Abstract: A method for controlling a hydraulic fluid supply system of an automatic transmission of a motor vehicle includes supplying the hydraulic fluid supply system with hydraulic fluid from at least one of a hydraulic pump controlled on an engine side and a hydraulic pump controlled on a gear set side. The method also includes controlling a retaining valve of the hydraulic fluid supply system as a function of detected motor vehicle parameters in order to set an adjusted power distribution with the hydraulic pump controlled on the engine side and the hydraulic pump controlled on the gear set side.

Abstract: A system and method of anchoring a bimetal coil member on a viscous clutch fan drive. An adjustable channeled retainer member together with a silicone or silicone-type material is used to anchor the free end of the bimetal coil member.

Abstract: A torque transfer device (1) for a drivetrain (2) of a motor vehicle, having a torsional vibration damping unit (3) and a decoupling clutch (6) having at least two clutch elements (4, 5) which can be joined to each other, wherein a first clutch element (4) is permanently connected non-rotatingly to a flange section (7) of the torsional vibration damping unit (3) and a second clutch element (5) is coupled with the flange section (7) via a freewheeling unit (8), wherein at least some sections of the freewheeling unit (8) are positioned in a radial receiving space (9) of the torsional vibration damping unit (3).

Abstract: A transmission assembly for a transmission of a motor vehicle drive train is provided. The transmission assembly includes a transmission case; a rotatable component inside the transmission case; and a wedge one-way clutch including an outer surface drivingly coupled to an inner surface of the transmission case. An outer radial end of the rotatable component is fixed to or forms an inner race for the one-way clutch.

Abstract: A return stop, including a rotating inner ring and a stationary, fixed outer ring, and a cage arranged between the inner ring and the outer ring with multiple roller pairs each having two rollers. At least one spring element is arranged between the two rollers of each roller pair for spring-loading the rollers at least against the outer ring, and on an outer circumferential surface of the inner ring for each roller of each roller pair, a clamping ramp is formed. The outer circumferential surface of the inner ring has at least one cam that is formed radially on the outside and engages in a groove formed on the cage. The at least one cam is smaller in the circumferential direction than the groove. Through a relative movement of the cage relative to the inner ring, the respective roller of each roller pair contacts both the respective clamping ramp and the outer ring. A transfer case for a motor vehicle with such return stop is also provided.

Abstract: A magnetically hinged, overrunning clutch is disclosed. Sprags containing rare-earth permanent magnets, and arranged in pairs of opposite magnetic orientation, are located within the gap between the inner surface of a hollow, circularly cylindrical shaft and the external surface of a smaller diameter, second circularly cylindrical shaft. Pairs of rare-earth permanent magnets encircling the second cylindrical shaft are located at, or just beneath, the surface of the shaft and are arranged in pairs having alternating magnetic orientation. The sprags are cylinders having a pseudo-spiral cross-section and are sized, and the ferromagnetic region located, such that when the sprags are attracted to the shaft-magnets, the first shaft may be rotated with respect to the second shaft in a first, overrunning direction of rotation, but the first shaft does not rotate with respect to the second shaft in an opposite, or lock-up direction.

Abstract: A roller clutch includes an outer race, an inner race, a first engagement member situated between the outer race and the inner race, a second engagement member situated between the outer race and the inner race, and an electromagnetic mover to be energized or de-energized. The first engagement member is configured to engage the outer race and the inner race to transmit torque between the outer race and the inner race in response to the electromagnetic mover being energized and the inner race applying negative torque to the second engagement member while the outer race applies positive torque to the second engagement member. The second engagement member is configured to engage the outer race and the inner race to transmit torque between the outer race and the inner race in response to the inner race applying positive torque to the second engagement member while the outer race applies negative torque to the second engagement member.

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 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: A system and method for determining a remaining useful life of a portion of a wet clutch system is provided. The system comprises a first clutch assembly, a proportional valve, a sensor, and a controller. The proportional valve regulates a pressure applied to the first clutch assembly. The sensor measures a response of the first clutch assembly during one of engaging and disengaging a first portion of the first clutch assembly with a second portion of the first clutch assembly. The controller controls the proportional valve, calculates a mean coefficient of friction of the first clutch assembly based on the sensed response of the first clutch assembly, and determines a remaining useful life of a portion of the wet clutch system based on the mean coefficient of friction of the first clutch assembly.

Abstract: A debris eradicating brake head for use in a side frame mounted braking system in a railway vehicle. The brake head being mounted on an end of a brake beam and including a brake shoe carrier associated with the brake head, a brake shoe secured to a face portion of the brake shoe carrier, and a brake head extension extending from a side portion of the brake shoe carrier for associating the brake head within a unit guide in a side frame of the railway vehicle. The brake head extension including at least one of a first and a second tapered surface configured for breaking up and pushing debris out of the unit guide in the side frame. Eradication of debris within the side frame increases the braking efficiency of the railway vehicle as it reduces the amount of force necessary for applying the brake shoes to the wheels.

Abstract: A disc brake rotor including a hub portion and a brake disc is provided. The brake disc extends radially outward from the hub portion and includes an outboard disc face and an inboard disc face. A plurality of channels are disposed in the brake disc that are circumferentially spaced from one another. Any one channel in the plurality of channels is open to either the outboard disc face or the inboard disc face. The brake disc includes an outer ring and an inner ring that are circumferentially continuous and uninterrupted along at least the outboard disc face and the inboard disc face. The outer ring is radially spaced from the inner ring with the plurality of channels disposed radially between the outer ring and the inner ring. Advantageously, this arrangement increases shear strength of the brake disc while providing enhanced cooling.

Abstract: An electro-hydraulic actuator (1) for actuating a brake (2) with a hydraulic thrust unit comprises an electric motor (3), a converting mechanism (5) to convert a rotational motion of the motor (4) into a translational motion, a cylinder (8), and a piston (9) connected to the converting mechanism, wherein the converting mechanism (5) is configured so that, for a given angular speed of the drive shaft (4), the translation speed of the piston (9) decreases from a maximum value in a rear length (14) of the piston stroke to a minimum value in a front length (13) of the piston stroke.

Abstract: An electric brake device includes a brake rotor; a brake pad; an electric motor; a linear motion mechanism configured to convert a rotary motion of the electric motor into a linear motion so as to be transmitted to the brake pad; a controller to control the electric motor; and a brake command device to send a braking force command to the controller. The controller includes an emergency braking detector to detect an emergency braking request; a steady state controller to perform braking in a steady state; and a flux weakening controller to perform flux weakening control. The flux weakening control is performed when the emergency braking detector detects an emergency braking request.

Abstract: A friction material for a motor vehicle drive train component is provided. The friction material includes an outer circumference, an inner circumference, an engagement surface configured for engaging with and disengaging from a mating component and a coined section extending between at least one of the outer circumference and the engagement surface and the inner circumference and the engagement surface. A method of forming a friction material for a motor vehicle drive train component is also provided. The method includes attaching a first axial surface of the friction material to a support and coining at least one of an inner circumference and an outer circumference at a second axial surface of a friction material to form a coined section. The second axial surface is on an opposite side as the first axial surface.

Abstract: A workpiece includes a material with a face and a first plurality of barbs and a second plurality of barbs extending integrally from the face. Each barb has a height above the face. The barbs of the first plurality are at least 10% higher than the barbs of the second plurality. The first plurality of barbs includes at least 10% of the barbs on the face and the second plurality of the barbs includes at least 10% of the barbs on the face. The barbs of the second plurality of barbs are bent and pointed.

Abstract: A shock absorber includes a reservoir between a cylinder and an outer tube, in which hydraulic liquid and gas are sealed; a middle tube between the cylinder and the outer tube; a connecting pipe in the lateral wall of the middle tube, which includes a tip end extending toward the outside of the outer tube; an opening in the outer tube, allowing hydraulic liquid to flow from the outside of the outer tube into the reservoir through the outer side of the connecting pipe; and a partition member in the reservoir, which includes a partition wall that configured to regulate hydraulic liquid's upward flow from the opening in the reservoir. The partition member is made of flexible resin or rubber, provided with a fitting hole, and fitted to the connecting pipe with interference with the connecting pipe inserted through the hole.

Abstract: A fluid-filled, frequency-dependent damper includes a cylinder connected to a cylinder attachment portion; a piston connected to a piston attachment portion, the piston being displaceable in the cylinder; first and second main chambers; and a throttling member for allowing and influencing a fluid flow between the first and second main chambers within the damper when the cylinder attachment portion and the piston attachment portion move relative to each other.

Abstract: A flywheel system including a rotor shaft. The rotor shaft includes an inner passage therethrough, and a dam with a central opening disposed on a first end of the inner passage. An outer passage surrounds the inner passage. The inner passage is open at a second end, and the outer passage is closed on an end surrounding the second end of the inner passage. The outer passage is open on an end surrounding the first end of the inner passage. Fluid flows into the inner passage at the first end, via the central opening of the dam. Rotation of the flywheel rotor causes the fluid to accumulate along a wall of the inner passage, and to propagate to the second end, where the fluid exits into the outer passage. The fluid propagates along the outer passage to the open end of the outer passage, where it is released.

Abstract: An articulated chain comprises alternate inner and outer chain links interconnected by a chain joint. Each inner chain link comprises at least one chain link plate and each outer chain link comprises at least two chain link plates, and the chain link plates have a structured link plate back that is adapted to be brought into contact with a tensioning or guide rail. The structured link plate back comprises at least one recess having a closed circumference or at least one recess having a circumference that is closed with the exception of an access opening, and is straight or slightly concave in shape for contact with a tensioning or guide rail. A chain drive comprising a driving sprocket, at least one driven sprocket, and at least one tensioning or guide rail and an articulated chain, in contact with the at least one tensioning or guide rail is provided.

Abstract: A speed reducer (20) of a reduction motor (1) includes a first internal gear (22) attached to the housing, an input shaft (21) having an eccentric shaft portion (21d), a first external gear (24) having a pitch circle diameter smaller than a pitch circle diameter of the first internal gear (22), and an output member (27) connected to the first external gear (24). The input shaft (21) is configured to be rotated by a rotation input from the electric motor (10). The first external gear (24) is configured to be placed inside of the first internal gear (22) under a state that a part of an external teeth (24a) of the first external gear (24) engages with an internal teeth (22d) of the first internal gear (24a). A holding member (28) fixes the first internal gear (22) in the axial direction of the input shaft (21).

Abstract: An epicycloidal gear assembly for use in a vehicle seat actuator includes a planetary gear that is driven by a worm gear. The planetary gear has an outer edge surface that extends between opposed sides of the gear and has a first set of external teeth, and an inner edge surface that extends between the opposed sides and defines a central opening. The worm gear includes a gear head defining a second set of external teeth, and a gear stem extending from the gear head and passing through the central opening. An outer surface of the gear stem is configured to engage the planetary gear inner edge surface in such a way as to drive the planetary gear, and the planetary gear inner edge surface defines a smooth curve between the first side and the second side.

Abstract: Each of gear teeth of an external gear has a tooth-bottom portion, a tooth-middle portion and a tooth-front portion. The tooth-middle portion is operatively engaged with an internal gear. A cross-sectional shape of the tooth-bottom portion is formed by a hypocycloid curved line. A cross-sectional shape of the tooth-middle portion is formed by an epicycloid curved line. A cross-sectional shape of the tooth-front portion is formed by a first predetermined curved line, which is located at a position closer to a first pitch circle of the external gear in a radial-inward direction from a reference epicycloid curved line. The reference epicycloid curved line is continuously connected to each of the curved lines of the tooth-middle portion at both circumferential sides of each gear tooth. As a result, the tooth-front portion is so formed that a part of the tooth-front portion is escaped in the radial-inward direction from the reference epicycloid curved line.

Abstract: A gear transmission is provided with a gear structure and a plurality of motors. The gear structure is provided with a plurality of crank shafts, an eccentric rotation gear, and a rotation gear. Each motor is attached to one of the crank shafts. At least one of the plurality of motors is a first motor, and at least another of the plurality of motors is a second motor. The second motor has a length in an axial direction shorter than that of the first motor.

Abstract: A multi-speed planetary transmission includes a housing, a drive shaft connectable to a drive train for transferring a drive torque from the drive train to the multi-speed planetary transmission, and four single planetary transmissions arranged along a housing longitudinal axis. The planetary gears feature a sun gear, ring gear, and planetary carrier. Six shift elements are arranged within the housing and are designed as four clutch elements and two brakes. Connecting shafts form connections between the single planetary transmissions, the drive shaft, the output shaft, the clutch elements and/or the brakes. The single planetary transmissions are shiftable such that nine forward gears and one reverse gear are provided, and the shift elements are arranged in a manner easily accessible from outside the housing.

Abstract: A multi-speed transmission for a motor vehicle includes a housing, a drive shaft, an output shaft, and at least four planetary gear sets, whereas each of the planetary gear sets comprises one sun gear, at least one planet, one planetary carrier and one ring gear. Several shift elements are provided in the form of at least four clutches and at least two brakes. The drive shaft is connectable through the third clutch to the first brake and to the sun gear of the first planetary gear set and to the sun gear of the second planetary gear set. The ring gear of the first planetary gear set is connected to the planetary carrier of the fourth planetary gear set. The planetary carrier of the fourth planetary gear set is connectable through the fourth clutch to the drive shaft. The sun gear of the fourth planetary gear set is connected to the housing. The second brake is connected to the planetary carrier of the first planetary gear set.

Abstract: A planetary gear train for an automatic transmission may include input shaft, output shaft, first to fourth planetary gear sets and seven friction elements disposed to selectively connect the rotation elements with the rotation element and selectively connect the rotation elements with a transmission housing, and wherein the input shaft is/are continuously connected to the second rotation element, the output shaft is/are continuously connected to the eleventh rotation element, the third rotation element is/are continuously connected to the fifth rotation element, the third rotation element is/are continuously connected to the tenth rotation element, the fourth rotation element is/are continuously connected to the ninth rotation element, the sixth rotation element is/are continuously connected to the seventh rotation element, the input shaft is/are selectively connected to the sixth rotation element, wherein three friction elements among seven friction elements is/are operated at each speed stage.

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, three planetary gear sets respectively having three rotational elements, and six control elements for selectively interconnecting the rotational elements.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft configured for receiving an engine torque, an output shaft configured for outputting a shifted torque of the engine, 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 selectively connected to the transmission housing, a second connecting member selectively connected to the transmission housing, a third connecting member directly connected to the input shaft, a fourth connecting member selectively connected to the transmission housing, a fifth connecting member selectively connected to the input shaft, and selectively connected to the transmission housing, a sixth connecting member directly connected to the output shaft, and a seventh connecting member selectively connected 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 changed 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 rotation shaft selectively connectable to a transmission housing, a second rotation shaft selectively connectable to the first rotation shaft, and directly connected to the input shaft, a third rotation shaft selectively connectable to the transmission housing, a fourth rotation shaft, a fifth rotation shaft selectively connectable to at least one of the second rotation shaft and the third rotation shaft, a sixth rotation shaft directly connected to the output shaft, and a seventh rotation shaft selectively connectable to the transmission housing.

Abstract: The present disclosure provides a planetary gear train of an automatic transmission for a vehicle having advantages of improving power transfer performance and fuel efficiency by implementing ten forward speeds and one reverse speed. The planetary gear train includes: first, second, third, and fourth planetary gear sets; an input shaft; an output shaft; eight shafts connected to the respective rotation elements of the first, second, third, and fourth planetary gear sets; four clutches and two brakes which are control elements; and a transmission housing H. With this arrangement, rotation power from an engine which is input from the input shaft is shifted by a mutual complementing operation between the first, second, third, and fourth planetary gear sets, and is then output through the output shaft.

Abstract: A planetary gear train of automatic transmission may comprise an input shaft, an output shaft, first, second, third, and fourth planetary gear sets having first to twelfth rotating element, and six control elements disposed between one of the rotating elements and another or the input shaft, between one of the rotating elements and the output shaft, or between one of the rotating elements and a transmission housing, wherein the input shaft is directly connected with the third rotating element, the output shaft is connected with the eleventh rotating element continuously, the second rotating element is directly connected with the eleventh rotating element, the third rotating element is directly connected with the fourth rotating element, the fifth rotating element is directly connected with the ninth rotating element, the sixth rotating element is directly connected with the tenth rotating element, and the seventh rotating element is selectively connected with the transmission housing.

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

Abstract: The connector system (30) includes a pivoting member (38) pivotally attached to a guide anchor (36) that is moveable secured within a guide track (34). The guide anchor (36) is movably secured between first and second strength walls (58, 62). At least one guide shoulder (70) and the pivoting member (38) define throughbores (74, 76, 78) that receive a rod (92) of a rod-and-bracket connector (88) to pivotally secure the pivoting member (38), such as a convergent flap (26) of an exhaust nozzle assembly (22). The rod-and-bracket connector (88) utilizes an L-shaped arm (96) to eliminate need for a large thread and lock nut assembly (86) between the strength walls (58, 62) to thereby facilitate use of larger, stronger guide shoulders (70, 72) between the strength walls (58, 62) to maximize strength of the connector system (30) while minimizing its volumetric displacement.

Abstract: A linear actuator provided for moving a load includes an actuator housing having a tube and a housing bottom at one end of the tube and a housing head at another end of the tube. The linear actuator further includes a piston guided longitudinally in the actuator housing, and an actuator rod assembled with the piston and configured to protrude out of the actuator housing in a manner which is guided in the housing head. The linear actuator is configured such that reliability of operation is increased and damage of structural parts is largely avoided. The linear actuator achieves these results by virtue of the fact that there is at least one plastically deformable buffer element which can be supported on the housing head and can be deformed in the case of an impact of the piston. The buffer element is configured to convert kinetic energy into deformation work.

Abstract: A torsional vibration damper includes a planetary gear set connected to a transmission input shaft, including a sun gear, a carrier, and a ring gear. A spring cage includes a first spring support member connected to the ring gear having multiple first spring contact members. A second spring support member is connected to the carrier and rotates with respect to the first spring support member. The second spring support member has multiple second spring contact members angularly oriented with respect to the first spring contact members. Multiple springs having opposed ends are positioned between and are compressed by rotation of the first or the second spring support member. The springs compress and extend to absorb vehicle engine vibration pulses. Each end of the springs has one of the multiple first spring contact members and or one of the multiple second spring contact members positioned proximate thereto.

Abstract: A clutch latching system is provided for latching and draining a torque transmitting mechanism. The latching clutch control system may include a latching valve, a release valve, and an accumulator. The clutch latching system may include a clutch feed channel configured to provide hydraulic fluid from a pressurized source to a torque transmitting device when the torque transmitting device is engaged and the engine is running. A latching valve connects the clutch feed channel to the torque transmitting device. The latching valve is configured to selectively trap pressurized hydraulic fluid within the torque transmitting device. A hydraulic pressure storage circuit configured to selectively provide pressurized hydraulic fluid to the latching valve to unlatch the latching valve. A multiple speed transmission is also provided.

Abstract: A power transmission unit that can multiply torque of a prime mover to be delivered to a differential gear unit is provided. Torque of a drive motor is delivered to planetary gear units through a driven gear. A first ring gear of the first planetary gear unit is meshed with a first supplemental gear, and a second ring gear of the second planetary gear unit is meshed with a second supplemental gear. The first supplemental gear and the second supplemental gear are connected to each other through a reaction gear unit to reverse the torque applied to the first ring gear to be transmitted to the second ring gear.

Abstract: In a differential apparatus component (ring gear-integrated with differential case 12), a differential case and a ring gear are formed integrally and seamlessly of cast steel. Cast Steel is preferably composed of 0.3 to 1.0% by mass of silicon (Si), 0.5 to 1.2% by mass of manganese (Mn), 0.1 to 0.5% by mass of vanadium (V), 0.01 to 0.05% by mass of tin (Sn), 0.1 to 1.5% by mass of chromium (Cr), 0.2 to 1.0% by mass of copper (Cu), and the rest composed of iron (Fe) and unavoidable impurities.

Abstract: A forged composite powder metal part, such as a CVJ inner race or bevel gear, and method of making the same are disclosed. The forged composite powder metal part includes a outer section concentrated with a first powder metal material, a inner section concentrated with a second powder metal material and a variable boundary profile between the materials of the two sections. For example, in a forged CVJ inner race, the different materials can provide improved wear resistance in the ball tracks and improved spline performance. As another example, in a forged bevel gear, the different materials can be used to create a continuous variable boundary profile that defines the depth of a harder layer over the teeth.

Abstract: A driving force transmission mechanism is equipped with a first gear attached to a drive source, a second gear enmeshed with the first gear, and a damper shaft enmeshed mutually with the second gear and with a rack member of an air mixing damper. A first locator part formed on the second gear is inserted in a first locator groove in the first gear, while additionally, a second locator part is inserted with respect to a second locator groove in a damper gear. Further, a first narrow tooth formed on the first gear enmeshes with a meshing groove of the first locator part, whereas a second narrow tooth formed on the damper gear enmeshes with another meshing groove of the second locator part.

Abstract: The invention relates to a gear (1) comprising a first, radially inner ring element (2), a second, radially outer ring element (3) and a connecting element (4), wherein the second, radially outer ring element (2) comprises a toothing (10), wherein the connecting element (3) is arranged in radial direction between the first, radially inner ring element (2) and the second, radially outer ring element (3) and is connected to the first, radially inner ring element (2) and the second, radially outer ring element (3), and wherein the connecting element (4) is made at least partly from a rubber-elastic material. In this case edges (11, 12) of the first, radially inner ring element (2) in the connecting area between the first, radially inner ring element (2) and the connecting element (4) and edges (16, 17) in the connecting area between the second, radially outer ring element (3) and the connecting element (4) are provided with a rounding (21 to 24).

Abstract: A metal core for a resin gear and a resin gear composite member are provided. The metal core includes a boss portion into which a shaft is press-fitted, a ring portion to which an outer peripheral resin is joined, and a connecting portion via which the boss portion and the ring portion are coaxially provided. The boss portion is arranged on one side of the connecting portion at an inner circumference of the connecting portion and extends annularly in an axial direction. The ring portion is arranged on the same side of the connecting portion at an outer circumference of the connecting portion and extends annularly in the axial direction. The boss portion, the connecting portion, and the ring portion are formed of an integrally continuous material. The boss portion is thicker than the connecting portion and the ring portion.

Abstract: The present disclosure is directed to a drivetrain assembly for a wind turbine. The drivetrain assembly includes a gearbox having a ring gear, an annular torque support, and at least one flexible component configured therebetween. More specifically, the ring gear includes opposing inner and outer circumferential surfaces separated by side circumferential edges. The side circumferential edges include a rotor-side edge and a generator-side edge. The rotor-side edge has a first set of circumferentially-spaced teeth. The torque support has a generator-side surface having a second set of circumferentially-spaced teeth. Thus, the first set of teeth of the ring gear are configured to engage the second set of teeth of the torque support so as to couple the ring gear to the torque support. In addition, the flexible component is configured between the first and second sets of teeth so as to control vibrations in the wind turbine, e.g. transmission of gearbox-generated vibrations.

Abstract: A work machine having a diesel engine driving a plurality of ground movement devices to tow an agricultural implement. A torque estimating system is employed to determine the level of torque in the drive train between the diesel engine and the ground movement devices. The torque estimation device is a sensor determining the axial and radial deflection of an input shaft as a function of the torque transmitted between a pair of adjacent gears in the power train.

Abstract: An automatic transmission device comprises a flat steel plate for placing in between an automatic transmission pump body and an automatic transmission bellhousing that supports both rotating pump gears and completely encloses said gears within pump housing, and eleven holes, the device configured so that seven holes are for pump mounting bolts, three holes are for fluid passage that directly mimic the size, shape, dimension and position of the holes in the pump body, and one center hole for pump gear operation.

Abstract: A drive device having a shaft support structure located within its housing, such as an axle support structure for providing additional support to a pair of output axles under load. The axle support structure comprises at least one aperture sized to receive a bushing that may have a non-rotation feature. The housing may also include a shaft support structure for other shafts, such as a jackshaft of a gear reduction system disposed between a transmission and the driven output axles.

Abstract: A belt drive for a motor vehicle having at least two toothed pulleys (1) which are spaced apart from one another and having a toothed belt which wraps around them, wherein a positively locking connection is formed between a toothing system of the wraparound means and a toothing system (2) of the toothed pulleys (1), which positively locking connection is of low-friction configuration by an anti-friction agent which acts between the toothing systems is provided. In order for it to be possible to configure a toothed belt inexpensively and without an anti-friction agent, the anti-friction agent is formed in the form of a lubricant-varnish layer (5) which is applied at least to a toothing system (2) of a toothed pulley (1).

Abstract: A lubricating structure for a speed reducer includes: a case; a reduction gear provided inside the case, the reduction gear being configured to rotate around a rotation axis; a catch tank configured to store part of lubricating oil scooped up by the reduction gear; an oil passage provided in the side wall, the oil passage being configured to guide the lubricating oil, scooped up by the reduction gear, to the catch tank; a rib formed on the side wall so as to radially extend, the rib being configured to guide the scooped-up lubricating oil toward a radially inner side; and a groove provided at an end edge of the rib of the side wall, the lubricating oil trapped by the rib being introduced into the groove, and the groove communicating with the lubricating oil supply object.

Abstract: A differential device includes pinion; pinion shaft; paired side gears connected to paired output shafts and having at outer peripheral portions gear portions meshing with the pinion; and oil introduction passage introducing lubricant oil to mutually-facing surfaces of the side gears. An oil reserving portion facing space adjacent to end surface of the pinion on radially inner side and capable of catching and holding lubricant oil splashed to the space is formed in portion where the pinion and the pinion shaft mutually face, so as to communicate with fitting portion between the pinion and the pinion shaft where they are relatively rotationally slidable. A step portion is formed in at least one of the mutually-facing surfaces, separates part of oil from lubricant flow flowing radially outward along the one surface by centrifugal force, and guides the oil into the space.