Abstract: Tone ring mounting structure for an antilock braking system comprising a wheel end assembly rotatable component having at least a first end surface and a first engagement mechanism extending radially and non-cantilevered from the rotatable component, and a tone ring having a second end surface and a second engagement mechanism extending radially from the tone ring. Connecting engagement of the first engagement mechanism of the wheel end assembly rotatable component and the second engagement mechanism of the tone ring affects movement of the second end surface in a direction toward the first end surface. The first engagement mechanism and the second engagement mechanism can be engageable threads. The first engagement mechanism can include lugs formed on the wheel end assembly rotatable component and the second engagement mechanism threads or wedge ramps engageable with the lugs. A corrosion resistant coating can be applied to components of the tone ring mounting structure.

Abstract: A position sensing system and method for a braking assembly for a vehicle. The braking assembly includes a rotor, a caliper assembly disposed around the rotor and having a fixed mount bracket and a floating portion which moves when the brakes are applied. The position sensing system has a sensing element and a reference portion. The sensing element is attached to a location of the braking assembly such that the reference portion moves in relation to the sensing element when the floating portion moves. The sensor assembly is configured to generate a signal correlative to the relative positions of the sensing element and reference portion. The position sensing system includes a processor configured to store predetermined signatures and determine a condition of a component of the vehicle based on a match between the signal and one of the predetermined signatures.

Abstract: The present invention provides a construction waste filler brake pad for a friction material production process comprising the steps to be constructed. The material is sorted to remove the fiber impurities and then calcined to form a filler. The filler is calcined and cooled and then immersed soak, dehydrate and dry to produce the mixture to be mixed; all materials are fully fused and released after the barrel is generated. Construction of rubbish filler brakes friction material. The construction waste filler brake pad of the embodiment of the present invention. Rubbing material production process with advantage for the production of construction waste filler brake pads friction material thermal good stability.

Abstract: A friction material presents a friction generating surface and a bonding surface facing opposite the friction generating surface. The friction material includes an organopolysiloxane resin, a plurality of fibers, and a plurality of friction particles. The organopolysiloxane resin includes siloxy units independently represented by the following formula: (R1SiO3/2) and/or (R2SiO2/2); wherein each R1 and R2 is independently selected from a monovalent hydrocarbon group having from 1 to 20 carbon atoms.

Abstract: A vibration reduction structure is provided. The vibration reduction structure includes a vibration reduction unit that is configured to reduce vibration or noise generated and transmitted to a plate member including a main aperture with a predetermined shape. The vibration reduction unit includes a main aperture that is formed in a predetermined shape in the plate member. A mass member has a predetermined shape and a predetermined thickness and is disposed in the main aperture. A connecting member is configured to integrally connect the plate member and the mass member.

Abstract: A second dynamic vibration absorber is higher in resonance frequency than a first dynamic vibration absorber. At least one of the resonance frequency of the first dynamic vibration absorber or the resonance frequency of the second dynamic vibration absorber is shifted from associated at least one of the first resonance frequency or the second resonance frequency such that a peak frequency of antiresonance occurring in a higher frequency region of the first dynamic vibration absorber than the resonance frequency of the first dynamic vibration absorber is substantially different from that of antiresonance occurring in a lower frequency region of the second dynamic vibration absorber than the resonance frequency of the second dynamic vibration absorber.

Abstract: A second dynamic vibration absorber is higher in resonance frequency than a first dynamic vibration absorber. At least one of a ratio of a mass of a body of the first dynamic vibration absorber to a reciprocating inertial mass of the reciprocative rotation mechanism or a ratio of a mass of a body of the second dynamic vibration absorber to the reciprocating inertial mass of the reciprocative rotation mechanism is set such that a peak frequency of antiresonance occurring in a higher frequency region of the first dynamic vibration absorber than the resonance frequency of the first dynamic vibration absorber is substantially different from that of antiresonance occurring in a lower frequency region of the second dynamic vibration absorber than the resonance frequency of the second dynamic vibration absorber.

Abstract: A shock absorber includes a housing that includes an annular nut portion threaded to an outer circumference of a front end portion of a piston rod, an annular flange portion protruding outward from the nut portion, and a tubular portion extending from an outer circumference of the flange portion in a direction away from the piston rod, a tube that is inserted into the housing, and an elastic member that is attached to an inner circumference of the tube to define a first chamber communicating with an extension side chamber and a second chamber communicating with a compression side chamber inside the housing and the tube is fixed while being sandwiched between the flange portion and a bent portion corresponding to a support portion formed by caulking a front end of the tubular portion inward.

Abstract: A system and a method that isolate a payload from the effects of vibrations by providing an active feedback path that enhances the isolation performance of a passive vibration isolation system at all relevant frequencies. The system comprises a kinematic arrangement of three bipod pairs of hybrid isolation struts to produce a fully kinematic suspension system. The active enhancement mechanism incorporates accelerometer feedback on each of the six hybrid isolation struts, blended with relative displacement measurements, to produce a transfer function that provides a specified alignment of a suspended component (with another component) at low frequency, but inertial stabilization at high frequency. Passive roll-off is produced by a series of disc flexures in each hybrid isolation strut.

Abstract: A seismic isolation apparatus 1 includes a laminated body 7 having alternately laminated a plurality of elastic layers 2 and rigid layers 3, and a lead plug 17 being disposed therein without clearances in a hollow portion 14 extending in a laminated direction V of the laminated body 7 with respect to inner peripheral surfaces 15 of the elastic layers 2, inner peripheral surfaces 16 of the rigid layers 3, a lower surface 12 of an upper plate 10, and an upper surface 13 of a lower plate 11.

Abstract: A torque converter is provided in which abutment claw portions provided integrally with one of a pair of retaining plates of a dynamic damper mechanism are inserted into a cutout part, a spring retaining member fixed to a clutch piston having the cutout part, wherein the cutout part is formed so that an inner end of the cutout part along a radial direction of an output shaft is positioned further outside than an inside end of a damper spring in the radial direction, and the abutment claw portion is formed so that part of the abutment claw portion overlaps an inertia plate in a projection onto a plane passing through the abutment claw portion and an axis of the output shaft. Such arrangement shortens the axial distance between the clutch piston and the dynamic damper mechanism while maintaining function of the spring retaining member in retaining the damper spring.

Abstract: An engine assembly has a damper rotationally coupled to a crankshaft. The damper has first and second spokes connecting a hub to an inertial weight, with the inertial weight circumferentially surrounding and spaced apart from the hub. Each of the spokes has an airfoil section. The first spoke is oriented with a positive angle of attack and the second spoke is oriented with one of a negative angle of attack and a zero angle of attack. A crankshaft damper is provided by a member having first and second spokes extending radially outwardly from a huh to an outer rim supporting an inertial weight. A chord associated with the first spoke is oriented at a first angle of attack relative to a rotational plane of the member. A chord associated with the second spoke is oriented at a second angle of attack relative to the rotational plane.

Abstract: The invention relates to conveyor technology, and specifically to belt conveyors, and can be used in underground mining operations, including in coal mines. A connector for mechanically linking conveyor belts contains an assembly comprising two profiled plates and a connecting element; each profiled plate is provided, in the center thereof, with a through-hole in which the connecting element, in the form of a bolt, is located, the bolt head corresponding to a receiving seat in the upper profiled plate; the inner surfaces of the profiled plates are each provided with symmetrically arranged profiled protrusions, and a nut is pressed into the centrally-located through-hole of the lower profiled plate; the upper profiled plate is equipped with additional tapered holes (recessions) symmetrically arranged between the profiled protrusions, at that these tapered holes (recessions) being provided on the inner surface of the profiled plate.

Abstract: An elastic element for securing a jump mat to a trampoline frame includes a terminating element which is provided at each free end and alters the diameter of the elastic element. The elastic element includes a flexible cord element and two separate terminating elements that are connected to the flexible cord element at the free ends in a clamping fit, the terminating element being held in a connector connected to the jump mat, in a form fit and/or a clamping fit.

Abstract: The Invention relates to a Renter shackle for anchor chains, at least comprising two half elements which can be coupled to one another and a coupling piece element that can be introduced between the half-elements wherein the half elements each have an L-shaped or J-shaped configuration, wherein the external toothing having a plurality of parallel toothing planes is formed at the end of a short connection leg and wherein a receiving chamber is formed at the end of a long connection leg, having an internal toothing with a plurality of parallel toothing planes, into which the external toothing of the short connection leg engages, and wherein the connection legs are connected to one another via a curved clasp. In addition, the receiving chamber in the long leg is extended by means of a cavity above the end side of the external toothing of the short leg and/or above the uppermost toothing plane of the internal toothing pointing towards the clasp.

Abstract: The invention relates to a dual clutch transmission (11, 211, 411, 611), comprising a gear-change transmission (15, 215, 415, 615) for forming eight gear steps having two countershafts (29, 31, 229, 231, 429, 431, 629, 631, 829) and having a common output shaft (33, 233, 433, 633). Said dual clutch transmission is configured in such a way that all gear steps are designed as forward gears. Hereby, a double clutch (13, 213, 413,613) has two clutch packs (17, 19, 219, 417, 419, 617, 619) arranged on a central axis (23, 223, 423, 623) of the double clutch transmission. A drive input shaft (21, 221, 421, 621) of the dual clutch transmission is seated on the central axis (23, 223, 423, 623), on which drive gearwheels (41, 241, 441, 641; 43, 243, 443, 643; 45, 245, 445, 643; 47, 247, 447, 647; 49, 249, 449, 649; 51, 251, 451, 651) of the individual gear steps are seated.

Abstract: A dual-shaft clutch varying speed device includes a drive unit, an input shaft, an output shaft, a housing, at least an odd-numbered clutch unit and at least an even-numbered clutch unit. The input shaft having an input gear is coupled with the drive unit. The output shaft, having an end thereof penetrate through the input shaft and the drive unit, has at least an odd-numbered output gear and at least an even-numbered output gear. The housing has a housing gear. The at least one odd-numbered clutch unit being furnished at the inner part of the housing has an odd-numbered clutch shaft and an odd-numbered clutch gear which is meshed with the odd-numbered output gear. The at least one odd-numbered clutch unit has an even-numbered clutch shaft and an even-numbered clutch gear which is meshed with the even-numbered output gear.

Abstract: A dual-shaft push-moving varying speed device includes a drive unit; an input shaft, having at least an odd-numbered input gear and at least an even-numbered input gear is coupled with the drive unit; an output shaft, having an end thereof penetrate through the input shaft and the drive unit, and the another end thereof possesses an output gear; a transmission shaft, including at least an odd-numbered output gear, at least an even-numbered output gear, and a transmission gear where the odd-numbered output gear is meshed with the corresponding odd-numbered input gear while the even-numbered output gear is meshed with the corresponding even-numbered input gear, and the transmission gear is meshed with the output gear; and at least a push-moving fork, being furnished between the odd-numbered input gear and the even-numbered input gear, selectively pushes the odd-numbered input gear and the even-numbered input gear to move.

Abstract: An epicyclic gear train for a servomotor system includes a case, and, positioned in the case, a planet carrier carrying planet gears, a ring gear, and a sun gear. The epicyclic gear train includes a control for changing input and output speed ratio in response to an input applied from outside the case.

Abstract: A planetary gear train may include input and output shafts, first to third planetary gear sets respectively having first to third, fourth to sixth, and seventh to ninth elements, a first shaft connected to the first element, and selectively connectable to the input shaft, a second shaft connected to the fifth element, and selectively connectable to the input shaft, a third shaft connected to the eighth element and the output shaft, a fourth shaft connected to the second element and the fourth element, a fifth shaft connected to the third and seventh elements, a sixth shaft connected to the sixth element and the transmission housing, and a seventh shaft connected to the ninth element and selectively connectable to the transmission housing.

Abstract: A planetary gear train may include input and output shafts, first to fourth planetary gear sets respectively having first to third, fourth to sixth, seventh to ninth, and tenth to twelfth elements, a first shaft connected to the second element and the input shaft, a second shaft connected to the twelfth element and the output shaft, a third shaft connected to the first and seventh elements, a fourth shaft connected to the fifth and eleventh elements, a fifth shaft connected to the eighth and tenth elements, and a plurality of shafts each selectively connecting a corresponding element to a transmission housing, the corresponding element being an element of the first, second and third planetary gear sets which is not interconnected.

Abstract: A planetary gear train may include input and output shafts, first to fourth planetary gear sets respectively having first to third, fourth to sixth, seventh to ninth, and tenth to twelfth elements, a first shaft connected to the first, sixth, and seventh elements, and selectively connected to the input shaft, a second shaft connected to the ninth element and selectively connected to the input shaft, a third shaft connected to the eleventh element and the output shaft, a fourth shaft connected to the third and fourth elements, a fifth shaft connected to the fifth, eighth, and twelfth elements, and a plurality of shafts each selectively connecting a corresponding element to a transmission housing, the corresponding element being an element of the first and fourth planetary gear sets which is not interconnected.

Abstract: A planetary gear train may include input and output shafts, first to third planetary gear sets respectively having first to third, fourth to sixth, and seventh to ninth elements, a first shaft connected to the second element and the input shaft, a second shaft connected to the sixth and eighth elements and the output shaft, a third shaft connected to the third and seventh elements, a fourth shaft connected to the fourth element, and a plurality of shafts each selectively connecting a corresponding element to a transmission housing, the corresponding element being an element of the first, second and third planetary gear sets which is not interconnected.

Abstract: A planetary gear train may include input and output shafts, first to fourth planetary gear sets respectively having first to third, fourth to sixth, seventh to ninth, and tenth to twelfth elements, a first shaft connected to the second element and selectively connectable to the input shaft, a second shaft connected to the fourth element, selectively connectable to the input shaft and a transmission housing, a third shaft connected to the fifth and ninth element, selectively connectable to the input shaft and the transmission housing, a fourth shaft connected to the third and eleventh elements and the output shaft, a fifth shaft connected to the first, sixth, eighth, and tenth elements, a sixth shaft connected to the seventh element, and a seventh shaft connected to the twelfth element and selectively connectable to the transmission housing.

Abstract: A planetary gear train may include input and output shafts, first to fourth planetary gear sets respectively having first to third, fourth to sixth, seventh to ninth, and tenth to twelfth elements, a first shaft connected to the fifth and eighth elements, and selectively connectable to the input shaft, a second shaft connected to the tenth element, and selectively connectable to the input shaft, a third shaft connected to the ninth element the output shaft, a fourth shaft connected to the third and twelfth elements, a fifth shaft connected to the seventh and eleventh elements, and a plurality of shafts each selectively connecting a corresponding element to a transmission housing, the corresponding element being an element of the first and second planetary gear sets which is not interconnected.

Abstract: A planetary gear train may include first to fifth planetary gear sets having first to third, fourth to sixth, seventh to ninth, and tenth to twelfth elements, a first shaft fixedly connected to the first and eleventh elements and input shaft, a second shaft fixedly connected to the second element and one element of the fifth planetary gear set, selectively connectable to the input shaft and a transmission housing, a third shaft fixedly connected to the eighth element and output shaft, a fourth shaft fixedly connected to the third and fifth elements, a fifth shaft fixedly connected to the sixth, seventh, tenth, and another element of the fifth planetary gear set not connected to the second shaft, a sixth shaft fixedly connected to the twelfth element, a seventh shaft fixedly connected to a remaining element of the fifth planetary gear set not connected to the first and second shafts.

Abstract: A planetary gear train of an automatic transmission for a vehicle is disclosed. A planetary gear train of claim of an automatic transmission for a vehicle, includes an input shaft for receiving an external torque; an output shaft for outputting a 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 fixedly connected with the second rotational element, the sixth rotational element, the seventh rotational element, and the input shaft; a second shaft fixedly connected with the eleventh rotational element, and the output shaft; and a third shaft fixedly connected with the first rotational element and the tenth rotational element.

Abstract: A planetary gear train includes input and output shafts, first to fourth planetary gear sets respectively having first to third, fourth to sixth, seventh to ninth, and tenth to twelfth elements, a first shaft connected with the fifth rotational element and the input shaft, a second shaft connected with the ninth and tenth elements, and selectively connected with the input shaft, a third shaft connected with the eleventh element and the output shaft, a fourth shaft connected with the second and twelfth elements, a fifth shaft connected with the sixth elements, a sixth shaft connected with the seventh element, a seventh shaft connected with the eighth element, and a plurality of shafts each selectively connecting a corresponding element to a transmission housing, the corresponding element being an element of the first and second planetary gear sets that is not interconnected.

Abstract: A planetary gear train may include: an input shaft an output shaft; first to fourth planetary gear sets including first to twelfth rotation elements; a first shaft fixedly connected to the second rotation element and the input shaft; a second shaft fixedly connected to the ninth and tenth rotation elements, and selectively connectable to the input shaft; a third shaft fixedly connected to the eleventh rotation element and the output shaft; a fourth shaft fixedly connected to the third rotation element; a fifth shaft fixedly connected to the fifth rotation element, the eighth rotation element, and the twelfth rotation element; a sixth shaft fixedly connected to the seventh rotation element; and a plurality of shafts formed by combinations of remaining rotation elements of the first and second planetary gear sets that are not connected to the first to sixth shafts, and selectively and respectively connected to a transmission housing.

Abstract: A planetary gear train may include input and output shafts, first to fourth planetary gear sets respectively having first to third, fourth to sixth, seventh to tenth, and eleventh to thirteenth elements, a first shaft connected to the second element and the input shaft, a second shaft connected to the twelfth element and the output shaft, a third shaft connected to the first and seventh elements, a fourth shaft connected to the eighth element, a fifth shaft connected to the ninth and eleventh element, a sixth shaft connected to the fifth and thirteenth elements, and a plurality of shafts each selectively connecting a corresponding element to a transmission housing, the corresponding element being an element of the first, second and third planetary gear sets which is not interconnected.

Abstract: A power transmission apparatus for a vehicle includes a first input shaft selectively connected with an engine output shaft through a first clutch; a second input shaft selectively connected to the engine output shaft through a second clutch; a third input shaft selectively connected to the engine output shaft through a third clutch; a power transmission shaft disposed about the external circumference of the second input shaft; first and second center shafts selectively connected with each other through a fourth clutch; an idle shaft disposed in parallel with the first input shaft; a fixed transmission for selectively shifting torque input to various shafts and outputting the torque through the second center shaft and the power transmission shaft; a composite transmission configured to complementarily composite shift and output input torque; and an output shaft outputting the torque transmitted from the composite transmission to a final reduction gear.

Abstract: To provide a tensioner and a relief valve unit that enable a reduction in the number of parts to be processed and the number of assembling steps, reduce the amount of oil flowing out to the outside, prevent damage to the check valve, and improve the oil recovery rate. The relief valve unit that releases oil when pressure inside an oil pressure chamber reaches or exceeds a predetermined high pressure includes a check valve unit that stops reverse flow of oil flowing into the oil pressure chamber as a valve element, the check valve unit being slidably inserted in the relief valve unit. The relief valve unit includes a unit pressing spring that presses the check valve unit toward a relief valve seat. The check valve unit includes an oil passage for allowing oil to flow between an inner side and an outer side of the check valve unit.

Abstract: An automatic belt tensioner for a hybrid vehicle is disclosed. The automatic belt tensioner includes an arm body including an upper arm on which first and second idlers are mounted and a lower arm on which a third idler is mounted. The automatic belt tensioner further includes a spring provided between the upper arm and the lower arm and providing elastic force for relative longitudinal movement of the upper arm and the lower arm, and a rail bracket mounting the arm body on an engine and guiding relative longitudinal vertical motion of the arm body.

Abstract: A tensioning device for tensioning a traction mechanism of a belt drive comprises a base member; a first tensioning arm pivotably supported on the base member and carrying a first tensioning roller; a second tensioning arm pivotably supported on the base member and carrying a second tensioning roller; a spring arrangement with first and second springs arranged to be effective between the first and second tensioning arms; wherein the two tensioning arms, when being pivoted relative to each other within a first tensioning angle range, are force-loaded against each other by the first spring, wherein the second spring is force-free relative at least to one of the tensioning arms; and wherein the tensioning arms, when being pivoted relative to each other within a second tensioning angle range comprising larger tensioning angles than the first tensioning angle range, are force-loaded against each other by the first spring and the second spring.

Abstract: An expansion/contraction mechanism includes at least three expansion/contraction members that are formed by coupling respective ends of a plurality of link members sequentially rotatably to each other, and that are capable of performing expansion/contraction operation in predetermined expansion/contraction directions by adjusting an angle between the mutually-coupled link members; and a plurality of connection members that are provided with being aligned along the expansion/contraction directions in a space surrounded by the at least three expansion/contraction members arranged in a state in which the expansion/contraction directions face a substantially same direction, and that are configured to connect the at least three expansion/contraction members to each other.

Abstract: An oscillation drive with a drive and with an eccentric coupling drive for converting a rotary motion of the drive into an oscillating rotary motion of a tool spindle about its longitudinal axis is disclosed, wherein the eccentric coupling drive has an eccentric with a first eccentricity that is driven by the drive and that works together with a coupling element that is coupled to the tool spindle in order to convert the motion of the eccentric into an oscillating rotary motion of the tool spindle, wherein the eccentric is coupled to an additional eccentric with a second eccentricity so that the eccentricities are superimposed, wherein the relative position between the eccentric and the additional eccentric is adjustable to at least two different positions in order to change the amplitude of the oscillating motions of the tool spindle.

Abstract: An oscillation drive tool includes an input drive element removably couplable to a drive device. The input drive element is configured to receive a rotational input from the drive device. The tool also includes an output drive element removably couplable to a working device. The tool further includes a drive cam coupled to the input drive element and a cam plate configured to provide an oscillating rotational movement to the output drive element in response to receiving a rotational input from the drive cam.

Abstract: An actuator includes a housing member configured for connection with a first component, a drive screw connected to the housing member, a rod disposed at least partially in the drive screw and at least partially in the housing member, a retaining nut connected to the rod, a mounting member configured for connection with the first component, and a drive nut engaged with the drive screw and configured for connection with a second component. If the drive screw mechanically disconnects or is fractured, the rod may be configured to translate to engage one or more friction surfaces to restrict back driving of the drive screw.

Abstract: A transaxle and a two-speed drive module thereof. The two-speed drive module comprises an input shaft, an output shaft, and gear sets used for transmitting power between the input shaft and the output shaft. The gear sets comprise: a two-speed gear set having two groups of shift gear pairs that have different speed ratios, the shift gear pairs being capable of transmittingly connecting to or disconnecting from the input shaft so as to output the rotational speed of the input shaft at different speed ratios; a planetary gear set having an output end thereof being transmittingly connected to the output shaft; and a connecting gear set by which the two-speed gear set is transmittingly connected to the planetary gear set. The two-speed drive module can implement a reduction in the radial dimension, and can reduce the ground clearance of a transaxle.

Abstract: A power transmission apparatus for a vehicle includes: an engine output shaft; a first transmission outputting torque shifted to two shift stages to a central output shaft; and a second transmission outputting torque shifted to multiple shift stages. The second transmission includes: a first input shaft disposed on the same shaft line as that of the central output shaft; a second input shaft disposed on an outer circumference of the first input shaft a third input shaft disposed in parallel with the first and second input shafts; an idle shaft disposed in parallel with the first and second input shafts and spaced apart from the first and second input shafts; and an output shaft disposed in parallel with the first and third input shafts and the idle shaft between the first and third input shafts and the idle shaft.

Abstract: A variator unit is fixed to a rotationally fixed component and has a secondary side rotationally fixed to an input shaft and a primary side rotationally fixed to a first element of a first planetary gear set. The input shaft is rotationally fixable via a second shift element to a second element of a second planetary gear set, which is fixable to the rotationally fixed component via a first shift element, and is rotationally fixed to a first element of a third planetary gear set. A second element of the first planetary gear set is fixed to the rotationally fixed component. A first element of the second planetary gear set is rotationally fixed to a third element of the third planetary gear set. A third element of the first planetary gear set is rotationally fixed to a third element of the second planetary gear set.

Abstract: A variator unit of a power-split continuously variable transmission device is fixed to a rotationally fixed component and has a primary side rotationally fixed to an input shaft and a secondary side rotationally fixed to each respective first element of the first and a second planetary gear sets via a third shaft. A third element of the first planetary gear set is rotationally fixed to a third element of the second planetary gear set via a fourth shaft and is fixable to the rotationally fixed component via a first shift element. A fifth shaft is rotationally fixed to a second element of the second planetary gear set, which is fixable to the rotationally fixed component via the third shift element, and is connectable to the input shaft via the second shift element. A second element of the first planetary gear set is rotationally fixed to the output shaft.

Abstract: A variator unit of a power-split continuously variable transmission is fixed to a rotationally fixed component and has a primary side rotationally fixed to an input shaft and a secondary side rotationally fixed to a first element of a second planetary gear set via a third shaft. A third element of a first planetary gear set is rotationally fixed via a fourth shaft to a second element of the second planetary gear set, which is fixable to the rotationally fixed component via a first shift element and connectable to the input shaft via a second shift element. A third element of the second planetary gear set is rotationally fixed via a fifth shaft to a first element of the first planetary gear set fixable to the rotationally fixed component via a third shift element. The second element of the first planetary gear set is rotationally fixed to an output shaft.

Abstract: A power train system and a vehicle including the same are provided. The power train system may include: a first transmission unit and a second transmission. The second transmission unit may include: an axle output unit having an axle shaft disposed in a side-to-side direction so as to be connected to left and right wheels; and an axle input unit having two or more shafts separated from an axle shaft of the axle output unit, receiving the driving power from a bevel gear part forming a bevel gear rotating shaft installed in a longitudinal direction of a vehicle body in order to supply the driving power switched to the forward or reverse driving power by the first transmission unit, and changing the received driving power to a specific speed among the four rotation speeds. The power train system can not only improve a degree of freedom in design, but also achieve multiple speeds.

Abstract: A power train system may include: a power generator having a motor engine rotated in forward and reverse directions and generating any one of a forward driving power and a reverse driving power; and a transmission unit changing the forward or reverse driving power received from the power generator to a specific speed of two speeds. The transmission unit may include: an axle output unit having an axle shaft connected in a side-to-side direction so as to be connected to wheels; and an axle input unit having a transmission shaft which is separated from the axle shaft of the axle output unit, receiving a driving power from a bevel gear part forming a bevel gear rotating shaft installed in a longitudinal direction of a vehicle body in order to supply the forward or reverse driving power inputted from the power generator.

Abstract: A power train system may include: a power generator having a motor engine rotated in forward and reverse directions and generating any one of a forward driving power and a reverse driving power; and a transmission unit changing the forward or reverse driving power received from the power generator to a specific speed among four speeds. The transmission unit may include: an axle output unit having an axle shaft connected in a side-to-side direction so as to be connected to left and right wheels; and an axle input unit having two or more shafts which are separated from the axle shaft of the axle output unit, receiving a driving power from a bevel gear part forming a bevel gear rotating shaft installed in a longitudinal direction of a vehicle body in order to supply the forward or reverse driving power inputted from the power generator.

Abstract: A drive unit utilizing a double planetary differential and an overdriven gear to shift torque between output shafts. The drive unit includes a motor, a differential caging housing a planetary differential and in driving engagement with two output shafts, a planetary carrier, a first gear, a second gear, and two variably engageable clutches. The planetary carrier supports the planetary differential and is drivingly engaged with a first output shaft. The first gear is capable of being overdriven and is in driving engagement with the motor and the variably engaged clutches. The second gear is in driving engagement with the motor and the differential caging. The first clutch is disposed between the first gear and the second output shaft and the second clutch is disposed between the first gear and the planetary carrier. When the clutches are actuated, torque is shifted between the output shafts via the first gear.

Abstract: Aspects of the disclosure provide an electric actuator including a fail-safe mode of operation. The electric actuator includes a mechanical stop coupled to the output through the transmission, and a brake coupled to the second driving source through the transmission, the brake being engaged to establish the first pathway through the transmission between the first driving source and the output, the brake being disengaged to establish the second pathway through the transmission between the second driving source and the output, and the mechanical stop being engaged to restrict the output from rotating beyond the fail-safe position and the brake being disengaged to establish the third pathway through the transmission between the first driving source and the second driving source.

Abstract: The present invention discloses a torque converter for a vehicle in which the number of components is reduced and stability is improved in a long-travel torsional damper structure having springs that operate at two stages. The torque converter for a vehicle according to the present invention includes a front cover, an impeller, a turbine, a reactor, a lock-up clutch, and a torsional damper, and the lock-up clutch includes a clutch drum which is coupled to the front cover, multiple first friction plates which are coupled to the clutch drum, second friction plates which are disposed between the multiple first friction plates, and a retaining plate which has an extending drum portion to which the second friction plate are coupled and supports springs provided on the torsional damper.

Abstract: A variable speed torque converter comprising an impeller, a plurality of housings, a set of planetary gear including a planet carrier, a valve block, a sun gear, a set of inner and outer planet gears, and a turbine, wherein the variable speed torque converter is configured such that the housing drives a set of inner planet gears configured to drive a sun gear, which drives the impeller, wherein the impeller pumps transmission fluid to the turbine to drive the turbine, and the turbine drives the valve block to increase rotational speeds of the inner planet gears via the outer planet gears.