Abstract: A transmission device to divide torque between gears. The device comprising a coaxial motion input member and transmission members and comprising shafts having gears at an axial end. Flanges which project radially outwards from the shafts, at the opposite axial end with respect to the gears, are axially facing and arranged abutting against each other, and are fixed to the motion input member to divide the torque transmitted by the motion input member between the flanges. The second shaft being axially hollow. The first shaft comprising a first intermediate portion having an outside diameter smaller than the inside diameter of the second shaft and housed at least with radial clearance in the second shaft. The flanges comprise respective portions configured to deform under the action of forces acting between the motion input member and the gears to enable a fluctuation of the shafts with respect to an axis.

Abstract: Provided herein is a dual clutch transmission including a reverse countershaft that is selectively engaged with at least one primary shaft and provides speed ratio changes without torque interruption and a compact axial arrangement.

Abstract: A planetary gear train of an automatic transmission is provided to improve power delivery and fuel efficiency by applying six engagement elements to four planetary gear sets to achieve multiple speeds. The planetary gear train includes: input and output shafts; first to fourth planetary gear sets respectively including first to third rotation elements, fourth to sixth rotation elements, seventh to ninth rotation elements, tenth to twelfth rotation elements; and first to eighth shafts. In particular, the first shaft is fixedly connected to the second, sixth and eleventh rotation elements and the input shaft, the fourth shaft is fixedly connected to the fourth, seventh and tenth rotation elements, and the seventh and eighth shafts selectively and respectively connect a transmission housing to corresponding rotation elements of the first and third planetary gear sets, and the corresponding rotation elements are not connected to any shaft among the first to sixth shafts.

Abstract: Disclosed is a vehicle transmission capable of improving fuel economy and performance of a vehicle with an increased number of gear stages. The vehicle transmission includes three simple planetary gear sets and one compound planetary gear set or includes five simple planetary gear sets. A shifting operation is performed by changing speed and direction of rotation of gears in a manner of selectively connecting and disconnecting rotary elements of the gear sets and a plurality of friction members. The vehicle transmission provides ten or more forward speed ratios and one or more reverse speed ratios through this shifting operation.

Abstract: A planetary gear train of an automatic transmission is provided to improve power delivery and fuel efficiency by applying six engagement elements to four planetary gear sets to achieve multiple speeds. The planetary gear train includes: input and output shafts; first to fourth planetary gear sets respectively including first to third rotation elements, fourth to sixth rotation elements, seventh to ninth rotation elements, tenth to twelfth rotation elements; and first to eighth shafts. In particular, the first shaft is fixedly connected to the second and sixth rotation elements, and the input shaft, the fourth shaft is fixedly connected to the fourth and seventh rotation elements, and the seventh and eighth shafts selectively and respectively connect a transmission housing to corresponding rotation elements of the first and third planetary gear sets.

Abstract: A gear transmission for aeronautical applications comprising an input shaft rotating about an axis, an output shaft rotating about said axis, and a transfer group for transferring the torque from the input shaft to the output shaft; the transfer group comprises a first torque splitting stage, receiving the torque entered from the input shaft, and a second torque splitting stage, receiving the torque entered from the first stage; the first stage presents at least one first rotating member and the second stage presents at least one second rotating member; the input shaft and the first rotating member cooperate with one another at respective interaction surfaces coupled frontally and extending transversely to the first axis; the rotating members cooperate with one another at respective friction surfaces coupled frontally and extending transversely to said axis; one of the interaction surfaces comprises first engagement elements, and another of the interaction surfaces comprises second engagement elements complem

Abstract: A tensioner which adjusts the mean tensioner force to keep the chain tension as low as possible without sacrificing chain control, significantly improving drive efficiency as the chain wears and is subject to low dynamic loads.

Abstract: The invention relates to a belt tensioning device for a crusher or a screening machine for tensioning at least one circulating drive belt (20) which is deflected about a belt pulley (12) of a drive (10) and has a load strand (21) and an empty strand (22). The drive (10) can be driven with a crushing assembly, a screening unit, a generator, or the like of the crusher by means of the drive belt (20). The vibrational stress acting on the machine chassis can be significantly reduced in that the belt tensioning device has two tensioning rollers (47), each of which is rotatably mounted on a holder (41, 51) of a tensioning part (40, 50). One tensioning roller (47) is paired with the empty strand (22) and the other is paired with the load strand (21).

Abstract: A single axis driving system includes a housing with a central portion defining a cavity and a pair of parallel spaced apart flanges formed as an integral part. Coaxial openings are formed through the flanges to define a mounting structure for an axel rotatably mounted in the coaxial openings. An opening is formed between the flanges in the surface of the central portion extending into the cavity. A gear plate is affixed to the axle and positioned to extend through the opening into the cavity for limited rotation with the axle. The gear plate has an arcuate set of gear teeth positioned along a periphery thereof. A driving gear is rotatably mounted in the housing so as to mesh with the arcuate set of gear teeth and a drive motor is mounted on the housing and attached to the driving gear for rotation of the driving gear.

Abstract: A Cantilever Beam Linkage is disclosed for a mechanism and structural support to power and control a cantilever beam in reciprocal motions, by adopting and using planar 4-bar parallelogram linkages, typically for drive mechanisms, into mechanisms to function as guided roller supports, free to translate but fixed for rotational motions; and as load separators where forces and moments are separated. A Cantilever Beam Linkage is applicable for a cantilever beam in reciprocal motions to have its powering and controlling applied forces confined within narrow bodies, to have the cantilever beam extends out multiple times the narrow body width, and to have applied forces equal to response forces; and is particularly suitable for applications such as: a rowing boat oar and a flying machine flapping wing.

Abstract: A ball screw with a dustproof member includes: a screw, a nut and the dustproof member. The dustproof member is inserted along the axis into the annular receiving groove and sleeved onto the screw, and includes an annular first dustproof portion and an arc-shaped second dustproof portion. The annular first dustproof portion includes a dustproof hole for insertion of the screw, the dustproof hole has a dustproof inner surface defining an clearance relative to the circumferential surface of the screw, the arc-shaped second dustproof portion protrudes from the dustproof inner surface, and includes an arc-shaped dustproof section contacting the outer helical groove. Such arrangements provide a dustproof effect and prevent overstress on the screw, consequently decreasing friction resistance, thus making the assembly easier and reducing the required starting torque.

Abstract: A planetary gear train includes: first to fourth planetary gear sets respectively having first to third, fourth to sixth, seventh to ninth, and tenth to twelfth rotational elements; an input shaft axial to the first to third planetary gear sets; and an output shaft axial to the fourth planetary gear set. In particular, the first and fourth rotational elements, the second rotational element and the input shaft, the fifth and eighth rotational elements, and the eleventh rotational element and the output shaft are fixedly interconnected by first, second, fourth, and ninth shafts respectively. Moreover, the third, sixth, seventh, and ninth rotational elements are fixedly connected with third, fifth, sixth, and seventh shafts respectively, an eighth shaft is fixedly connected with the tenth rotational element and externally gear-meshed with the sixth shaft, and a tenth shaft fixedly connected with the twelfth rotational element and externally gear-meshed with the fourth shaft.

Abstract: A planetary gear train of an automatic transmission includes: first to fourth planetary gear sets respectively having first to third, fourth to sixth, seventh to ninth, and tenth to twelfth rotational elements; first and second external gear sets respectively having thirteenth and fourteenth rotational elements and fifteenth and sixteenth rotational elements; an input shaft coaxially arranged with the first, second, and third planetary gear sets and the thirteenth and fifteenth rotational elements; and an output shaft arranged in parallel with the input shaft and coaxial with the fourth planetary gear set and the fourteenth and sixteenth rotational elements. In particular, the second and eleventh rotational elements are fixedly connected with the input shaft and the output shaft respectively, and the seventh and fifth rotational elements are externally gear-meshed with the tenth and twelfth rotational elements through the first and second external gear sets respectively.

Abstract: A torque converter oil cooling system includes an air-oil cooler system that is adapted to be disposed between a torque converter charging oil outlet and charging oil inlet. The torque converter oil cooling system has a controller that directs oil when at a predetermined temperature to pass through an air oil cooler for cooling and then directs the cooled oil back to the inlet of the torque converter for torque converter operation. The torque converter oil cooling system normally operates in the non-lockup mode operation of the torque converter. Using the torque converter oil cooling system permits a vehicle to continuously operate in a torque converter mode for an extended period of time, which becomes extremely helpful when the vehicle is called upon to haul heavy loads over steep grades.

Abstract: A mechanical locking differential includes a driving ring in a differential housing between right and left active components. The driving ring is in line with the input bevel gear. The differential housing has a thin wall in a single, integral shell around the driving ring. Several hollow cylindrical shaft pins are used to attached the driving ring to the differential housing, with the shaft pins being driven radially relative to the transverse axis of the differential outputs in an interference fit with the housing and the driving ring. The shaft pins are held from axially backing out by two small rivets. The shaft pins preferably have a threaded inner diameter which assists in removal. The shaft pin attachment allows the bevel gear to extend closer to the transverse axis without obstruction.

Abstract: A mechanical locking differential includes a drive lock motor supported by the differential housing. The drive lock motor is disposed opposite the input bevel gear assembly, higher than the differential input and the differential outputs. The drive lock motor is coupled to a differential lock with a gear train that includes a worm drive, to output rotational motion on a lock output gear. The lock output gear causes sliding motion of a rack and a rack follower, pressing the differential lock into or out of engagement. The drive lock motor assembly is disposed fully between the right and left extents of the differential.

Abstract: An integrated pinion/bearing/coupling (PBC) assembly for use with a hypoid gearset in power transfer assemblies of motor vehicles having mounting features and venting features. The integrated PBC assembly includes a hollow pinion unit made of steel and including a pinion shaft segment and a pinion gear segment, and a coupling unit having a hub segment made of aluminum. A brazing sleeve is used to braze the aluminum hub segment of the coupling unit to the steel pinion shaft segment of the pinion unit.

Abstract: A cam follower roller device including a tappet body extending along a longitudinal axis and defining a tappet bore, a pin centered on a transverse axis, through holes having mounting ends for supporting the pin on the tappet body, and a roller rotatably mounted on the pin around the transverse axis, the roller having a cylindrical outer surface, a central cylindrical bore and two frontal end faces. Transverse gaps are provided between frontal end faces of the roller and the tappet bore, and the central cylindrical bore of the roller is mounted around an annular rolling surface of transverse convex profile.

Abstract: An example shaft assembly includes a metal shaft and a plastic ring element interference-fitted to the metal shaft. The plastic ring element includes a footing proximate to an outer diameter of the metal shaft. The shaft assembly also includes a metal compression ring interference-fitted to the footing of the plastic ring element to apply a radial locking force between the footing and the metal shaft.

Abstract: The invention is a drive shaft, driveshaft, driving shaft, propeller shaft (prop shaft), or Cardan shaft to be used for various types of bicycles, tricycles, quadracycles, unicycles, infinitely wheeled cycles, mopeds, and motorized bicycles (whether propelled solely by human input and/or partial/full input by human input, electricity, gas, or other energy means). All cycle type terms now referred to as “bicycles”. Gears and bearings are mounted within a structural housing at the power input location and the power output location. A shaft is intermediary to the front and rear gear/bearing structures. This shaft can be fixtured on either end with CV joints. Ultimately, gear alignment is at the heart of an efficient, long lasting driveshaft system. Gear alignment has been a core issue with other bicycle shaft drives prior to or currently on the market. Other driveshaft systems have not expressed the importance of a stiff system which begins with the bicycle frame fixture mounting points.

Abstract: A drivetrain assembly for a wind turbine includes a main shaft, a bearing operatively coupled to an end of the main shaft, a bearing housing surrounding the bearing, and a gearbox having, at least, a ring gear. The ring gear is positioned adjacent to the bearing housing and includes an outer circumferential surface. The drivetrain assembly also includes at least one flexible member arranged at an interface between the bearing housing and the ring gear. As such, the flexible member(s) is configured to reduce vibrations generated by the gearbox.

Abstract: The roller screw mechanism provides a screw having an outer thread, a nut surrounding and coaxial with the screw, the nut including an inner thread, and a plurality of rollers radially disposed between the screw and the nut and cooperating with the outer and inner threads. Magnets for attracting metal particles are disposed inside the roller screw mechanism.

Abstract: An axle assembly includes a first axle shaft, an axle housing, a first inlet port, a first outlet port, and a first oil passage. The axle housing has a first housing component that includes a first space in which at least part of the first axle shaft is disposed, a flange that is adjacent to the first space and includes a communicating hole, and a central housing component that includes a central space connected to the first space through the communicating hole of the flange. The first inlet port is disposed below an axis of the first axle shaft in the central space. The first outlet port is disposed in the first space. The first oil passage extends from the first inlet port to the first outlet port.

Abstract: A method of avoiding gear tooth interference in a planetary gear system includes designing and building a planetary gear system comprising a selected base pitch and tooth length for planet gears, breaking a rim of one of the planet gears, and verifying whether tooth tip interference occurs during operation of the planetary gear system.

Abstract: A method of optimizing a planetary gear system for continued operation after failure of a planet gear includes providing a planetary gear system and reducing a backup ratio of a planet gear of the planetary gear system by reducing a rim thickness of the planet gear.

Abstract: A soft underfoot conditions response system for use with a vehicle includes a plurality of sensors configured to transmit signals indicative of live data representing at least one of real time vehicle speed, vehicle acceleration, vehicle pose, vehicle payload, engine torque, engine power output, and engine RPM, and a controller communicatively coupled with the sensors. The controller is programmed to receive the live data, receive reference data representative of soft underfoot conditions from a database, and analyze the live data and the reference data.

Abstract: A sensor mounting may include an accommodation unit; a sensor case; and a screw member. A flow passage body may include the accommodation unit, and a flow passage opening. The fluid pressure sensor may include a sensor main body, and the sensor case. The sensor case may include a sensing hole. The sensor case may include a columnar portion disposed along a center axis, and a flange portion which protrudes from the columnar portion. The accommodation unit may include a female screw provided in a radially inside surface of the accommodation unit. The screw member may include the screw member may include a hole portion, and a male screw. The screw member may be disposed to be opposed to an upper side of the flange portion.

Abstract: A method of adjusting and using operating parameters of a transmission of a vehicle may include accessing a stored list of clutch parameters, performing a dynamic condition procedure while the vehicle is driven to revise minimum on-coming apply pressure for each friction element based on a sensed performance of an element within the vehicle powertrain, storing the modified minimum on-coming apply pressures, and operating the vehicle. A related transmission control device operates a transmission using parameters obtained during a dynamic condition procedure.

Abstract: A vehicle propulsion system that includes a prime mover having an output shaft, a torque converter including a compressor coupled to the output shaft of the prime mover, a turbine fluidly coupled to the compressor, and a torque converter clutch for selectively mechanically coupling the compressor to the turbine, a continuously variable transmission (CVT) coupled to the turbine of the torque converter, and a controller that is programmed to receive signals indicating operating conditions of the vehicle propulsion system, determine whether the received signals indicate a reduction in ratio in the CVT is impending, determine whether to open the torque converter clutch based upon a determination that a reduction in ratio is impending, and open the torque converter clutch in response to a determination to open the torque converter clutch.

Abstract: A vehicle is provided with a shift lever and a transmission apparatus. The transmission apparatus separates a manual shift lever from an automatic shift lever to distinguish manual shifting from automatic shifting, thereby preventing an erroneous user operation. The shift lever receives a shift command and the transmission apparatus performs shifting according to the shift command received by the shift lever. The shift lever includes an automatic shift lever that moves linearly to receive an automatic shift command and a manual shift lever that rotates on the automatic shift lever as an axis of rotation to receive a manual shift command.

Abstract: In at least some implementations, a gear shift actuator assembly used to cause gear changes in a vehicle transmission includes an electrically operated drive member, a drivetrain driven by the drive member, an output driven by the drivetrain for rotation to cause a gear change in the vehicle transmission and a mounting frame. The mounting frame has a drive member locating portion having at least two separate surfaces that engage an exterior of the drive member, and a drivetrain supporting portion on which the drivetrain is supported in fixed relationship relative to the drive member. The mounting frame may also include an electronics supporting portion.

Abstract: In at least some implementations, a gear shift actuator assembly to cause gear changes in a vehicle transmission includes an electrically operated drive member, a drivetrain driven by the drive member and having a plurality of gears arranged in a plurality of stages to provide a torque increase and a direction change within the drivetrain and an output driven by the drivetrain for rotation to cause a gear change in the vehicle transmission. In some implementations, the torque increase from the motor to the output is between 150:1 and 300:1.

Abstract: In at least some implementations, a gear shift actuator assembly to cause gear changes in a vehicle transmission, includes an electrically operated drive member, a drivetrain driven by the drive member and having a plurality of gears arranged in a plurality of stages to provide a torque increase, an output driven by the drivetrain for rotation to cause a gear change in the vehicle transmission; and a drive feature. The drive feature is coupled to the drivetrain to permit rotation of the drivetrain without activation of the electrically operated drive member, and at least one gear stage between the motor and the drive feature provides a torque increase and at least one gear stage between the drive feature and the output provides a torque increase. In at least some implementations, the drivetrain does not include a worm gear.

Abstract: In at least some implementations, a gear shift actuator assembly to cause gear changes in a vehicle transmission includes an electrically operated drive member having a casing and a drive shaft that rotates about an axis, a drivetrain driven by the drive member and having a plurality of gears arranged in a plurality of stages to provide a torque increase, and an output driven by the drivetrain for rotation to cause a gear change in the vehicle transmission. The drivetrain and drive member are received within a space that is less than 15% longer than the axial length of the drive member, and less than 15% greater in height than the height of the drive member where the height of the drive member is measured in a direction perpendicular to the length.

Abstract: In at least some implementations, a gear shift actuator assembly to cause gear changes in a vehicle transmission includes a drivetrain having a plurality of gears, a body that defines an output of the assembly, and a rotation sensor element coupled to the body. The body is driven by the drivetrain for rotation about an axis. The output has a coupling feature adapted to be connected to a transmission shift mechanism so that rotation of the output causes a transmission gear shift, and the coupling feature is located at an axial end of the body. The rotation sensor element is coupled to the body for rotation with the body, and the rotation sensor element is coupled to the body axially spaced from the coupling feature. In at least some implementations, the rotation sensor element includes a magnet.

Abstract: In gear-shift control apparatus and method for a vehicular transmission, a variator which is interposed between an engine and driving wheels and which is capable of modifying a gear (speed) ratio continuously; a sub transmission which is installed in series with the variator and which is capable of switching a plurality of gear-shift stages through a replacement of engagement elements; and a transmission controller which performs a gear ratio control for the variator and a gear-shift stage control for the sub transmission are installed. During a deceleration through a second speed stage of the sub transmission, when the variator is a state in which the variator is at a lowest gear (speed) ratio, a down-shift in which the sub transmission is forced to perform the gear-shift from a second speed stage to a first speed stage, with the variator maintained at the lowest gear (speed) ratio.

Abstract: A parking lock actuation system for an automatic gearbox of a vehicle is described. The parking lock actuation system has a closed state in which a piston rod of a hydraulic cylinder is in a first position urging a locking pawl to block a gear of the automatic gearbox, and an open state in which the piston rod of the hydraulic cylinder is in a second position preventing the locking pawl from engaging the gear of the automatic gearbox. The parking lock actuation system further includes a first hydraulic valve being connected to a first hydraulic line, to a pressure source and a substantially non-pressurized reservoir, and a second hydraulic valve being connected to a first volume of the hydraulic cylinder, to the first hydraulic line and a non-pressurized reservoir. The first hydraulic valve includes an electrical actuator.

Abstract: A control device of controlling a vehicle that includes an automatic transmission is provided with a control unit. The automatic transmission includes a power transmission mechanism with an engaging element, and a variator connected in series to the power transmission mechanism. The control unit of this device completes engagement of the engaging element after downshifting of the variator is completed when at least an accelerator pedal opening becomes not smaller than a predetermined opening, during neutral running control which brings the power transmission mechanism into a power shut-off state during running of the vehicle.

Abstract: A bellows comprises a unitary bellows body extending from a first end to a second end in an axial direction. The stiffness of the bellows body varies in at least an axial direction.

Abstract: The present invention relates to a tribological system (1; 2) comprising a first body (102; 105) and a second body (101; 107), which each form a component of an internal combustion engine (100), in particular a piston (102), a piston ring (105) or a cylinder (101, 107), and the surfaces (112, 108, 113) of which have a first and a second material area (11, 12) which come into contact with each other at least in some regions during operation and form a tribological contact, wherein the first and/or the second material area (11, 12) is formed as a layer on the basis of chromium oxide or aluminum chromium oxide. The invention also relates to an internal combustion engine (100) having such a system (1; 2).

Abstract: A gasket includes an annular gasket base and an outer circumferential seal that adheres along an outer circumferential edge portion of the gasket base. The outer circumferential seal includes a sandwiched portion that is sandwiched between opposing end surfaces of two members together with the gasket base, and a bulging rim portion that bulges outwards from outer surfaces of the two members over the whole circumferences of the outer surfaces, when the gasket base is sandwiched between the opposing end surfaces of the two members.

Abstract: A gasket includes a plurality of metal plates laminated together, and having a plurality of through holes situated adjacent to each other, and seal structures each annularly surrounding each of the through holes. Each of the seal structures includes a first seal bead adjacent to one through hole and a second seal bead situated outside the first seal bead relative to the one through hole, a first seal portion located in a first area between adjacent two through holes, and a second seal portion located in a second area other than the first area. The first seal portion has an annular width narrowing as outside ends of the first seal portion come close to a center of the first seal portion by locating the second seal bead close to the first seal bead, and the second seal portion has an annular width constant in an annular circumferential direction.

Abstract: A gasket capable of surely preventing leakage of a fluid, without deteriorating a sealing performance even when a situation of fall of surface pressure at a periphery edge of a through hole occurs is provided.

Abstract: A metal seal fitting for use on a pipe or pipeline includes at least one metal seal ring having a C-profile which houses a spring and is arranged concentric to, and outside of, a tap diameter of the access connection. The seal ring is double-curved so that it conforms to a pipe-facing side of the fitting. A surface of the pipe is prepared to receive the seal and, as the fitting is being secured to the pipe, the seal is activated and spring-energized. In its final sealing state, the seal is not compressed passed its deformation point and maintains its spring-back capability. After the fitting is removed from the pipe, the seal may be re-used. The metal seal fitting is suited for applications requiring a high integrity seal and can be used in high pressure, high temperature, and highly corrosive environments which are not well-suited for elastomeric seals.

Abstract: The present invention provides a rotary seal including a first part having an axial sealing lip and a second part having an axial counterface against which the axial sealing lip bears. According to the invention, a rotational one of the first part and the second part is provided with a reservoir for retaining a volume of grease at a location radially inward of the axial sealing lip. The reservoir is designed such that the movement of grease under the action of centrifugal force is prevented, while the movement of base oil, which bleeds from the volume of grease retained in the reservoir, is allowed. As a result, the supply of base oil to the sealing contact takes place for a longer period of time, which extends the life of the seal.

Abstract: A seal structure may comprise a cavity defined at least partially by an axial surface and a radial surface. A brush seal may be disposed in the cavity. The brush seal may comprise a bristle pack and a backing plate coupled to the bristle pack. A first surface of the backing plate may contact the axial surface, and a second surface of the backing plate may contact the radial surface.

Abstract: Exemplary embodiments are directed to butterfly valves, generally including a body assembly and handle assembly. The body assembly generally includes a body, a disc rotationally disposed inside an opening of the body, a cog, and a stem passing through the disc and the body. The handle assembly generally includes a handle body and a force ring. The stem can be rotationally interlocked relative to the disc and the handle assembly. The cog and the force ring can engage to rotationally secure the disc relative to the body. The handle assembly can include a lever and a grip, the force ring, the lever and the grip being pivotally secured relative to each other. The body can include a male radial protrusion and the body assembly can include a liner with a female radial groove. Methods of assembling and positioning a butterfly valve are also provided.

Abstract: A valve component includes a valve housing having a passage extending along a longitudinal axis; a valve component mountable on the valve housing; a seal to circumferentially seal between the valve housing and the valve component; and a contact abutment to be disposed in the axial direction between the seal and valve housing, and which is configured to be movable in a pre-assembled state relative to the valve housing and the valve component. In an assembled state, the seal can be inserted into an annular-groove-shaped seal receptacle limited by the valve component, valve housing, and contact abutment. The valve housing, valve component, and contact abutment can be matched to each other such that the seal receptacle is reduced when the valve component is mounted on the valve housing, the contact abutment being supported on the valve housing. The contact abutment can undergo a relative movement relative to the valve component.

Abstract: Seal assemblies for use with fluid valves are disclosed. An apparatus includes a valve plug having a first annular shoulder adjacent an end of the valve plug, a seal disposed on the first annular shoulder, and a fastener at the end of the valve plug to force the seal against the first annular shoulder to apply a load to the seal.

Abstract: Fluid flow control apparatus for use with fluid valves are disclosed. An apparatus includes a plug for a sliding stem fluid valve. The plug has a first portion slidably coupled to a second portion. The apparatus also includes a seal gland formed in an outer circumferential surface of the plug by the first portion and the second portion. A dimension of the seal gland changes when the first portion slides relative to the second portion to displace a seal disposed in the seal gland. The seal sealingly engages a cage of the fluid valve when the second portion contacts a seat of the fluid valve.