Abstract: A device configured to operably couple a steering column to a steering gear housing. The device includes a shaft, a clamping collar and a clamping screw. The clamping collar includes two arms arranged relative to one another so as to define a cavity. The cavity presents an entry zone and a coupling zone into which the shaft is inserted, the shaft first entering the entry zone then entering the coupling zone. The shaft is secured in position by tightening the clamping screw to a set torque, the entry zone being dimensioned in relation to the coupling zone so as to inhibit achieving the set torque of the clamping screw when the shaft is inserted into the entry zone only, and not the coupling zone.

Abstract: A wobble mechanism having a wobble body is arranged on an input shaft. Magnets are arranged on the outer side of said wobble body, which interact with magnets which are arranged in a housing for transmitting torque to an output shaft. The wobble mechanism is connected to the output shaft via an angle joint.

Abstract: An impact energy absorbing propeller shaft may include a collet integrally and rotatably inserted between a spline portion formed on an outer circumferential surface of a front shaft and a spline portion formed on an inner circumferential surface of a rear shaft, and an O-ring fitted with an outer circumferential surface of a rear end portion of the collet, fixedly holding a rear end portion of the front shaft, and fixedly supporting the collet inside the rear shaft.

Abstract: A shaft coupling mechanism 1 for an electric power steering apparatus includes a coupling base body 3 coupled to a rotating shaft 2; a coupling base body 5 coupled to a rotating shaft 4; a rotation transmitting member 8 constituted by a pair of rigid rotation transmitting members 6 and 7 disposed between the rotating shaft 2 and the rotating shaft 4 through both coupling base bodies 3 and 5 and adapted to transmit the rotation of the rotating shaft 2 in an R direction about an axis O to the rotating shaft 4; an elastic member 9 interposed between the rotation transmitting members 6 and 7 and coupled to the rotation transmitting members 6 and 7 in such a manner as to be axially superposed on the rotation transmitting members 6 and 7; and a coupling means 10 for coupling the pair of rotation transmitting members 6 and 7 to each other.

Abstract: A mechanical coupling group of two devices, includes coupling body having a hollow cylindrical central portion and a first flange destined to couple with a first device, and a second flange destined to couple with a second device, threaded means being provided with a broadened head for fixing each of the two flanges to the respective device, in which the second flange comprises at least three first equidistant recesses located on a circumference thereof, and having a larger diameter than a diameter of the broadened head, a cylindrical tract branching from each recess having a diameter that is identical to a diameter of the circumference on which the threaded means lie, less one half of the diameter thereof, and a second recess facing towards the first recess and having a smaller diameter than the broadened head of the threaded means.

Abstract: The invention relates to a friction ring (1) for a synchronizing unit (2) of a variable ratio gear transmission. The friction ring (1) comprises a conical friction body having an inner friction surface and an outer installation surface which each bound the friction ring body in a radial peripheral direction extending perpendicular to an axial friction ring axis (4). The friction ring body comprises a projection (9) for restraining a movement of the friction ring (1) relative to a synchronizer ring (7) substantially along the friction axis in operation in the synchronizing unit (2).

Abstract: The bearing provides a first bearing ring, a second hearing ring and a wear ring attached to the first bearing ring. The wear ring provides at least one hook cooperating with the first bearing ring for the axial retention of the wear ring relative to the first bearing ring. The first hearing ring further provides at least one centering member projecting into and engaging within a complementarily shaped recess of the wear ring, for angular locking of the wear ring relative to the first bearing ring.

Abstract: A driven accessory that includes an input member, a cover, an output member, a clutch and a clutch actuator. The input member is rotatable about an axis and has a hub, an outer rim, and a radially extending web that couples the hub to the outer rim. The cover is coupled to the input member for common rotation about the axis and cooperates with the input member to define a clutch cavity. The clutch is received in the clutch cavity and selectively transmits rotary power between the input member and the output member. The clutch actuator is selectively operable to change the operational state in which the clutch operates. The clutch actuator has an electromagnetic coil that is disposed outside the clutch cavity. The hub is disposed along the axis between the clutch and the electromagnetic coil.

Abstract: The present disclosure provides a shifting control method for a DCT vehicle which includes determining, by a controller, whether an entry condition is satisfied, the entry condition including information about whether a tip-out occurs while a power-on upshift torque phase is being performed, and when the entry condition is satisfied, responding, by the controller, to the tip-out where the controller controls an engaging clutch and a disengaging clutch using the calculated torque.

Abstract: A motor vehicle drum brake (10) includes: two braking segments (18A, 18B); an anchoring element (28) including two bearing surfaces (32A, 32B) of two second ends (24) of the braking segments (18A, 18B); a wheel cylinder (34) which, in a first “simplex” operating mode, is suitable for transversally separating the adjacent first ends (22) of the segments (18A, 18B); the anchoring element (28) including: a fixed body (42) wherein two sliding pistons (50A, 50B) each carry a bearing surface (32A, 32B); and elements (44) for separating the pistons (50A, 50B) between an anchoring position wherein they abut against the body (42), and a sliding position wherein the pistons (32A, 32B) are separated to allow the sliding thereof during operation in so-called “servo-dual” mode.

Abstract: A disc brake including a brake caliper, which includes two lateral wings which tangentially encompass at least one brake disc, and which is displaceably guided on a brake carrier by two guiding elements, which are arranged opposite with respect to each other and radially with respect to the axis of the brake disc between the brake caliper and the brake carrier, in which a first guiding element in the area of one wing consists of a combination of a sliding bore and a guide pin being guided within it, and in which a second guiding element is configured within the opposite wing as a combination of at least two cooperating guiding surfaces.

Abstract: A motor vehicle disc brake includes a cover with two tiered bores of parallel axes, each bore includes at least one first section; a caliper slidably mounted axially with respect to the cover by two pins of parallel axes rigidly connected to the caliper and each including at least one guiding section which is slidably mounted, with a radial clearance, in the tiered bore of the cover; and brake, wherein a cylindrical outer guiding surface of the sliding guiding section of each pin includes at least two opposed axial portions, extending angularly about the axis of each pin according to an angle less than 90°, a median axial plane of the two portions being parallel with a plane passing through the axes of the two pins.

Abstract: The invention relates to a piston for a brake caliper, which can be actuated in combined fashion, of a disk brake, which piston 1 is produced by shaping processes from a metallic material, in particular from a planar metal sheet, and which piston 1 is formed as a pot which is open on one side and which has a longitudinal axis, a wall and a piston crown, and which piston has a twist prevention facility for a drive nut. The invention is based on the problem of providing a robust piston construction which is better capable of tolerating erroneous repair work. To solve the problem, it is proposed that the twist prevention facility has, between the piston and drive nut, at least one reinforcement for protecting against plastic deformation of at least one driver.

Abstract: A brake lining mounting for a disk brake for a commercial vehicle includes a lining holder and lining holding springs. The lining holder is supported on lining holding springs of brake linings which are arranged in a brake caliper on both sides of a brake disk. The lining holder spans a mounting opening of the brake caliper in an axial direction of the brake disk. The lining holder consists of one or more cables.

Abstract: A non-asbestos frictional material composition is provided, which is capable of provide a frictional material with low environmental load and with excellent friction coefficient, anti-crack properties, and abrasion resistance compared with conventional ones. Furthermore, a frictional material and a friction member formed by using this non-asbestos frictional material composition are provided. The non-asbestos frictional material composition containing a binder, an organic filler, an inorganic filler, and a fiber base material, includes: copper in a content of 5 mass % or less as a copper element; a metal fiber other than a copper fiber and a copper alloy fiber in a content of 0.5 mass % or less; cashew dust in a content of 1.5-4.5 mass % as the organic filler; zirconium oxide with a particle size of 30 ?m or less in a content of 30-45 mass % but not containing zirconium oxide with a particle size of more than 30 ?m as the inorganic filler.

Abstract: A suspension damper including an actuator and a static fluid damper is provided. The actuator includes a first housing and a second housing positioned within the first housing and coaxially aligned with the first housing along an axis of the actuator. The second housing defines a passage. A piston is slidably positioned within the passage of the second housing to define a first chamber and a second chamber. A divider is positioned between an inner surface of the first housing and an outer surface of the second housing to define a third chamber and a fourth chamber. The static fluid damper includes a first damping chamber, a second damping chamber, and a third damping chamber. A separating member is positioned within the third damping chamber to define a gas chamber. First and second flow passages provide fluid communication between the actuator and the static fluid damper.

Abstract: In some embodiments, a vibration isolator comprises a housing having a base portion and a wall portion. A plurality of bearings are disposed within the housing. The bearings are arranged in a configuration comprising a plurality of layers. A first layer comprises a bearing and a second layer comprises a plurality of bearings. Each bearing in the second layer contacts the wall portion of the housing. Each bearing comprises a plurality of contact points in contact with another portion of the vibration isolator, and no two contact points of a bearing are diametrically opposed.

Abstract: A dumping structure includes a first frame on which a driving portion is mounted, a second frame, a fixture fixing the first frame to the second frame, a restrict portion, provided around the fixture and provided between the first and second frames, which restricts a distance between the first and second frames, and a damping member, provided around the restrict portion, which is compressed by the first and second frame. The damping member has rigidity lower than rigidity of the first frame, rigidity of the second frame and rigidity of the restrict portion, and has a loss factor, measured by a mechanical impedance method in the state being compressed between the first and second frames, of 0.05 or more.

Abstract: There is provided an anti-vibration wheel for an automobile, comprising: a disk member connected to an axle hub with a rim member extending from a circumferential edge of the disk member for mounting a tire, the rim member further having: an outer bead seat positioned at an outer end of the rim member where an outer bead of the tire sits, an inner bead seat positioned at an inner end of the rim member where an inner bead of the tire sits, and a well portion which is inclined and extends between the outer bead seat and the inner bead seat, with an outer well portion extending from the outer bead seat and an inner well portion extending from the outer well portion, with the thickness of the outer well portion being greater than the thickness of the inner bead seat which is greater than the thickness of the inner well portion.

Abstract: An outboard engine has a cowling defining an engine compartment and an outlet fluidly communicating therewith. An engine housed in the engine compartment includes an engine block and an output shaft defining an output shaft axis, an axial direction, a radial direction and a circumferential direction. An outer end thereof extends outside the engine block. A flywheel mounted thereto rotates therewith. A cover fixed with respect to the engine block defines a chamber housing the flywheel disposed axially between the engine block and the cover, and radially between the output shaft and the cover. The cover includes a channel member defining a channel between a first end and a second end fluidly communicating with the outlet. The channel member defines a cross-sectional area of the channel. A circumferentially-extending portion of the channel is continuous with the chamber and has a cross-sectional area increasing towards the second end.

Abstract: The invention relates to the field of anchor chains, and more particularly an anchor chain (1) comprising a first plurality of links (3) and, at the end of the chain, a second plurality of links (4) comprising at least three successive links (4) in each of which at least one property selected from its bar diameter and the elastic limit of its material is substantially greater than in each of the links (3) of the first plurality, in order to improve the ability of the chain to withstand fatigue by bending of the links (4) in the second plurality.

Abstract: A gearbox includes a main housing, a cover, a worm wheel and an output shaft. The main housing includes a receiving chamber having a bottom and a hub. The cover is mounted to an opening of the receiving chamber. The worm wheel is mounted in the receiving chamber. The output shaft is mounted to a center of the worm wheel and coaxially rotatable with the worm wheel. The output shaft extends outwardly through the hub from the receiving chamber. The hub directly supports either the worm wheel or the output shaft.

Abstract: A dual-clutch transmission having first and second clutches which selectively engage to couple a drive shaft with a respective first and second input shaft. The input shafts are coaxially aligned with the first input shaft extending through the second input shaft. A transmission output shaft is coaxially aligned with and extends behind the input shafts. Either six, seven or eighth forward gears and at least two reverse gears are produced by gearwheels that are arranged in six gearwheel planes on the input and the output shafts and a countershaft. The gearwheel planes are sequentially arranged axially along the transmission. Depending on the shifting positions of eight interlocking shifting elements, when six forward gears are provided, the last forward gear is a direct gear. In contrast, when either seven or eight forward gears are provided, the last forward gear, in each case, is an overdrive gear.

Abstract: An automotive multistage transmission includes four planetary gear sets and six shifting members, and each of the planetary gear sets include three rotary members selectively connected to the six shifting members to transmit torque between input and output shafts, so that the automotive multistage transmission provides ten or more forward shifting stages and one or more rearward shifting stages with few parts and a simple configuration. With this arrangement, the transmission can improve fuel efficiency of a vehicle.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving power of an engine, an output shaft configured to output shifted power, 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 six control elements which are disposed between the rotation elements, and disposed at portions where the rotation elements are selectively connected to a transmission housing.

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

Abstract: A planetary gear train of an automatic transmission for a vehicle having an input shaft for receiving torque of an engine; an output shaft for outputting 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; and a fourth planetary gear set including tenth, eleventh, and twelfth rotation elements, improves power delivery performance and fuel economy by achieving at least ten forward speed stages.

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 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, a third shaft selectively connectable to at least one of the input shaft and a transmission housing, a fourth shaft selectively connectable to the input shaft, a fifth shaft selectively connectable to the input shaft, a sixth shaft directly connected to the output shaft, and a seventh 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, a third shaft, a fourth shaft directly connected to the input shaft, a fifth shaft, a sixth shaft selectively connectable to each of the first, second, and fourth shafts, a seventh shaft, and an eighth shaft selectively connectable to the seventh shaft, and directly connected to the output shaft.

Abstract: A power transmission device including a transmission, a case housing the transmission, a brake including a plurality of frictional engaging plates and a piston for pressing the frictional engaging plates and configured to non-rotatably hold any one of rotation elements of the transmission stationary to the case, and a support fixed to the case and including a ring-shaped wall portion extending in a radial direction of the transmission, a drum portion extending from the ring-shaped wall portion in an axial direction of the transmission and non-rotatably supporting a part of the frictional engaging plates, and a boss portion extending from the ring-shaped wall portion toward a side opposite to the frictional engaging plates in the axial direction and rotatably supporting another rotation element of the power transmission device.

Abstract: A hydraulic auto-tensioner includes a cylinder with a sleeve fitting hole, and a sleeve press-fitted therein. A rod has its bottom end slidable in the sleeve. A return spring is mounted between a spring seat at an upper portion of the rod and a bottom surface of the cylinder. An oil passage, with a check valve, is formed between the fitting surfaces of the sleeve fitting hole and the sleeve and communicates the pressure chamber with the reservoir chamber. The rod has a valve fitting hole open to its bottom surface, and an oil passage communicating the valve fitting hole with the reservoir chamber. A relief valve, mounted in the valve fitting hole, includes a valve seat with a valve hole having an orifice for restricting the flow rate of oil released from the pressure chamber into the reservoir chamber through the oil passage when the relief valve opens.

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

Abstract: A continuously variable transmission belt guide is mounted next to a driven clutch assembly and in close proximity with the CVT belt at the CVT's lowest drive ratio. The CVT belt connects between a pair of moveable sheaves of the drive and driven clutch assemblies to provide a variable CVT drive ratio between a lowest drive ratio and a highest drive ratio. When contacting the CVT belt, the CVT belt guide prevents a ripple or wave from appearing in the un-tensioned side of the belt, prevents the CVT belt from losing contact with the driven clutch, and prevents undesirable vehicle performance at the lowest drive ratio.

Abstract: A linear actuator comprises a motor having an output shaft. A casing of the motor has an inner cavity with a counterbore seat surface. A threaded shaft is within the inner cavity. A bearing is received in the counterbore seat surface. A coupling assembly has a first coupling component receiving the rotational output from the motor, and a second coupling component coupled to the first coupling component for transmission of the rotational output to the threaded shaft. A sliding tube is sliding arrangement with the casing for moving in translation relative to the casing. A traveling nut is in the sliding tube for moving therewith for converting a rotational motion of the threaded shaft into a translation of the sliding tube. An integral driven assembly unit comprising the bearing, the threaded shaft, the traveling nut and the sliding tube interconnected to one another so as to be removable by pulling out the integral driven assembly as a whole from the inner cavity of the casing via the proximal end.

Abstract: A ball screw apparatus includes a ball nut through which a ball screw shaft is inserted. A recessed portion is formed in an inner periphery of the ball nut and is recessed so as to extend in a tangential direction of a ball track. A ball train including a plurality of main balls and a coil spring are housed in a raceway. The recessed portion includes a first surface that supports a second end of the coil spring via a stopper ball and a second surface that regulates movement of the stopper ball in a nut axial direction. The second surface is inclined by an angle corresponding to a lead angle of the ball track of the ball nut from an axially perpendicular plane of the ball nut so as extend in the direction of the lead angle.

Abstract: A self-locking actuator for moving a flight control surface of an aircraft and for self-locking in response to an external load applied to the actuator. The actuator includes a motor, a screw, and a drive gear that is rotatably driven by the motor to rotationally couple with the screw. A pawl support is coupled to and rotatable with the screw, and a swivel assembly is coupled to the pawl support for rotational movement with the screw and pivoting movement relative to the screw. The swivel assembly engages a cage that is fixed relative to the rotating screw, drive gear, and swivel assembly. Pivoting of the swivel assembly about a pivot axis engages the swivel assembly with the cage to positively lock with the cage and to prevent rotation of the screw in each of first and second opposite rotational directions of the screw about a rotational axis of the screw.

Abstract: A corn head row unit gearbox includes an input shaft, that rotates about a first axis of rotation and that drives a set of bevel gears. The bevel gears transfer rotation of the input shaft into rotation of a set of gathering chain output shafts about a second axis of rotation, generally transverse to the first axis of rotation. The gathering chain drive shafts each rotate within a bushing mounted within a frame structure of the gearbox. The frame structure defines a bore that communicates with a bevel gear cavity, in which at least one of the sets of bevel gears rotates, and an interior of the bushings mounted on the gathering chain drive shafts. Rotation of the bevel gears carries lubricant to an inlet aperture on the bore and drives the lubricant through the bore into the bushings.

Abstract: A differential gear mechanism includes a differential case, a first side gear, a second side gear, a first pinion and a second pinion. The first side gear is rotatably mounted within the differential case and has a first outer diameter. The second side gear is rotatably mounted within the differential case and has a second diameter. The first pinion gear is meshed for rotation with the first side gear during a first meshing event. The second pinion gear is meshed for rotation with the second side gear during a second meshing event. The first and second pinion gears form a torque transfer arrangement configured for transferring torque between the first and second pinion gears and the first and second side gears to rotate the first and second side gears. The first and second outer diameters are distinct such that the first and second meshing events are offset in time.

Abstract: An epicyclic gearing for splitting output drive power from a power input to a first power output and a second power output, comprising a superposition gearing stage, including a first sun gear, a first planetary gear set, a first planetary carrier, and a first ring gear, and a reverse gearing stage, including a second sun gear, a second planetary gear set, a second planetary carrier, and a second ring gear, wherein, the superposition gearing stage and the reverse gearing stage are kinematically coupled, and the epicyclic gearing is operatively arranged to operate in a first switching state or a second switching state, wherein the first switching state and the second switching state have different gear ratios.

Abstract: A differential device includes: an input member inputted with driving force; a differential gear supported in the input member and capable of rotating relative to the input member and revolving around rotation center of the input member with rotation of the input member; paired output gears each including in an outer peripheral portion thereof tooth portion meshing with the differential gear; and a washer interposed between the input member and back surface of each output gear. A washer abutting surface in the back surface of the output gear abuts against the washer and has an outermost peripheral end thereof located at the same position as or outward of outermost peripheral end of meshing portion between the output and differential gears in radial direction of output gear. An outer peripheral end portion of the washer extends radially outward than the washer abutting surface.

Abstract: A fan drive hub assembly having a modular input shaft assembly that includes a rear bearing housing, a front bearing housing, and a coupler that is fixedly coupled to the rear and front bearing housings.

Abstract: A manufacturing method includes: forming a tubular portion of a rack housing by press forming from prepregs formed by stacking fiber-reinforced composite materials obtained by impregnating fiber sheets with a thermoplastic resin; and thereafter injecting a thermoplastic resin containing fillers for injection molding to form coupling portions integrated with metal rings. A rack housing is manufactured by the manufacturing method described above.

Abstract: A torque converter clutch (TCC) release fluid lubrication system for a motor vehicle transmission includes a first fluid line, a second fluid line and a third fluid line. The first fluid line supplies TCC apply fluid to the TCC. The second fluid line receives TCC release fluid from the TCC. And the third fluid line supplies a first lubrication fluid to the transmission. The TCC release fluid and the first lubrication fluid combine into a second lubrication fluid that is fed into the transmission.

Abstract: A continuously variable transmission housing is provided that includes an inner cover and an outer cover connectable to the inner cover to define an interior chamber. The interior chamber is structured and operable to enclose a continuously variable transmission primary pulley, secondary pulley and pulley belt. The housing includes a duct panel mounted to the inner cover such that when the primary pulley is disposed within the interior chamber, the duct panel is disposed between an outer face of the primary pulley and the inner cover. Moreover, an air duct is defined between the inner cover and the duct panel, wherein the air duct is fluidly connected to ambient air from an ambient environment external to the housing. The duct panel includes a center opening that structured and operable to allow the ambient air to be drawn through the air duct and into the housing interior chamber.

Abstract: An oil cooler for a vehicle may include a header tank partitioned by a diaphragm formed at an inside of a center in a length direction thereof, and adapted to take in a working fluid at a first side and to take out the working fluid at a second side with respect to the diaphragm, a connection tank disposed to be spaced apart from the header tank by a predetermined interval, a plurality of tubes mounted along a length direction at an interior surface of the header tank to connect with the connection tank such that the working fluid flows therethrough, and a bypass valve integrally mounted at an outside of the header tank and connected to the inside of the header tank so as to bypass or flow the working fluid flowing therein into the inflow tank by selectively opening/closing according to a temperature of the working fluid.

Abstract: A clutch-controlled transfer gear having a drive shaft which is mounted so as to be rotatable by way of at least one drive shaft bearing, a primary shaft which is mounted so as to be rotatable by way of at least one primary shaft bearing, a secondary shaft which is arranged with an axial offset with respect to the drive shaft and which is mounted so as to be rotatable by way of at least one secondary shaft bearing, a transfer mechanism which is arranged between secondary shaft and drive shaft and bridges the axial offset thereof, and a clutch which is arranged between the drive shaft and an offset gear, by means of which clutch the secondary shaft is, for the operation thereof, coupled to the drive shaft and, for the deactivation thereof, decoupled from the drive shaft, as required.

Abstract: Improved rotary switch systems and methods are disclosed. Such systems and methods may be used in vehicles that implement shift-by-wire transmission systems. The switch systems and methods may include programmable end-stops and/or variable tactile feedback.

Abstract: A control device is provided for a transmission having at least three shift actuators for the gear selection, a plurality of valves for actuating the shift actuators and a further plurality of valves for actuating the clutch. The shift actuators, the valves for actuating the shift actuators and the valves for actuating the clutch are combined in a common housing and that, within this housing, the shift actuators are grouped into a spatially connected shift group, the shift actuator valves are grouped into a spatially connected valve group and the clutch actuator valves are grouped into a further spatially connected valve group, wherein the shift group and the two valve groups and do not spatially overlap.

Abstract: A hydraulic pressure supply system of an automatic transmission may include a mechanical oil pump driven by an engine to supply the oil stored in the oil pan to a first supply path fluidly-connected to the mechanical oil pump, a switch valve fluidly-connected to the first supply path and selectively supplying oil supplied from the first supply path to the transmission unit through a second supply path fluidly-connected to the switch valve and the transmission unit, a solenoid valve actuator engaged to the switch valve, and an electrical oil pump fluidly connected to the oil pan to pump the oil stored in the oil pan as a second high-pressure hydraulic pressure and supply the oil in the pan to a third supply path fluidly-connected with the second supply path, wherein the first and second hydraulic pressures may be applied to the transmission unit through three operation modes.