Abstract: An integrated pinion shaft and constant velocity joint (PS/CVJ) assembly for use in motor vehicle driveline applications to transfer torque between a propshaft and a ring gear. The PS/CVJ assembly includes a pinion shaft having a pinion gear segment meshed with the ring gear and a hollow pinion shaft segment. The PS/CVJ assembly also includes a constant velocity joint having an inner race coupled to the propshaft and an outer race integral with or fixed to an end portion of the pinion shaft segment.

Abstract: Clutch for a motor vehicle, preferably for engaging and disengaging a drivetrain for all-wheel drive vehicles, comprising a first shaft, a second shaft coaxially arranged with the first shaft, a clutch sleeve, which is displaceable in an axial direction relative to the first shaft and the second shaft and which brings about a positive coupling or decoupling of the first shaft and the second shaft, together with a coil to which current can be applied, wherein the clutch sleeve is arranged, torsionally fixed to the first shaft, and wherein the coil to which current can be applied is arranged coaxially with the axial direction, wherein the clutch sleeve to which current can be applied can be displaced in an axial direction through the application of current to the coil.

Abstract: A power transmitting apparatus for transmitting or cutting-off the rotational driving power inputted to an input member to or from an output member by press-contacting or releasing the press-contacting force between driving-side clutch discs and driven-side clutch discs, wherein the power transmitting apparatus comprises interlocking members (e.g., a first member and second member) interlocking with the motion of the weight members from their radially inward positions to radially outward positions and movable toward a direction approaching to the pressure member; and elastic members interposed between the interlocking members and the pressure member and able to move the pressure member toward a direction for press-contacting the driving-side clutch discs and the driven-side clutch discs by urging the pressure member according to the movement of the interlocking members and also able to absorb the urging force of the pressure member applied to interlocking members when the actuating member is operated.

Abstract: A damper is in the form of a disk and used for the clutch including: a clutch housing in which a clutch plate is held; and a clutch gear that transmits rotary drive power to the clutch housing via the damper. A non-circular engagement hole is formed at a center portion of a disk of the damper such that an engagement projection of the clutch housing engages with the engagement hole. First cutout portions are formed in the damper on an outer side and an inner side in a clutch radial direction on a rear side on which rotary drive power from the clutch gear is applied. A minimal distance between each first cutout portion and the engagement hole is smaller than a distance between the engagement hole and an outer circumference of the disk.

Abstract: A clutch hydraulic pressure control circuit includes: a shift valve for switching the destination to feed hydraulic pressure to a first hydraulic clutch or a second hydraulic clutch; and first and second shift solenoid valves operating synchronously to actuate the shift valve. The two shift solenoid valves include a holding valve for keeping hydraulic pressure fed to the shift valve even when hydraulic pressure supply through one of the first and second shift solenoid valves happens to be shut off while hydraulic pressure is fed through the first and second shift solenoid valves to paths between the shift valve and the shift solenoid valves, or when hydraulic pressure supply through one of the first and second shift solenoid valves happens to occur while no hydraulic pressure is fed through the shift solenoid valves.

Abstract: A clutch carrier assembly for a transmission comprising: an axis of rotation, a clutch carrier outer ring concentric about the axis of rotation and having: an outer surface including undulating peaks; and, an inner surface including an axially extending stiffening rib portion; and, an outer race having a radially outward protrusion including a notch arranged for receiving and retaining the axially extending stiffening rib portion.

Abstract: A method includes determining, via a processor, a speed ratio of a transmission system including a transmission based at least in part on an output speed of the transmission system and an input speed of the transmission system; determining, via the processor, a first torque percentage for a first clutch coupled to the transmission based at least in part on the speed ratio; determining, via the processor, a second torque percentage for a second clutch coupled to the transmission based at least in part on the speed ratio; outputting, via the processor, a signal indicative of a first torque command to a clutch assembly based at least in part on the first torque percentage; and outputting, via the processor, a signal indicative of a second torque command to the clutch assembly based at least in part on the second torque percentage.

Abstract: A wheel assembly for a vehicle includes a wheel rim suitable to rotate around an axis of rotation (a-a), defining an axial direction (A-A) parallel or coincident with the axis of rotation (a-a), an orthogonal radial direction (R-R), and a circumferential direction locally coincident with a tangential direction (T-T) orthogonal to the axial direction (A-A) and the radial direction (R-R), the wheel rim having a radially outer side, opposite the axis of rotation (a-a), and a radially inner side facing the axis of rotation (a-a), the rim being suitable to receive externally a tire, and wherein the wheel rim forms internally a cylindrical chamber of the rim delimited radially from the inner side; a motor comprising a rotor and a stator; the rotor being supported, free to rotate, on the stator; said stator being fixed to a stator support; the motor being housed in the cylindrical wheel rim chamber of the wheel rim; the rotor is selectively, removably and rigidly connected to the inner side of the wheel rim, avoidin

Abstract: A drum brake dust shield is provided for a vehicle braking system having a drum brake assembly. The dust shield comprises a first semicircular portion lying in a generally flat plane, and a second semicircular portion lying in the same plane as the first portion to form an annular disc. A dividing slit is defined between the first and second portions. The dust shield further comprises a hinge portion interconnecting the first and second portions. The hinge portion has a stress-relief slit that transversely intersects the dividing slit such that mechanical stresses between the first and second portions are distributed and dispersed over a relatively larger surface area when the first and second portions are spread apart along the dividing slit in opposite directions relative to each other to install the dust shield on the drum brake assembly.

Abstract: A brake caliper is provided for a disc brake. The brake caliper has a caliper frame which is designed to extend over an edge of a brake disc and which includes a housing for accommodating an application mechanism for applying the disc brake. The housing has a base plate, an intermediate plate, a housing shell interconnecting the base plate and the intermediate plate, and a housing cover. The caliper frame is cut from sheet metal and shaped and the housing cover is integrally formed with the caliper frame.

Abstract: A rail wheel having a wheel-mounted brake disk fastened to the wheel body of the rail wheel by multiple fastening elements distributed across the wheel circumference and seated against the wheel body within this fastening region, where the wheel-mounted brake disk is seated against the wheel body in at least one radial area radially outside the fastening region in the cold state and is spaced apart from the wheel body in the region radially within the fastening region to reduce stress on the fastening elements after braking has been initiated.

Abstract: An actuator for an electric parking brake system includes a motor, an output member, and a speed reduction device. The speed reduction device includes a transmission mechanism and a self-locking mechanism. The self-locking mechanism includes a fixed member, first and second rotating bodies, and a spring. The second rotating body transmits torque to the output member via a planetary gear mechanism. The spring prevents the brake from driving the motor.

Abstract: A bracket for mounting an anti-lock braking system sensor to a vehicle axle adjacent to a tone ring. The bracket includes a tubular body portion with a surface defining an opening for receiving the anti-lock braking system sensor. A pair of legs, each extending from the body portion. A pair of feet, each define an end portion of a respective one of the pair of legs. Each of the pair of feet is adapted for attachment to an exterior surface of the vehicle axle. The body portion, the pair of legs and the pair of feet are integrally formed as one-piece from powdered metal.

Abstract: A brake rotor for a vehicle that includes an easy to view accurate visual inspection system. The brake rotor includes at least one annular disk including inboard and outboard planar brake contact surfaces and at least two visual wear indicators formed as circular depressions in at least the outboard brake contact surface within the outer brake contact region. These visual wear indicators include a first wear indicator that has a depth that corresponds to a predetermined minimum useable thickness of the outboard planar brake contact surface and a second wear indicator that has a depth that corresponds to an intermediate useable thickness of the outboard planar brake contact surface. Thus, the difference in wear from the elimination of the second wear indicator compared to the first provides an indication of the remaining acceptable service life of the rotor.

Abstract: A resilient expandable pressure vessel configured to function like a spring. The resilient expandable pressure vessel includes a body portion, a cavity defined within the body portion, and at least one port in communication with the cavity defined in the body portion. The at least one port is configured to receive a fluid into the cavity and discharge the fluid from the cavity. The resilient expandable pressure vessel has a predetermined expansibility across a range of operating pressures of the fluid in the cavity. The range is at least 200 psi.

Abstract: A damping strut with a hydraulic shock absorber has a damping volume filled with an incompressible damping fluid, a retract detection device, and a compression stage throttle having a disk valve with a valve disk. The damping fluid flows through the compression stage throttle during a retraction of the shock absorber and generates a damping strut resistance force. A biasing means for biasing the valve disk against a through flow direction of the disk valve has a force-distance-characteristic curve in a range of the valve stroke of the valve disk, a first derivative of which is substantially zero and has a value (K). A bias regulator couples the biasing means with the valve disk and is interconnected with the retract detection device. When the retraction of the shock absorber starts, the value (K) is raised during a first period of time starting at a single start value.

Abstract: A method for controlling vehicle motion is described. The method includes: comparing a measured acceleration value associated with a movement of a vehicle component of a vehicle with a predetermined acceleration threshold value that corresponds to the vehicle component, wherein the vehicle component is coupled with a frame of the vehicle via at least one vehicle suspension damper; monitoring a state of at least one valve within at least one vehicle suspension damper of the vehicle, wherein the state controls a damping force within the at least one vehicle suspension damper; and based on the comparing and the monitoring, regulating damping forces within the at least one vehicle suspension damper by actuating the at least one valve to adjust to a desired state, such that an acceleration of the frame is reduced.

Abstract: A damping device has a pin member inserted slidably in a cylindrical case member. The bottom of the case member has: a hole forming section in which an insertion hole is formed; and a slit for allowing the hole forming section to be expanded and deformed. The outer peripheral surface of the pin member and/or the inner peripheral surface of the hole forming section has a tapered section tilted relative to the axial direction. The movement of the pin member of being pressed into the insertion hole from the inside causes the outer peripheral surface of the pin member and the inner peripheral surface of the hole forming section to slide on each other along the tapered section, and as a result, the insertion hole is expanded.

Abstract: A vibration-damping device (10) includes a first attachment member (11), a second attachment member (12), an elastic body (13), and a partitioning member (16). Limiting passages (31, 32) are formed in the partitioning member (16), and the limiting passages (31, 32) include a first limiting passage (31) and a second limiting passage (32). An inner peripheral surface of the first limiting passage (31) is provided with flow changing protrusions (33, 34) that protrude toward an inner side in a radial direction of the first limiting passage (31) and that changes the flow of a liquid (L) that flows through the first limiting passage (31) in an axial direction of the first limiting passage (31). In a vertical cross-sectional view passing through an axis of the first limiting passage (31) and through the flow changing protrusions (33, 34), the first limiting passage (31) and the flow changing protrusion1 (33, 34) have symmetrical shapes with respect to the axis.

Abstract: A method of manufacturing a fluid-filled, vibration damping bushing assembly, comprising the steps of: Forming, in a first molding step, a bushing member comprising a elastomeric core having an axial bore therethrough, the elastomeric core having a circumferential exterior surface including at least one fluid chamber, the circumferential exterior surface being partially surrounded by a metal cylinder vulcanized to the elastomeric core in the first molding step; reducing the outer diameter of the bushing member following the first molding step; in a subsequent, second molding step, mold-bonding one or more polymer sealing elements to an exterior circumferential surface of the metal cylinder; in a next step, disposing at least one fluid-channel member over a portion of the exterior circumferential surface of the metal cylinder; and providing a fluid in the at least one fluid chamber, and fluidly-sealing the bushing member, the one or more polymer sealing elements, and the at least one fluid-channel member, with

Abstract: Provided is an active engine mount having a vent hole that includes a damper assembly including an exciter. The damper assembly in the active engine mount which controls pressure of a main chamber as the exciter is excited has a vent hole that enables communication from a lower part of the exciter to the outside formed thereon such that air inside the damper assembly can be discharged to the outside.

Abstract: A torque transfer mechanism includes an input member to receive from a propulsion source, an input torque about an axis of rotation and an output member coupled to the input member to transfer the input torque to a downstream driveline component. The torque transfer mechanism also includes at least one clockspring to restrict relative rotation between the input member and the output member. The torque transfer further includes a mass plate coupled to the output member and configured to rotate about the axis of rotation. The torque transfer mechanism further includes a plurality of pendulum masses movably coupled to the mass plate wherein the clockspring is arranged to attenuate a first range of input torque vibration and a the plurality of pendulum masses are arranged to attenuate a second range of input torque vibration.

Abstract: At least one embodiment of the invention relates to an energy storage device comprising a housing, at least one flywheel disposed in the housing, and at least one stabilizing element disposed in the housing configured to stabilize the flywheel. There can be at least one cooling element for cooling a region interior of the housing to a preset temperature. In at least one embodiment, the stabilizing element comprises a magnet. In at least one embodiment the stabilizing element can be orientated at a position offset from a horizontal axis. In at least one embodiment the stabilizing element is orientated at a position offset from a vertical axis In at least one embodiment the stabilizing element is orientated at a position between a horizontal axis and a vertical axis.

Abstract: A computer program and method for pre-balancing a crankshaft. The method includes receiving data related to a three dimensional scan of the crankshaft; generating a model based on the data; and providing instructions, based on the model, for defining a pre-balancing machining axis.

Abstract: A device for guiding long objects comprises a plurality links. Each link has a pair of link portions that face each other in a first direction. The links are disposed and respectively connected in series along a second direction. Each pair of link portions is connected by a respective pair of arms at the two ends of the respective link in a third direction. In the accommodation space enclosed and formed by each pair of link portions and the respective pair of arms, a long object is accommodated. Two link portions that are adjacent in the second direction are connected by coupling portions. The coupling portions are configured from a second material with a higher wear resistance than the first material that configures the respective link portions. A space is formed between the two link portions on the entire circumference of the coupling portions.

Abstract: Electric motors are disclosed. The motors are preferably for use in an automated vehicle, although any one or more of a variety of motor uses are suitable. The motors include lift, turntable, and locomotion motors.

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

Abstract: A transmission for a vehicle may include a first input shaft selectively receiving power from an engine, a second input shaft continuously receiving power from the engine, an output shaft disposed in parallel with the first input shaft and the second input shaft, a first shift device making a series of gear shift ranges between the first input shaft and the output shaft, and a second shift device making, in duplicate, at least some of the gear shift ranges made by the first shift device between the second input shaft and the output shaft.

Abstract: A double clutch transmission for a vehicle may include a first input shaft receiving power through a first clutch, a second input shaft disposed coaxially with the first input shaft and receiving power through a second clutch, a plurality of odd driving gears disposed on the first input shaft to implement odd ranges of a 3-range or more, a plurality of even driving gears disposed on the second input shaft to implement even ranges of a 2-range to an 8-range, a first output shaft and a second output shaft disposed in parallel with the first input shaft and the second input shaft, a plurality of odd driven gears to implement odd ranges by engaging with the odd driving gears, a plurality of even driven gears to implement even ranges by engaging with the even driving gears, and a joint synchro.

Abstract: A transmission for a vehicle may include a first input shaft continuously receiving torque from a power source, a second input shaft selectively receiving torque from the power source through a clutch, a first countershaft and a second countershaft connected with the first input shaft and the second input shaft, respectively, by a transfer gear pair, coupling devices transmitting torque to the first countershaft and the second countershaft from the first input shaft and the second input shaft, respectively, by selecting the transfer gear pairs, a one-way clutch restricting torque provided to the first input shaft to be transmitted only to the first countershaft from the first input shaft, and a shifting mechanism configured to change and output power from the power source to the output shaft by selecting a shift gear pair corresponding to a speed of the vehicle, using a synchronizer.

Abstract: A planetary gear train of a transmission for a vehicle is provided. Nine or more forward speeds and one or more reverse speeds are achieved by a planetary gear train of an automatic transmission for a vehicle including an input shaft and an output shaft. A first planetary gear set has first, second, and third rotation elements. A second planetary gear set has fourth, fifth, and sixth rotation elements. A third planetary gear set has seventh, eighth, and ninth rotation elements. A fourth planetary gear set has tenth, eleventh, and twelfth rotation elements and eight shaft element.

Abstract: A planetary gear train of an automatic transmission for a vehicle includes: an input shaft and an output shaft; a first planetary gear set including a first, second, and third rotation elements; a second planetary gear set including a fourth, fifth, and sixth rotation elements; a third planetary gear set including a seventh, eighth, and ninth rotation elements; a fourth planetary gear set including a tenth, eleventh and twelfth rotation elements; a first shaft interconnecting the first rotational element and the twelfth rotational element; a second shaft connected with the second rotational element and the input shaft; a third shaft interconnecting the third rotational element and the fourth rotational element; a fourth shaft interconnecting the sixth rotational element and the seventh rotational element; a fifth shaft interconnecting the ninth rotational element and the tenth rotational element; and a sixth shaft connected with the eleventh rotational element and the output shaft.

Abstract: A planetary gear train disclosed herein includes an input shaft for receiving engine torque; an output shaft for outputting shifted torque; a first planetary gear set having first, second, and third rotational elements; a second planetary gear set having fourth, fifth, and sixth rotational elements; a third planetary gear set having seventh, eighth, and ninth rotational elements; a fourth planetary gear set having tenth, eleventh, and twelfth rotational elements; a first shaft interconnecting the first, fifth, ninth, and tenth rotational elements; a second shaft connected with the second rotational element and the input shaft; a third shaft connected with the third rotational element; a fourth shaft interconnecting the sixth and eighth rotational elements, and selectively connected with the second shaft; a fifth shaft connected with the seventh rotational element and selectively connected with the second shaft; and a sixth shaft connected with the eleventh rotational element and the output shaft.

Abstract: Nine or more forward speeds and at least one reverse speed is 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.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include a first planetary gear set including, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, an input shaft, an output shaft disposed in parallel with the input shaft and mounted with the fourth planetary gear set on external circumference of the output shaft, a first shaft selectively acting as a fixed element, a second shaft directly connected with the input shaft, a third shaft, a fourth shaft selectively connectable with the second shaft, a fifth shaft, a sixth shaft engaged with the output shaft selectively, a seventh shaft selectively acting as a fixed element, an eighth shaft directly connected with the output shaft, a ninth shaft engaged with the fifth shaft, and two transfer gears, each of which is gear-meshed with one of the shafts.

Abstract: A planetary gear train of an automatic transmission may include input shaft, output, first planetary gear set having first to third rotational elements, second planetary gear set having fourth to sixth rotational elements, third planetary gear set having seventh to ninth rotational elements, fourth planetary gear set having tenth to twelfth rotational elements, first shaft interconnecting the first and fourth rotational elements, and may be selectively connected with the input shaft or transmission housing, second shaft interconnecting the second rotational element, the sixth rotational element, the seventh rotational element, and the tenth rotational element connect, third shaft connected with the third rotational element, fourth shaft connected with the fifth rotational element, fifth shaft connected with the ninth rotational element, sixth shaft connected with the eighth rotational element and connected with the output shaft, a seventh shaft connected with the eleventh rotational element and connected with

Abstract: A belt driving apparatus includes a driving pulley r a driven pulley and an endless toothed belt. Each of the driving pulley and the driven pulley includes an outer circumference surface provided with a plurality of teeth. The toothed belt, wound around the driving pulley and the first driven pulley, includes an inner surface provided with a plurality of teeth arranged to mesh with the teeth of the driving pulley and the first driven pulley. The belt driving apparatus also includes an idler pulley having a belt contact surface coming into contact with the outer surface of the toothed belt. As viewed along the width direction of the belt contact surface, the idler pulley includes a center portion and two end portions sandwiching the center portion. The center portion of the idler pulley is greater in diameter than each of the two end portions.

Abstract: A speed changer includes an inner ring, an outer ring, a plurality of first tapered rollers provided in an annular space between inner ring and outer ring on one side in an axial direction, annular first cage that holds the first tapered rollers, a plurality of second tapered rollers provided in the annular space on the other side in the axial direction, and an annular second cage that holds the second tapered rollers. The first cage is a fixed member that is not allowed to rotate around a center line of the annular space. The outer ring is an input member to which a rotation torque is input. The second cage is an output member that outputs rotation resulting from reduction in a speed of the input. A first rotating portion including the first tapered rollers is different in specifications from a second rotating portion including the second tapered rollers.

Abstract: A linear motion mechanism includes a base, a driving module, a driven module, and a pulling member fixed to the base. The driven module includes a sliding plate slidably mounted on the base and connected to the driving module, a transmission assembly, and a moving stage. The sliding plate has a guide hole, and the moving stage is slidably mounted on the sliding plate and connected to the transmission assembly. An end of the pulling member is fixed to the base, and an other end of the pulling member extends through the guide hole and is connected to the transmission assembly. The sliding plate, when driven by the driving module, is configured for telescopic movement relative to the base, and the pulling member is configured to pull the moving stage along the guide hole by the transmission assembly.

Abstract: A fully power-shiftable double clutch transmission DCT of a drive train for a motor vehicle, in particular for a commercial vehicle having has a drive shaft on the drive side, an output shaft on the output side, and a double clutch which comprises at least two clutches with a main transmission assembly comprising at least two component transmissions. The clutches are connected in each case to an input shaft of a component transmission, the component transmissions, furthermore, preferably spur gears in four input gear planes and two output gear planes and a rear-mounted group. The double clutch transmission, furthermore, comprising a multiplicity of shifting elements, and the double clutch transmission and being of fully power-shiftable configuration with at least 12 gears by way of a suitable arrangement and configuration of the spur gear stages, consisting of movable gear and fixed gear, and the shifting elements.

Abstract: Disclosed herein is a single-shaft two-speed drive system including a synchronizer. The single-shaft two-speed drive system includes: a housing; a motor unit including a stator and a rotor; a first planetary gear set including a first sun gear, a plurality of first planetary gears, a first ring gear, and a first carrier; a second planetary gear set including a fastening cone, an integrating cone, a synchronizer, a second sun gear, a plurality of second planetary gears, a second ring gear, and a second carrier; and a differential; wherein the sleeve is moved in a direction of the fastening cone and coupled to the fastening cone to thus obtain a single gear reduction ratio and the sleeve is moved in a direction of the integrating cone and coupled to the integrating cone to thus obtain driving power without gear reduction.

Abstract: A device (100) for carrying out a linear displacement of two shafts (110, 120) positioned parallel to each other and each of which is at least indirectly connected to a main cogwheel (111, 121), while the two main cogwheels (111, 121) are mounted for reciprocatory displacement along a straight guide rail 130. The device has phase locking of the two main cogwheels (111, 121) independently of any continuous adjustment to the distance therebetween. The bearing forming the fulcrum of a first main cogwheel (111) determining the velocity of rotation and phase of rotation is in the form of a first vertex (A) of a parallelogram construction (A, B, C, D) formed by the arms (150, 160, 151, 140) pivoted in the region of all vertices (A, B, C, D).

Abstract: A torque converter core ring is provided. The torque converter core ring includes an inner circumference, an outer circumference, radially outer slots extending radially inward from the outer circumference and radially inner slots extending radially outward from the inner circumference. A method of forming a torque converter torus component is also provided. The method includes fixing a plurality of blades to a shell, each of the blades including radially inner tabs and radially outer tabs; forming a core ring to include an inner circumference, an outer circumference, radially outer slots extending radially inward from the outer circumference and radially inner slots extending radially outward from the inner circumference; and fixing the core ring and the blades together by providing each of the radially inner tabs into one of the radially inner slots and providing each of the radially outer tabs into one of the radially outer slots.

Abstract: A dynamic damper device occupies a small space in an axial direction and can achieve a reduction in weight. The dynamic damper device is mounted to a turbine shell of a torque converter, and includes a damper plate, an inertia ring and a plurality of torsion springs. The damper plate is fixed to the turbine shell and is configured to be rotated. The inertia ring has spring accommodation parts and slider accommodation parts along a circumferential direction, and is disposed to be rotatable relative to the damper plate. The plurality of torsion springs are disposed in the spring accommodation parts of the inertia ring, and elastically couple the damper plate and the inertia ring in a rotational direction.

Abstract: A torsional vibration damper assembly for a hydrokinetic torque coupling device, comprises a torsional vibration damper and a dynamic absorber operatively connected to the torsional vibration damper. The torsional vibration damper comprises a driven member rotatable about a rotational axis, a first retainer plate rotatable relative to the driven member coaxially with the rotational axis, and a plurality of damper elastic members interposed between the first retainer plate and the driven member. The damper elastic members elastically couple the first retainer plate to the driven member. The dynamic absorber includes an inertial member. The dynamic absorber is mounted to the torsional vibration damper and is rotationally guided and centered relative to the rotational axis by one of the first retainer plate and the driven member of the torsional vibration damper.

Abstract: A fluid transmission device is capable of transmitting power between a first rotating element and a second rotating element by kinetic energy of a fluid and capable of transmitting power between the first rotating element and the second rotating element via a lock-up clutch. The device includes a first damping mechanism and a coupling mechanism. The first damping mechanism is disposed in a path for transmitting power between the first rotating element and the second rotating element via a lock-up clutch for restraining variations in rotation of the second rotating element. The coupling mechanism is configured to release the first damping mechanism from the first rotating element and the second rotating element when the lock-up clutch is released and couple the first damping mechanism to the first rotating element and the second rotating element when the lock-up clutch is engaged.

Abstract: A hydrokinetic torque converter includes an impeller, an axially displaceable turbine piston, and impeller and turbine-piston lockup clutch core plates. The impeller lockup clutch core plate is situated between the impeller shell and the turbine-piston shell, is connected to an impeller core ring, and has a first surface. The turbine-piston lockup clutch core plate is situated between the impeller shell and the turbine-piston shell, is connected to a turbine-piston core ring, and is axially displaceable with the turbine-piston to move a second surface of the turbine-piston lockup clutch core plate axially towards and away from the first surface for positioning the torque converter respectively into and out of a lockup mode in which the turbine-piston is mechanically interlocked to the impeller.

Abstract: A sheave may include a body portion with a circular circumference and defining a center plane, a bore extending through the body portion and configured for receiving a shaft and allowing the body portion to rotate in the center plane, and a rope groove arranged on the circular circumference, wherein, the body portion comprises a structured profile.

Abstract: A method for manufacturing a propeller reduction gear, which includes measuring manufacturing defects of the casing; calculating a first angular play induced at each intermediate gear by the measured manufacturing defects; estimating a second angular play induced at each intermediate gear by deformations of the casing when the reduction gear transmits a threshold torque; calculating a total angular play from the first angular play and the second angular play; and selecting two intermediate gears with a phase difference that compensates for the total angular play.

Abstract: A slew drive includes a housing, a worm shaft having a worm thread carried within the housing for rotational movement and a torque tube having an outer surface. The torque tube is carried by the housing for rotational movement perpendicularly to the worm shaft and worm thread. A ring gear section having teeth is carried by the torque tube with the teeth engaging the worm threads. An inner raceway is fabricated as an integral part of the torque tube. An outer raceway is fabricated as an integral part of the housing, the outer raceway radially overlying the inner raceway, and bearing elements captured between the inner raceway and the outer raceway.