gear ratios. A driving transmission direction of the one-way clutch is set such that a rotation inputted from a wheel side to an output member in a predetermined rotational direction is transmitted to the input shaft. The predetermined rotational direction corresponds to a backward movement of a vehicle. On condition that the traveling state of the vehicle reaches a predetermined deceleration state, switching control of setting the gears for the first set to a neutral position can be executed.

Abstract: A dual clutch transmission for motor vehicles has first and second input shafts, two clutches configured to selectively couple the input shafts to an engine, two intermediate shafts arranged parallel to the input shafts, gearwheel pairs of which a fixed gearwheel is arranged on one of the input shafts and a freely rotating gearwheel is arranged on one of the intermediate shafts, freely rotating output gearwheels arranged on each of the two intermediate shafts and meshing with a differential wheel, and coupling devices configured to selectively couple the freely rotating gearwheels to the respective intermediate shaft, of which at least the coupling devices for the output gearwheels are of double acting design. A dual clutch transmission of this kind makes a large number of gears possible without significantly increasing the dimensions of the transmission or the weight thereof.

Abstract: A manual transmission unit has one transmission input shaft, one transmission output shaft, a first intermediate shaft, a second intermediate shaft, a plurality of gear wheels, of which a first and a second drive gear wheel are arranged on the transmission input shaft and connectable in a rotationally fixed manner thereto, in particular in a permanently rotationally fixed manner thereto, and a plurality of torque transmission units for selective connection of additional gear wheels to at least one of the intermediate shafts. The first drive gear wheel intermeshes together with two intermediate wheels and the second drive gear wheel intermeshes together with two additional intermediate wheels. At least two, preferably at least three and more preferably at least four of the intermediate wheels are selectively connectible to the intermediate shafts for power transmission.

Abstract: A dual clutch transmission for motor vehicles has first and second input shafts, two clutches selectively coupling the input shafts the engine, two intermediate shafts arranged parallel to the transmission input shafts, gearwheel pairs configured to transmit power between the input shafts and the intermediate shafts, and output gearwheels arranged on each of the two intermediate shafts. The output gearwheels mesh with the differential wheel and are selectively coupled to the respective intermediate shaft by one of the coupling devices. An additional intermediate gearwheel set is provided, that one gearwheel of the intermediate gearwheel set is seated on the first or second intermediate shaft, that the other gearwheel of the inter-mediate wheel set is arranged on a third intermediate shaft, and that a third output gearwheel, which meshes with one of the output gearwheels of the first or second intermediate shaft, is seated on the third intermediate shaft.

Abstract: The present disclosure provides a planetary gear train of an automatic transmission for a vehicle. The planetary gear train 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 third planetary gear set including seventh, eighth, and ninth rotation elements; a fourth planetary gear set including tenth, eleventh, and twelfth rotation elements. The planetary gear train improves power delivery performance and fuel economy by achieving at least eleven forward speed stages and widening speed ratio (or gear ratio) with a reduced number of constituent elements being used, and secures linearity of step ratios.

Abstract: A tensioner uses a low rate torsion spring in a first stage and a high rate torsion spring in a second stage to maintain tension in a chain or belt. The first stage is connected to the second stage by a torque coupling. The high rate torsion spring is maintained in an energized state between a ground and a dead stop to store energy and to provide tension under high loads. In some embodiments, the torque coupling is a damper. In other embodiments, the torque coupling is a clutch. A method stores energy in a high rate torsion spring of a tensioner.

Abstract: A chain guide and tensioning apparatus (10) for reducing friction and heat generated by said chain guide and tensioning apparatus (10) engaging a driven chain (16). A guide body (12) has an engagement surface (26) and a first aperture (54) extending through the guide body (12) and opening into the engagement surface (26). A guide face (14) at least partially overlays the engagement surface (26) and has a contact surface (44) configured to guide and tension the driven chain (16). A first recessed groove (46) is formed on the contact surface (44) and is in communication with at least one second aperture (48) extending through the guide face (14). The first aperture (54) is adaptable to receive and communicate oil from an oil source to the second aperture (48) and the first recessed groove (46) for reducing friction and heat from guiding and tensioning the driven chain (16).

Abstract: Disclosed is a continuously variable transmission which can simplify a structure and contribute to miniaturization of a device.

Abstract: A continuously variable transmission (CVT) includes a power transmission mechanism and at least one conical disk. The power transmission mechanism has a contact surface, and the power transmission mechanism includes a plurality of engaging elements. The plurality of engaging elements are retractably disposed on the contact surface. The disk surface of the conical disk has a plurality of engaging walls capable of engaging with the engaging elements. The continuously variable transmission is able to transmit power by way of engagement, such that the coupling between the power transmission mechanism and the conical disk is more stable. Thus, the continuously variable transmission is adaptable to high torsion application.

Abstract: The present invention relates to a flat belt (10) that is an open end belt to be fixed to a coupler (31, 41), in which the flat belt (10) contains, formed on both end portions (11, 12) of at least one surface of the flat belt (10), a plurality of projected portions (13) engageable with a plurality of recessed portions (33, 43) formed on the coupler (31, 41).

Abstract: A linear electro-mechanical actuator (1) preferably for water cutting, makes it possible to significantly improve the working conditions of the actuator (1), so as to optimize its load capacity and increase the working life of the actuator (1), and makes it possible to reduce the risk of breakage or damage of the actuator (1) following loss of control of the movement aimed at producing the force applied by the actuator (1).

Abstract: The present invention provides an adjustment arrangement (10), comprising a rotating input element (26) at which a first torque from a motor arrangement (18, 22) can be inputted into the adjustment arrangement, a rotating output element (16) at which a second torque can be outputted by the adjustment arrangement, and a transmission portion for converting the first torque into the second torque, the transmission portion comprising a transmission means (32) having a first threaded portion (30) and a second threaded portion (34), the first threaded portion converting a rotation of the input element (26) into an axial movement of the transmission means, and the second threaded portion converting an axial movement of the transmission means into a rotation of the output element (16).

Abstract: A drive transmission device includes a rotatable driving member; a rotatable follower member, and an elastic member. The drive transmission device includes a first rotatable member and a second rotatable member. The first rotatable member includes first and second driving portions and a limiting portion. The second rotatable member includes a first driven portion, a second driven portion and a contact portion contacting the limiting portion. The second driving portion is adjacent to the limiting portion with respect to a rotational axis direction of the first rotatable member. The second driven portion is adjacent to the contact portion with respect to a rotational direction of the second rotatable member.

Abstract: A motor vehicle drivetrain features an input shaft, an output shaft, a continuously variable transmission for coupling the input shaft to the output shaft with a variable transmission ratio between the input shaft and the output shaft, and a bypass transmission with at least one bypass gearing, which has a fixed transmission ratio, in order to couple the input shaft to the output shaft. A value of a transmission ratio of the bypass gearing is less than or equal to half the sum of a value of the maximum forward motion and a value of the minimum forward motion of the variable transmission ratio between the input shaft and the output shaft driven of the continuously variable transmission and/or less than or equal to 1.0. The bypass transmission is configured for driving the motor vehicle with a driving speed of at least 50 km/h or 31 mph.

Abstract: Devices and methods are provided herein for the transmission of power in motor vehicles. Power is transmitted in a smoother and more efficient manner by splitting torque into two or more torque paths. A continuously variable transmission is provided with a ball variator assembly having two arrays of balls, a planetary gearset coupled thereto and an arrangement of rotatable shafts with multiple gears and clutches that extend the ratio range of the variator. In some embodiments, clutches are coupled to the gear sets to enable synchronous shifting of gear modes.

Abstract: Devices and methods are provided herein for the transmission of power in motor vehicles. Power is transmitted in a smoother and more efficient manner by splitting torque into two or more torque paths. A continuously variable transmission is provided with a ball variator assembly having two arrays of balls, a planetary gear set coupled thereto and an arrangement of rotatable shafts with multiple gears and clutches that extend the ratio range of the variator. In some embodiments, clutches are coupled to the gear sets to enable synchronous shifting of gear modes.

Abstract: A transaxle comprises first and second input shafts coaxial to each other, an output shaft drivingly connected to the second input shaft, a torque limiter interposed between the first and second input shafts, and a housing incorporating the first and second input shafts, the output shaft and the torque limiter. The torque limiter includes first and second sleeves. The first sleeve is fitted to the first input shaft unrotatably relative to the first input shaft. The second sleeve is fitted to the second input shaft unrotatably relative to the second input shaft. The first and second sleeves are layered in a radial direction of the first and second input shafts so as to be pressed against each other with a radial surface pressure to limit a torque transmitted between the first and second sleeves to a limiting value.