Abstract: A greasing mechanism for a main electric motor of a vehicle includes a greasing tube that is filled with a semi-solid lubricant and has an indicator member within the greasing tube. The indicator member has a specific gravity that is smaller than that of the semi-solid lubricant and moves in a greasing direction from a first position due to pressure of the semi-solid lubricant during greasing. The greasing mechanism includes a retaining part that has a shape that stops at a second position the indicator member moving during greasing. An indicator window arranged in a portion of the greasing tube including the second position is formed from a component that is at least partially transparent to visible light.

Abstract: A tool for use in preloading a bearing includes a plurality of arms pivotable relative to each other and a pin extending from each arm of a plurality of arms. The pin is configured to engage an opening of a plurality of openings in a retaining ring. A resilient member biases the plurality of arms away from each other. A first arm of the plurality of arms includes a cavity. A second arm of the plurality of arms is received in the cavity such that an extending portion of the second arm extends outside the cavity and the second arm is moveable in the cavity.

Abstract: A bearing unit for a drive motor, which is installed between a motor housing and a rotating shaft, includes: a bearing having two or more support bumps formed on the outer circumferential surface of an outer ring, and installed between the front or rear of the rotating shaft and the motor housing so as to rotatably support the rotating shaft with respect to the motor housing; and a bearing cover assembled to the motor housing, having a circular stepped surface formed on one surface such that an outer ring of the bearing is fitted to the stepped surface and supported in an axial direction. In particular, a support portion is formed on the stepped surface and is in contact with the support bumps so as to fix the outer ring in a rotation direction.

Abstract: The present invention relates to a sliding cage of universal joint for vehicle, and more particularly, to a sliding cage of universal joint for vehicle for making a shaft joint and a pipe joint smoothly slide as well as operating an elastically contacted needle bearing, installed to the sliding cage, when a universal joint is slipped or delivers rotating torque. The present invention provides a sliding cage of universal joint for vehicle, comprising: a sleeve; a plurality of mountings positioned to keep distance along the longitudinal direction of the outer side of the sleeve; and a needle bearing and a ball bearing which are installed to the mountings, wherein the sliding cage is provided to the universal joint constructing a steering apparatus for vehicle, thereby being assembled to deliver torque while being slipped toward axial direction.

Abstract: A drive assembly for a motor vehicle drive train is provided. The drive assembly includes a first subassembly configured for connecting to an engine crank. The first subassembly includes a slip clutch plate. The drive assembly also includes a second subassembly connected to the first subassembly via a radially outer portion of the slip clutch plate. The second subassembly includes a damper assembly. A method of forming a drive assembly for a motor vehicle drive train is also provided.

Abstract: A cam-type damper 118 includes a drive cam 131 provided on a clutch shaft 114 without capability of relative rotation and a driven cam 132 provided on a main shaft 103 without capability of relative rotation. The clutch shaft 114 contains a shaft end of the main shaft 103 and the main shaft 103 is rotatably supported on the inner circumferential surface of the clutch shaft 114. The driven cam 132 provided on the main shaft 103 is disposed between a front end surface 114g of the clutch shaft 114 and a rear end surface 103h of a main shaft gear 103d provided on the main shaft 103 and the movement of the driven cam 132 in the axial direction is restricted.

Abstract: In an aspect, the invention is directed to a clutched device that includes a clutch input member, a clutch output member, and a wrap spring clutch. The wrap spring clutch is engageable with the clutch input member and the clutch output member and has a radially outer surface and a radially inner surface. One of the radially outer and inner surfaces is engageable with a clutch engagement surface on one of the clutch input member and the clutch output member. The clutch engagement surface has a surface finish that includes peaks and valleys, wherein the peaks engage the wrap spring clutch and each have a selected width.

Abstract: A lock-up device for a torque converter transmits a torque from a front cover to a transmission-side member through a turbine. The lock-up device includes a clutch portion, a piston, a support member, and a synchronization mechanism. The clutch portion is disposed between the front cover and the turbine. The piston is movable in an axial direction. The piston turns the clutch portion into a torque transmission state. The support member supports the piston such that the piston is movable. The support member defines an oil chamber together with the piston. The oil chamber is supplied a hydraulic oil for activating the piston. The synchronization mechanism causes the piston to rotate in synchronization with the support member.

Abstract: A lock-up device for a torque converter is configured to transmit a torque from a front cover to a transmission-side member through a turbine. The lock-up device includes a clutch portion, a piston and an elastic member. The clutch portion is disposed between the front cover and the turbine, and includes a clutch plate. The piston is movable in an axial direction. The piston includes a pressing surface for pressing the clutch plate. The piston turns the clutch portion into a torque transmission state. The elastic member is disposed on a same side as the pressing surface of the piston. The elastic member is begins to elastically deform before the pressing surface contacts the clutch plate in conjunction with movement of the piston toward the clutch portion.

Abstract: The invention relates to a hydraulic control system (21) for a dual wet clutch (1), having: housing (41) having an internal tube (42) extending axially around the axis X and configuring an internal space intended for passage of the two input shafts (2, 3) of a gearbox, and a first and a second annular chamber (43, 44) concentric around the axis X and disposed radially around the internal tube (42); a first and a second annular piston (45, 46), which are respectively mounted axially slidingly inside the first and the second annular chamber (43, 44), the first and the second annular piston (45, 46) each carrying a rotating stop (49, 50); the internal tube (42) having at least one flow conduit (55) for a cooling fluid, intended to direct the cooling fluid to the clutches (4, 5).

Abstract: A power-transmitting device (10) and a method of assembling a power-transmitting device (10) secures and releases driving continuity between driving and driven parts (22, 62) through at least one clutch assembly (26, 66). The power-transmitting device (10) includes an apply plate (36) axially moveable with respect to the clutch assembly (26, 66) for engaging and disengaging the clutch assembly (26, 66). A return spring (34) acting on the apply plate (36) and an apply spring (32) having a higher compression force than the return spring (34) can be located between the apply plate (36) and the clutch assembly (26, 66). A ball (38) can be engageable with a portion of the apply plate (36) for locking the apply plate (36) in engagement with the clutch assembly (26, 66) during a steady state condition and a piston (40) can drive the ball (38) into engagement with the apply plate (36) in response to application of fluid under pressure.

Abstract: A clutch portion is disposed between a front cover and a turbine. A piston is movable in an axial direction and turns the clutch portion into a torque transmission state. A sleeve supports an inner peripheral surface of the piston such that the piston is movable in the axial direction. An oil chamber is supplied a hydraulic oil for activating the piston to turn the clutch portion into the torque transmission state. The sleeve includes an inner peripheral side oil channel and an outer peripheral side oil channel. The inner peripheral side oil channel leads the hydraulic oil residing on an inner peripheral side of the sleeve to an outer peripheral side. The outer peripheral side oil channel leads the hydraulic oil led thereto through the inner peripheral side oil channel to the oil chamber.

Abstract: The invention relates to a clutch mechanism intended to be installed between an engine and a transmission of a motor vehicle, the mechanism being configured to be installed on a transmission (400) in two steps and by means of a system for axial locking of the control system (300) with respect to the clutch (100, 200). The axial locking system comprises a first axial locking element (304, 302) for implementing at least an axial retention between the control system (300) and the transmission (400), and a second axial locking element (600) for implementing at least an axial retention between the clutch (100, 200) and a shaft (A1, A2) of the transmission, and a means for rotational coupling of the clutch support (500) with respect to the control system (300), the rotational coupling means being different from the axial locking system.

Abstract: A bi-directional overrunning clutch for transmitting torque to drive axle halves includes a clutch housing that attaches to an input gear, and hubs that attach to the axle halves. A pair of roll cages located within the housing adjacent to the hubs have rollers. The rollers wedge between the hubs and first tapered portions on the clutch housing when the roll cage is rotated forward relative to the housing, and between the hubs and second tapered portions on the clutch housing when the roll cage is rotated in the opposite direction. Springs hold the rollers engaged with recesses in the hubs, but let the rollers lift to permit relative rotation of the hubs and roll cages. Relative rotation between the roll cages is limited: when one roll cage is wedged, the other can move only as far as a free position midway between the first and second tapered portions.

Abstract: A selectable one way clutch includes a reverse strut pocket plate having a first plurality of struts or pawls, a reverse notch and forward strut pocket plate having a second plurality of struts or pawls, a selector plate disposed between the plates controlled by a selector plate actuator and a forward notch plate. The reverse notch and forward strut pocket plate includes a plurality of ratchet teeth disposed about its periphery which cooperate with a pin or pushrod of a linear actuator. When the reverse notch plate and forward strut pocket plate is stationary but the one way clutch is still carrying torque, the linear actuator may be actuated to rotate the reverse notch plate and forward strut pocket plate to unlock or release the torque carrying struts which would otherwise remain in their locked torque transmitting positions until all or substantially all torque across the clutch was removed.

Abstract: A saddle-riding type vehicle includes an automatic clutch mechanism configured to be activated by an actuator which enables a push start to be executed, so that even when a charged capacity of a battery is reduced, an engine can be started. A control unit of the vehicle proceeds to a push start control mode when an engine stopped state detection portion detects a stopped state of an engine, a vehicle stopped state detection portion detects a stopped state of the saddle-riding type vehicle, and a gear selected state detection portion detects a state in which any one of gears of a transmission is selected. In the push start control mode, the control unit applies a clutch to start the engine when a vehicle speed detection portion detects a predetermined vehicle speed or faster, and a cutoff switch state detection portion detects a change in state of a cutoff switch.

Abstract: A hydraulic system includes a normally open-type hydraulic clutch which connects or disconnects a power transmission line between an engine and a wheel, an actuator which supplies a hydraulic pressure to the hydraulic clutch, an oil flow path which connects the actuator to the hydraulic clutch, a valve member which is provided on the oil flow path and which enables to switch between an open state where the oil flow path communicates and a closed state where the oil flow path closes, a hydraulic pressure sensor which is provided on the oil flow path, and a bypass flow path which bypasses the valve member. A one-way valve, which permits a supply of a hydraulic pressure from an actuator side to a hydraulic clutch side and which shuts off a supply of a hydraulic pressure from the hydraulic clutch side to the actuator side, is provided on the bypass flow path.

Abstract: A portable zip line emergency brake system intended to stop or slow down a zip liner (or load) on a cable while giving the control to the device user or operator on the opposite end of the zip line. As an out of control rider comes down the zip line the operator will lock the device onto the cable and roll it out onto the the zip line using a combination of sending force by the operator and gravity to meet the riders pulley. The device is adjustable for different riders estimated weights. Once the riders pulley comes in contact with this device far out on the cable it will use a lever camming action between two brake pads on the cable as it reverses direction. As the brake is engaged it will stop or slow the rider. The operator can then pull them to the end safely.

Abstract: A brake assembly having a brake spider that may receive an anchor pin or a sleeve that receives an anchor pin. Features such as splines may be provided with the anchor pin to help secure the anchor pin to the brake spider or the sleeve. Engagement features may be provided with the sleeve to help secure the sleeve to the brake spider.

Abstract: A spring assembly includes a first coil spring and a second coil spring. The second coil spring includes a first winding portion and a second winding portion. The first winding portion includes a plurality of windings from a first winding to at least a second winding. The second winding portion is a portion except for the first winding portion. An outer diameter of each of the plurality of windings of the first winding portion is smaller than an outer diameter of each of at least one winding of the second winding portion. Each of the plurality of windings of the first winding portion includes the substantially same outer diameter.

Abstract: A hyperdamping inclusion under constraint with large, broadband frequency damping properties is disclosed. The inclusion includes materials under near-buckling constraint such that fundamental eigenfrequency vanishes at near-buckling.

Abstract: A molded piston for an air spring for a vehicle suspension has an outer shell, a non-cylindrical central column braced in its relation to the outer shell by outer radial webs, and an upper surface having a recessed lower end closure seating surface. The non-cylindrical central column may have a chordal surface and a mounting stud sleeve and hole for attachment to a vehicle suspension member. The mounting stud sleeve and hole may be braced in its relation to the non-cylindrical central column by inner radial webs. The non-cylindrical central column may further have a locating sleeve and hole. The outer radial webs may be provided with Y-shaped webs connecting the outer radial webs to the outer shell and/or web arches.

Abstract: Provided is a shock absorber for a railway vehicle, in which an eccentric disk is disposed on a rear surface of a valve disk to set a supporting force for an initial opening position of the valve disk to a relatively low value and continuously open the valve disk from the initial opening position of the valve disk during strokes, thereby controlling a damping force in a low speed section and realizing a soft damping force.

Abstract: A hydraulic pressure cushioning device includes: a cylinder; a rod movably provided in the cylinder; a first piston valve section that is provided on the rod. The first piston valve section includes: a first piston member and a second piston member that form a channel; and a single first damping valve with which a first flow of the fluid from the first side to the second side in the channel and a second flow of the fluid from the second side to the first side in the channel are controlled; a bypass path which differs from the channel; and a free piston provided on the rod in such a manner that a flow of the fluid is switched between the channel and the bypass path in accordance with a movement position of the rod.

Abstract: A damping valve includes a valve disc, a ring-shaped leaf valve, and a biasing mechanism. The valve disc includes a passage and a valve seat. The valve seat surrounds an exit end of the passage. The leaf valve is stacked on the valve disc. The leaf valve separates from and is seated on the valve seat to open and close the passage. The biasing mechanism causes a variable biasing force to act on the leaf valve to the valve disc side. The entire leaf valve is configured to axially retreat with respect to the valve disc. A clearance is formed between the leaf valve and the valve seat in a state in which the leaf valve is stacked on the valve disc with no load.

Abstract: Motor dampening provisions are described. Incorporation and use of the motor dampener(s) in a rotary type drain cleaning machine enables elimination of a clutch in the machine. Also described are clutch-free drive systems using the motor dampener(s). Also described are torque countering members that are used in conjunction with the motor dampener(s).

Abstract: A torsional vibration damping arrangement has an input region with a primary mass driven in rotation around an axis of rotation, and an output region. A first and a second parallel torque transmission paths (48), and a coupling arrangement having a planetary gear unit with a planet wheel element for superimposing the torques guided via the torque transmission paths are provided between the input region and the output region. A phase shifter arrangement with a first stiffness is provided in the first torque transmission path for generating a phase shift of rotational irregularities relative to rotational irregularities guided via the second torque transmission path. The phase shifter arrangement has a second stiffness supported on the one hand relative to the primary mass arranged so as to be at least partially axially and radially overlapping with respect to the planet wheel element.

Abstract: A torsion filtering mechanism (22) has a first rotating member (24), a second rotating member (26) movable with respect to the first rotating member (24), a cam track (60) rotating with one (24) of the rotating members, and at least one associated cam follower (36) carried by the other (26) rotating member. The cam track (60) has, in a section plane perpendicular to the axis of revolution, a profile constituted by a plurality of circular arcs (A0, A1, A2, A3, A4) adjacent pairwise and having an intersection point pairwise. Any two adjacent circular arcs from among the circular arcs have different finite or infinite radii of curvature, and indistinguishable tangents at the intersection point.

Abstract: A lock-up device for a torque converter transmits a torque from a front cover to a transmission-side member through a turbine. The lock-up device includes a clutch portion and a damper portion. The clutch portion includes a clutch plate and transmits the torque from the front cover toward the turbine. The damper portion includes an elastic member, a holding member and an output-side member. The elastic member attenuates a fluctuation in the torque. The holding member holds the elastic member and is provided with an engaging part integrated therewith. The engaging part is engaged with the clutch plate. The output-side member is rotatable relatively to the holding member within a range of a predetermined angle. The output-side member transmits the torque toward the turbine when the torque is transmitted to the elastic member through the holding member.

Abstract: A support (4) for a pendulum damping device (2), comprising: a first portion (7) capable of being connected to a component (1) of a motor vehicle transmission system; and a second portion (8) in which is configured at least one first raceway capable of interacting with a bearing member (21) in order to guide the displacement of a pendulum assembly (5), the first portion (7) and the second portion (8) being rigidly connected to one another, and the first portion (7) being obtained by cutting out the central zone of the second portion (8).

Abstract: A dynamic damper assembly may include a plurality of bodies arranged at predetermined intervals on an outer peripheral surface of a drive shaft, and an elastic body formed to surround each of the bodies and fixing each body to the drive shaft.

Abstract: A method of manufacturing a flywheel comprising: forming a first hollow cylinder from glass fibre composite with magnetic particles dispersed through at least part of the cylinder; curing said first cylinder in a first curing step; forming a second hollow cylinder from carbon fibre composite; and curing said second hollow cylinder in a second curing step.

Abstract: A planetary gear train of an automatic transmission for a vehicle is provided. Ten or more forward speeds and one or more reverse speed are achieved by a planetary gear train of an automatic transmission for a vehicle including an input shaft, an output shaft, four planetary gear sets respectively, having three rotational elements, and six control elements to selectively interconnect the rotational elements and a transmission housing.

Abstract: A planetary gear train of an automatic transmission for a vehicle is provided that realizes at least ten forward speeds to improve power delivery performance and fuel consumption due to multi-stages. In particular, the planetary gear train includes an input shaft, an output shaft, four planetary gear sets respectively having three rotational elements, and six control elements for selectively interconnecting the rotational elements and a transmission housing.

Abstract: A planetary gear train of claim of an automatic transmission for a vehicle may include an input shaft for receiving an engine torque, an output shaft for outputting a shifted torque, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first shaft directly connected with the input shaft, a second shaft directly connected with the output shaft, a third shaft, a fourth shaft, a fifth shaft selectively connectable with the second shaft and the third shaft, a sixth shaft, a seventh shaft selectively connectable with at least one of the first shaft and a transmission housing, and an eighth shaft connected with the twelfth rotation element and selectively connectable with the third shaft.

Abstract: A planetary gear train of an automatic transmission for a vehicle includes an input shaft, an output shaft, 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 rotational elements, a first shaft, a second shaft, a third shaft, a fourth shaft, a fifth shaft connecting the sixth rotational element to the seventh rotational element and selectively connected to the input shaft or the third shaft, a sixth shaft connecting the eighth rotational element to the twelfth rotational element, a seventh shaft connected to the ninth rotational element, and an eighth shaft connected to the eleventh rotational element, selectively connected to the fourth shaft and directly connected to the output shaft.

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

Abstract: A planetary gear train of an automatic transmission for a vehicle is provided. Nine or more forward speeds and one or more reverse speed are achieved by a planetary gear train of an automatic transmission for a vehicle including an input shaft, an output shaft, four planetary gear sets respectively having three rotational elements, and six control elements to selectively connect the rotational elements and a transmission housing.

Abstract: A planetary gear train of an automatic transmission for a vehicle is provided. In particular, nine or more forward speeds and one or more reverse speed are achieved by the planetary gear train of the automatic transmission including an input shaft, an output shaft, four planetary gear sets respectively having three rotational elements, and six control elements for selectively interconnecting the rotational elements and a transmission housing.

Abstract: A planetary gear train of a transmission for a vehicle is provided. The planetary gear train includes an input shaft that receives power of an engine and an output shaft that outputs power. Multiple planetary gear sets are provided each having three rotation elements. Various shafts then either directly or selectively connect the rotation elements. The transmission is then capable of maximizing engine driving efficiency and improving a power delivery performance and fuel consumption.

Abstract: A planetary gear train of a transmission for a vehicle is provided. The planetary gear train includes an input shaft that receives power of an engine and an output shaft that outputs power. Additionally, four planetary gear sets are provided each having three rotation elements. Various shafts then connect the rotation elements either directly or selectively. Accordingly, a gear shift stage appropriate to a rotation speed of an engine is implemented and operating noise of a vehicle is reduced by using a driving point in a low rotation speed range of the engine.

Abstract: A planetary gear train of an automatic transmission for a vehicle is provided. The planetary gear train includes an input shaft that receives power of an engine and an output shaft that outputs the power. Additionally, four planetary gear sets are provided, each including three rotational elements. Various shafts then either directly or selectively connect the rotational elements. The planetary gear train maximizes driving efficiency of the engine and improves power delivery performance and fuel consumption through the achievement of the increased shift-stages of the automatic transmission.

Abstract: A planetary gear train of a transmission for vehicles is provided. The planetary gear train includes an input shaft that receives power of an engine, an output shaft that outputs power, and four planetary gear sets each including three rotary elements. Additionally, multiple shafts are selectively and directly connected to the rotary elements to thus achieve a shift-stage of at least ten forward speeds or more.

Abstract: At least nine forward speeds and at least one reverse speed are achieved by a planetary gear train of an automatic transmission for a vehicle including an input shaft, an output shaft, four planetary gear sets respectively having three rotational elements, and six control elements for selectively interconnecting the rotational elements and a transmission housing.

Abstract: Ten or more forward speeds and at least four reverse speeds are achieved by a planetary gear train of an automatic transmission for a vehicle including an input shaft, an output shaft, four planetary gear sets respectively having three rotational elements, and six control elements for selectively interconnecting the rotational elements and a transmission housing.

Abstract: A planetary gear train of an automatic transmission for a vehicle is provided. The planetary gear train includes an input shaft receiving power of an engine and an output shaft outputting the power. Additionally, four planetary gear sets are provided. Various shafts the connect the elements of the gear sets either selectively or directly.

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 torque of the engine, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first shaft selectively connectable to the input shaft, a second shaft, a third shaft selectively connectable to the input shaft, a fourth shaft, a fifth shaft, a sixth shaft directly connected to the output shaft, and a seventh shaft selectively connectable to the input 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 torque of the engine, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first shaft, a second shaft directly connected to the input shaft, a third shaft, a fourth shaft, a fifth shaft selectively connectable to the third shaft, a sixth shaft selectively connectable to the third shaft, a seventh shaft selectively connectable to the fourth shaft, and an eighth shaft selectively connectable to the third shaft, and 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 torque, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first shaft, a second shaft, a third shaft, a fourth shaft, a fifth shaft selectively connectable to at least one of the second shaft and the third shaft, and directly connected to the input shaft, a sixth shaft connected to the ninth rotation element, a seventh shaft connected to the tenth rotation element, and an eighth shaft connected to the eleventh rotation element, selectively connectable to the sixth shaft, and directly connected to the output shaft.

Abstract: A planetary gear train of an automatic transmission for vehicle may include an input shaft receiving power of an engine, an output shaft outputting shifted power of the engine, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first shaft directly connected with the input shaft, a second shaft, a third shaft, a fourth shaft selectively connectable to the third shaft, a fifth shaft selectively connectable with the third shaft, a sixth shaft, a seventh shaft directly connected with a transmission housing, an eighth shaft selectively connectable with each of the fifth shaft and the sixth shaft, and a ninth shaft selectively connectable with the fifth shaft, and directly connected with the output shaft.