Abstract: A bearing (8) comprising a first row of rolling elements (10, 10a, 10b, 12, 12a, 12b) having a first pressure center (14) and a first contact angle, and a second row of rolling elements (10, 10a, 10b, 12, 12a, 12b) having a second pressure center (14) and a second contact angle, whereby said first pressure center (14) is arranged to coincide with said second pressure center (14) and whereby said first contact angle is the same as said second contact angle.

Abstract: A hydrostatic bearing apparatus includes a bearing metal having a hydrostatic portion that allows a grinding wheel shaft to be rotatably supported. The hydrostatic portion has a bearing clearance, a bearing surface portion, a plurality of pockets, and partition plates. Clearances are each formed between the corresponding partition plate and an edge of the corresponding pocket in a rotating direction of the grinding wheel shaft. The clearances are formed in the pocket at upstream and downstream ends in the rotating direction. The bearing clearance has a first bearing clearance and a second bearing clearance. The second bearing clearance is larger than the first bearing clearance.

Abstract: Provided is a foil bearing, an air film is formed in a radial bearing gap between a first bearing surface arranged on a top foil and a second bearing surface along with rotation of a shaft, and the shaft is supported with a pressure of the air film. Lubricating powder is interposed between the bearing surfaces. The top foil is partially elastically deformed in a width direction of the radial bearing gap in accordance with the pressure of the air film generated in the radial bearing gap, thereby being alternately shifted between a first state in which a retaining portion capable of retaining the lubricating powder is formed and a second state in which the retaining portion substantially disappears, and shifted from the second state to the first state along with an increase in the pressure of the air film.

Abstract: A bearing assembly includes an outer race, a cage, a plurality of internal rotating members, and an inner race. Lubricant flows through the bearing assembly to withdraw heat generated during operation of the bearing assembly.

Abstract: A bearing assembly has an inner ring with an inner diameter configured to receive a shaft. The inner ring has axial slots and at least two radial holes. A collar configured to surround the inner ring is provided. The collar has two radial holes. Each of the collar radial holes is alignable with the at least two inner ring radial holes. Each of the collar radial holes is configured to threadably receive set screws extendable from the collar through the at least two radial holes of the inner ring to engage the shaft. The collar has a radial slot and is adjustable to compress the radial slot to tighten the collar around the inner ring and the inner ring around the shaft. In the alternative, the bearing assembly may be provided with two collars—one for a set screw only configuration and another for a concentric clamping only configuration.

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 invention relates to a sensor arrangement having an angle sensor for the measurement of rotations. The angle sensor is multipolar such that measurements are possible by means of n poles. First of all the angle sensor comprises a sensor ring surrounding an axis of rotation (04) and a material measure which is rotatable relative to said sensor ring. A transmitting coil (27) and a plurality of receiving coils (28) are disposed on the sensor ring. Between the transmitting coil (27) and the receiving coils (28) a magnetic circuit is formed which comprises the material measure and a pot core (17) having two branches (19). To this end the material measure forms a variable reluctance in the magnetic circuit. One of the two branches (19) of the pot core (17) is segment-like, such that said branch comprises ring segments (38). In each case the receiving coils (28) surround one of the ring segments (38). The ring segments (38) each form an arc of a circle having a mean radius (43, 46, 48, 51).

Abstract: A rotating shaft coupling assembly includes a first rotating shaft defining a step at a longitudinal end. A second rotating shaft has a longitudinal end to be received against the step of the first rotating shaft such that the first and second rotating shafts form an overlapping portion. A coupler sleeve including a shape memory alloy is disposed about at least the overlapping portion of the first and second rotating shafts to couple the shafts together.

Abstract: A drive apparatus, including: a first rotary member; a second rotary member, which is provided with an axle hole, and which receives drive power from the first rotary member or transmits drive power to the first rotary member; an axle member, which is inserted into the axle hole and engages with the first rotary member so as to transmit drive power between the first rotary member and the second rotary member; and a coupling member for coupling the first rotary member and the second rotary member; wherein the coupling member is provided with a sliding portion which is disposed between the first rotary member and the second rotary member in the radial direction and which slides over either one of the first rotary member and the second rotary member when the first rotary member and the second rotary member rotate integrally with each other via the axle member.

Abstract: A drive shaft assembly includes a drive shaft that includes a first cylindrical end having a first diameter, a cylindrical portion having a second diameter, and a second cylindrical end having the first diameter. A first distal end of the drive shaft includes a first distal spherical indentation. A first adapter cap includes a first tapered inner aperture and a first seal disposed within a first groove formed in a circumference of the first tapered inner aperture. The first tapered inner aperture is configured to receive the first cylindrical end of the drive shaft and the first seal forms a seal with the cylindrical portion of the drive shaft having the second diameter. A first adapter includes a first distal spherical indentation. A first distal spherical ball is removably attached to the first distal spherical indentation.

Abstract: A clutch assembly for a motor vehicle drive train is provided. The clutch assembly includes a clutch pack; a piston for engaging the clutch pack; a housing including a surface for slidably supporting the piston; a release spring for disengaging the piston from the clutch; and a bearing supporting the clutch pack. The bearing limiting axial movement of the release spring away from the piston. A method of assembling a clutch assembly is also provided.

Abstract: An actuator controller to controllably supply DC power to a bi-directional electromechanical actuator is provided. The controller includes a first circuit to receive power and direction command signals from a remote electronic control unit through a vehicle-based bus. Control logic is operative to determine a vehicle system failure and to generate a failsafe position command signal in the event of the failure. A failsafe power circuit controllably stores electrical power and supplies the stored electrical power based on the failsafe position command signal. A power switching and supply circuit supplies DC power of a desired polarity to the electromechanical actuator in response to the power and direction command signals in the absence of the failure and supplies the stored electrical power to the electromechanical actuator in the event of the failure.

Abstract: A torque converter is provided. The torque converter includes an impeller including an impeller shell, a turbine including a turbine shell and a stator axially between the turbine and the impeller. A first fluid flow is generated between the impeller and the stator and a second fluid flow is generated between the turbine and the stator. The torque converter further includes a thrust bearing axially between the impeller and the stator or axially between the turbine and the stator. The thrust bearing includes a bearing surface arranged for maintaining a hydrodynamic film thereon in a region of the first fluid flow or the second fluid flow during operation of the torque converter. A method of forming a torque converter is also provided.

Abstract: A saddle ride type vehicular dry clutch having passive clutch disc of co-axial fixed plane contact, used for seamlessly undertaking the drives from the drive bearing assembly, in which the drive bearing assembly includes a bearing body and an active disc, and the saddle ride type vehicular dry clutch comprises: a clutch device, including a drive axle body formed with a central through-hole, having non-planar guiding slide grooves and an axle body perimeter edge remote from the central through-hole; a passive clutch disc, having a contact surface and a friction drive surface, and assembly ports for assembling elastic components outside of the engage drive area; centrifugal rollers, accommodated within the non-planar guiding slide grooves; and the driven devices includes a drive disc, formed with radially symmetric drive snap ports; a clutch shell, having a tubular inner wall, a surrounding outer wall and a connection wall.

Abstract: An improved expanding friction disk for use in a clutch of a power transmission system. The improved expanding friction disk accommodates multiple clutch pack configurations including clutch packs utilizing novel improved friction disks, is compatible with wear liners and operates with reduced friction including a reduced difference between the static and dynamic coefficients of friction in the ramp mechanism.

Abstract: A controller including an electronic control unit, the electronic control unit is configured to determine at least one of whether a first absolute value is at least equal to a first threshold and whether a second absolute value is at least equal to a second threshold. When the electronic control unit determines that at least one of the first absolute value and the second absolute value is at least equal to the corresponding threshold, torque capacity of an automatic clutch is controlled such that the automatic clutch is brought into a slipping state. The first absolute value is an absolute value of rotational acceleration of an input shaft of a transmission, and the second absolute value is an absolute value of rotational acceleration of drive wheels.

Abstract: A method and an apparatus for learning linearity error of a hydraulic pressure sensor for a hydraulic clutch are disclosed. An apparatus for learning linearity error of a hydraulic pressure sensor for a hydraulic clutch may include: a gear stage sensor detecting a gear stage that is currently engaged; a controller executed by a predetermined program to learn the linearity error of the hydraulic pressure sensor based on signals of the gear stage sensor and the hydraulic pressure sensor; and a solenoid valve applying hydraulic pressure for learning the linearity error of the hydraulic pressure sensor to the hydraulic clutch based on a learning command of the controller.

Abstract: A method for learning a touch point of a clutch in a Dual Clutch Transmission (DCT) vehicle includes a synchronization determination step, a drive shaft slip inducement step in which the controller induces a clutch of the drive shaft to slip, a non-drive shaft torque application step in which the controller applies torque to a clutch of the non-drive shaft, and a touch point learning step in which, while the speed of the non-drive input shaft follows the engine speed in the non-drive shaft torque application step, the controller searches for a certain point at which the speed of the non-drive input shaft changes and differs from the speed of the drive input shaft, and learns the point as the touch point of the clutch of the non-drive shaft.

Abstract: A disc brake device includes flat springs assembled in a support body and holding the brake pad back plates. The flat springs have a C-shaped part provided with: a connection surface part comprising a pad-receiving surface part; an outer circumferential surface part extending along the rotor circumferential direction from the end region of the connection surface part in the rotor radially outward direction; and an inner circumferential surface part extending along the rotor circumferential direction from the end region of the connection surface part in the rotor radially inward direction. Each flat spring also has a tongue-shaped part that: extends towards the connection surface part from the tip region of the inner circumferential surface part in the rotor circumferential direction; elastically engages an inner circumferential wall of a recess at a tip region of the tongue-shaped part; and biases the pad-receiving surface part towards a base wall of the recess.

Abstract: A guiding means for a brake lining arrangement of a disc brake, comprising a main part which comprises a guiding portion provided for guiding a guiding projection of the brake lining arrangement and which comprises a fixing portion which is used to fix the guiding means to a brake support. The fixing portion has two contact surfaces and a stop surface which connects the two contact surfaces. At least one elastic retaining bracket is provided on the stop surface, the retaining bracket being in secure engagement with the brake support at least in some sections, and at least the stop surface is provided with a retaining portion which can be brought into contact with the brake support at least in some sections.

Abstract: A system and method for ceramic doping of carbon fiber materials is disclosed. A carbon fiber preform may be made of carbonized oxidized PAN fibers and may be placed in contact with a nanoparticle suspension having nanoparticles and a dispersion medium. The nanoparticles may impregnate the carbon fiber preform, causing it to become a doped carbon fiber preform. The doped carbon fiber preform may be densified. The doped carbon fiber preform may be densified by conventional CVI processing techniques. The doped carbon fiber preform may be densified by thermal gradient CVI.

Abstract: In at least one embodiment, a rotational spring is provided with adjustable stiffness and includes at least one beam arranged about an axis between an input tuning port and an output port, wherein the input tuning port is configured to change an effective bending length of at least one beam so as to change a shear stiffness with respect to the input tuning port and the output port.

Abstract: An agricultural implement includes a first central implement section. At least one second implement section is positioned on each of two sides of the first implement section. Adjacent implement sections are each displaceable relative to one another about a pivot axis in order to displace the implement between a transport position and a working position. Each implement section comprises mowing mechanisms, conveying mechanisms or both. A hat-like conveying element made from an elastically deformable material is positioned on at least one of the mowing mechanisms, on at least one of the conveying mechanisms or both.

Abstract: A shock absorber assembly includes a pressure tube having an upper end and a lower end and defining an interior, a rod guide disposed adjacent the upper end, a first compression valve assembly adjacent the lower end, a rod operatively coupled to the pressure tube having a first end and a second end, an extender coupled to the second end of the rod, a piston assembly coupled to the extender between the rod guide and the first compression valve assembly with the piston assembly disposed within the interior and slideably coupled to the pressure tube, with the piston assembly dividing the interior into an upper and a lower working chamber, a second compression valve assembly coupled to the extender between the piston assembly and the first compression valve assembly, and a cup disposed within the lower working chamber and defining a bore shaped to receive the second compression valve assembly.

Abstract: A spring system that includes a compressible material that is used to control the speed of the rod movement.

Abstract: A hydraulically damping rubber bearing has a substantially hollow-cylindrical inner portion and an outer portion disposed with a predetermined spacing relative to the inner portion. A resilient connection portion is disposed between the inner portion and the outer portion and connects the outer portion to the inner portion. The resilient connection portion has a first hydraulic damping circuit with at least two first fluid chambers which are in fluid communication with each other by means of a first flow connection. The first hydraulic damping circuit has a damping action in a predetermined direction. A second hydraulic damping circuit provides a damping action in the same predetermined direction as the first hydraulic damping circuit.

Abstract: A converter unit having a damping system and having a torque transfer unit for connecting an input shaft separably to an output shaft, wherein the torque transfer unit has a co-rotating housing and the damping system can be installed centered and detachably on the housing is provided. With the converter unit proposed here standard components can be used, which are compact and easily installable.

Abstract: A seat member includes a pressing part to be pressed by at least either of a first rotary member and a second rotary member. The seat member also includes a sliding part. The seat member is disposed to be changeable in posture between a first posture and a second posture, the first posture causing a radially outer part of the pressing part to be contacted to the at least either of the first rotary member and the second rotary member when an absolute value of a rotational angle of the second rotary member with respect to the first rotary member is less than a predetermined value, the second posture causing the sliding part to partially slide against the first rotary member when the absolute value of the rotational angle of the second rotary member with respect to the first rotary member is greater than or equal to the predetermined value.

Abstract: In order to allow a friction drive belt to have an effect of reducing slip noise produced between the belt and pulleys for a long period even when the belt gets wet with water or suffers from wearing out, a V-ribbed belt B as the friction drive belt includes a belt body 10 made of a rubber composition and configured to be wrapped around the pulleys to transmit power. The surfaces of V-shaped ribs 15 serving as a pulley contact-side surface of the belt body 10 are covered with a fabric layer 16 which is integrated with the surfaces of V-shaped ribs 15, and the fabric layer 16 retains powder 17 embedded between fibers of the fabric layer 16 and integrally stuck.

Abstract: A planetary gear box assembly includes a plastic gear box housing and a first and a second monolithic housing part. The first-stage and second-stage housing parts each have an end face on one axial end of the housing part, and a surrounding wall. A first-stage ring gear is formed inside the surrounding wall of the first-stage housing part, and a second-stage ring gear is formed inside the surrounding wall of the second-stage housing part. The planetary gear box assembly has a planetary gear carrier with a generally cylindrical carrier body with a cylinder wall and a window extending through the cylinder wall. The window is axially adjoined by a first and a first radial pocket. The first and first radial pockets are radial indentations in a radially outer surface of the cylinder wall and accommodate planetary shaft ends of planetary gears.

Abstract: A shifting device for a transmission unit of a vehicle, in particular a vehicle that is driven by muscle force. The transmission unit has a first shaft, which is formed as a hollow shaft, on which a plurality of free gears is mounted. The free gears are in engagement with a corresponding plurality of gearwheels, which are mounted on a second shaft, wherein the free gears are connectable to the first shaft by means of selecting devices. The selecting devices can be actuated by means of a camshaft arranged coaxially in the first shaft, wherein the camshaft is connected to a driving device in order to be rotated relative to the first shaft to actuate the selecting devices.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque of the engine, 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, and seven friction elements disposed to selectively connect the rotation elements with each other and selectively connect the rotation elements with a transmission housing.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque of the engine, 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, and seven friction elements disposed to selectively connect the rotation elements and to selectively connect the rotation elements with a transmission housing.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include: an input shaft receiving torque of an engine; an output shaft outputting changed torque; a first planetary gear set including a first rotation element, a second rotation element, and a third rotation element; a second planetary gear set including a fourth rotation element, a fifth rotation element, and a sixth rotation element; a third planetary gear set including a seventh rotation element, an eighth rotation element, and a ninth rotation element; and a fourth planetary gear set including a tenth rotation element, an eleventh rotation element, and a twelfth rotation element.

Abstract: A planetary gear train of an automatic transmission may include: an input shaft; an output shaft; first to fourth planetary gear sets; and six control elements being disposed at a portion where one of the rotating element is selectively connected to another rotating element, or the rotating element is selectively connected to the transmission housing, wherein the input shaft is continuously connected to the second rotating element, the output shaft is continuously connected to the twelfth rotating element, the first rotating element is continuously connected to the seventh rotating element, the fourth rotating element is directly connected to the transmission housing, the fifth rotating element is continuously connected to the eleventh rotating element, and the ninth rotating element is continuously connected to the tenth rotating element.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include: an input shaft receiving torque of an engine; an output shaft outputting changed torque; a first planetary gear set including first, second, and third rotation elements; a second planetary gear set including fourth, fifth, and sixth rotation elements; a 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 ten forward speed stages and one reverse speed stage, and widens gear ratio span and secures linearity of step ratios.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include: an input shaft receiving torque of an engine; an output shaft outputting changed torque; a first planetary gear set including first, second, and third rotation elements; a second planetary gear set including fourth, fifth, and sixth rotation elements; a 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 ten forward speed stages and one reverse speed stage, and widens gear ratio span and secures linearity of step ratios.

Abstract: A multistage transmission, in particular for a motor vehicle, is provided at least structurally for selecting at least twelve forward transmission gears with different step-up ratios. This multistage transmission has four operatively interconnected planetary gear stages, a transmission input shaft for attaching to an internal combustion engine, a transmission output shaft, for attaching to drive wheels, four clutch units, each of which includes two clutch elements, and three brake units, each of which includes one clutch element.

Abstract: Nine or more 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 rotation elements, and six control elements for selectively interconnecting the rotation elements and a transmission housing.

Abstract: A planetary gear train of claim of an automatic transmission for a vehicle may include an input shaft, an output shaft, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, six control elements for selectively interconnecting rotation elements of the planetary gear sets and a transmission housing, a first connecting member directly connected to the transmission housing, a second connecting member selectively connected to the transmission housing, a third connecting member, a fourth connecting member selectively connected to the input shaft, a fifth connecting member directly connected to the input shaft, and selectively connected to the third connecting member, a sixth connecting member selectively connected to the transmission housing, a seventh connecting selectively connected the fifth connecting member, and selectively connected to the transmission housing, and an eighth connecting member directly connected to the output shaft.

Abstract: A transmission is disclosed having an input member, an output member, a plurality of planetary gear sets, a plurality of interconnecting members and a plurality of torque-transmitting mechanisms including a one-way clutch. The plurality of planetary gear sets has first, second and third members. The input member is continuously interconnected with a member of the planetary gear sets. The output member is continuously interconnected with another member of the planetary gear sets. At least eight forward speeds and one reverse speed are produced by the selective engagement of the five torque-transmitting mechanisms.

Abstract: A planetary gear train 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, a third planetary gear set, a fourth planetary gear set, six control elements, a first shaft selectively connectable with a transmission housing, a second shaft, a third shaft, a fourth shaft directly connected with the input shaft, a fifth shaft selectively connectable with the third shaft, and selectively connectable with the transmission housing, a sixth shaft selectively connectable with at least one of the first shaft and the fourth shaft, a seventh shaft directly connected with the output shaft, and an eighth shaft selectively connectable with the sixth shaft.

Abstract: A family of transmission gearing arrangements each establish at least one reverse gear ratio and between nine and fifteen forward gear ratios. A shiftable gearing arrangement establishes a variety of speed ratios between the input and a first shaft. In some embodiments, a fixed speed ratio is established upstream or downstream of the shiftable gearing arrangement. In reverse and low gear ratios, a low clutch couples the first shaft to the output. In the high gear ratios, a combining planetary gear set establishes a linear speed relationship between the first shaft, a second shaft rotating at a speed proportional to the input, and the output.

Abstract: A planetary gear set of an automatic transmission for a vehicle may include input and output shafts for receiving and outputting torques, first to fourth planetary gear sets respectively forming first to third, fourth to sixth, seventh to ninth, and tenth to twelfth rotational elements, and six control elements each of which selectively interconnects a corresponding pair among the input and output shafts, the rotational elements, and a transmission housing, where the input and output shafts are fixedly connected to the first and eleventh rotational elements respectively, respective pairs of the first and sixth rotational elements, the second and ninth rotational elements, the third and tenth rotational elements, the fifth and eleventh rotational elements are fixedly interconnected, and the seventh rotational element is selectively connected to the transmission housing.

Abstract: A motor driven valve actuator has a manual override that allows operating the valve without causing the motor rotation. The actuator includes a spindle having an axis of rotation, a driving hub rotatable about the axis of rotation, and a connecting plate attached to the spindle to be axially movable and rotatably fixed thereto, the connecting plate rotatably fixed to the driving hub when in a first axial position, thereby rotatably fixing the spindle to the driving hub for conjoined rotation with the driving hub, the connecting plate rotatable relative to the driving hub when in a second axial position.

Abstract: A control rod drive mechanism includes an outer tube, a guide tube disposed inside the outer tube, a ball tube, a hollow piston, and an electric motor. A gap between a ball traveling side of the screw shaft and the traveling balls and a gap between the traveling balls and a ball traveling side of the ball nut, having the gap coefficient (A) is given by: A=((2×R?L)?D)÷(2×R?L). The diameter of the traveling balls is determined to satisfy the expression given by A, in which A has the value of more than 0.03 and less than 0.17.

Abstract: A drive-train for a vehicle with at least one electric drive, which can be coupled via a driveshaft (2) to at least a first transmission ratio stage (i1) and a second transmission ratio stage (i2). At least one shifting mechanism is provided for engaging the transmission ratio stages (i1, i2). To carry out powershifts, the shifting mechanism includes at least one interlocking shifting element (5) and at least one frictional shifting element (6, 6A). Each of the transmission ratio stages (i1, i2) can be engaged by the interlocking shifting element (5) and at least one of the transmission ratio stages (i2) can be engaged both by the interlocking shifting element (5) and by the frictional shifting element (6). Methods for carrying out a powershift, between a frictional shifting element (6, 6A) and an interlocking shifting element (5) in the drive-train, are also disclosed.

Abstract: A drive assembly for a torque converter is provided. The drive assembly includes a turbine including a turbine shell and a plurality of turbine blades; and a spring retainer riveted to the turbine shell by at least one rivet. A torque converter for a motor vehicle drive train is also provided that includes the drive assembly and an impeller, with the turbine shell being axially slidable against the impeller to operate as a piston of a lock-up clutch of the torque converter. Further, a method of forming a drive assembly for a torque converter is provided that includes riveting a spring retainer to a turbine shell.

Abstract: The invention relates to a hydrokinetic torque coupling device for a motor vehicle, comprising a torque input element (11) intended to be coupled to a crankshaft (1), an impeller wheel (3) rotationally coupled to the torque input element (11) and able to hydrokinetically drive a turbine wheel (4), a torque output element (8) intended to be coupled to a transmission input shaft (2), clutch means (10) able to rotationally couple the torque input element (11) and the torque output element (8) in an engaged position, through damping means (21, 25) and able to rotationally uncouple the torque input element (11) and the torque output element (8) in a disengaged position.

Abstract: A differential case includes: two supported parts so supported that a differential case is rotatable around a central axis of the differential chamber; and a flange provided between the supported parts and projecting in an outer diameter direction, and welded with a ring gear. The flange includes a bearing surface and a rounded base disposed on one side of the differential case in an axial direction. The bearing surface is in contact with a surface, of the ring gear, disposed on opposite side of a tooth surface of the ring gear, and the rounded base is coupled in a continuous fashion to the bearing surface. A rounded part that disperses stress, generated at the rounded base by gear reaction force derived from the ring gear, is provided in a region between the flange and one of the supported parts disposed on the one side.