Abstract: Some embodiments of a gearbox for an irrigation system can comprise a housing, a worm gear within the housing, a bull gear within the housing and configured to be engaged with the worm gear, a diaphragm, and a vent. The diaphragm can define a chamber configured for expansion and contraction and configured to be positioned inside the housing to relieve pressure build-up within the housing. The vent can be configured to allow air to flow between the atmosphere and the chamber.

Abstract: An actuator assembly having an actuator, a worm gear, a first gear unit, a second gear unit, and a biasing member. The actuator may rotate the worm gear, first gear unit, and second gear unit in first rotational directions while the biasing member may rotate the worm gear, first gear unit, and second gear unit in second rotational directions.

Abstract: A planetary gearbox has multiple first gears in the form of planetary gears, each mounted for rotation about a first axis of rotation. Each gear has two stages, with a first stage formed by bevel teeth which mesh with a ring gear, and with teeth forming a second stage. The planetary gearbox also has a second gear in the form of a ring gear and a gear in the form of a sun gear with teeth which mesh with the teeth of the second stage. The teeth of the first and second stages are connected by a force-locked or frictional connection which allows various angular positions relative to the common axis of rotation. The force-locked connection also serves as a torque-limiting slip clutch for limiting the maximum transmissible torque.

Abstract: A transmission arrangement, particularly for an agricultural working vehicle, having a parallel-shift transmission with a plurality of gear stages and an input shaft, proceeding from which a drive power can be distributed via a first and a second shifting element to respective layshafts, and an output shaft, wherein the drive power can be transmitted by each of the layshafts to the output shaft as needed, and having a group-shift transmission with a plurality of shifting groups.

Abstract: A group manual transmission has an input shaft and an output shaft, on which gears of gear pairs of at least two switch groups are coaxially arranged, wherein the input shaft can be brought into a drive-connection with the output shaft via a gear pair of a switch group. A coupling shaft is provided, which is non-rotatably connected with a coupling-switch device for the acceptance of several switching positions. In a coupling-switching position, the coupling shaft is drive-connected with a gear pair of a switch group via the coupling-switch device for the transfer of a power flow via the coupling shaft to the output shaft. In an interruption-switching position, the drive connection between the coupling shaft and this gear pair is interrupted.

Abstract: An automatic transmission includes a housing, a plurality of rotatable shafts, a plurality of planetary gear sets and a plurality of shift elements. A second element of a fourth planetary gear set forms a drive shaft, and a second element of a third planetary gear set forms an output shaft. A first element of the fourth planetary gear set forms a third shaft, and a fifth shaft is constantly connected to at least two shift elements of the plurality of shift elements. A third element of the third planetary gear set forms a sixth shaft, and a seventh shaft constantly connects a first element of a second planetary gear set to a third element of the fourth planetary gear set. A second element of the second planetary gear set forms an eighth shaft.

Abstract: A transmission (G) for a hybrid vehicle includes a drive shaft (GW1), an output shaft (GW2), three planetary gear sets (P1, P2, P3), an electric motor (EM) with a rotationally fixed stator (S) and with a rotatable rotor (R), and five shift elements (03, 04, 05, 14, 15). Six forward gear ratios (1 to 6) and one reverse gear ratio (R1) are formable through selective pairwise closure of the five shift elements.

Abstract: A vehicular multi-stage transmission includes: input and output shafts; first, second, third and fourth planetary gear devices each including first, second and third rotary elements; and seven shifting elements connected to the rotary elements of the four planetary gear devices. In particular, the second rotary element of the first planetary gear device PG1 is selectively connected to a transmission case by a first shifting element while being selectively connected to the input shaft, and the secondary rotary element of the first planetary gear device is selectively connected to the third rotary element of the second planetary gear device, the first rotary element of the third planetary gear device, and the first rotary element of the fourth planetary gear device. In addition, the third rotary element of the first planetary gear device is fixedly connected to the second rotary element of the second planetary gear device.

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

Abstract: A multi-speed transmission including a plurality of planetary gearsets and a plurality of selective couplers to achieve at least nine forward speed ratios is disclosed. The plurality of planetary gearsets may include a first planetary gearset, a second planetary gearset, a third planetary gearset, and a fourth planetary gearset. The plurality of selective couplers may include a number of clutches and a number of brakes. The multi-speed transmission may have four planetary gearsets and six selective couplers. The six selective couplers may include three clutches and three brakes.

Abstract: A planetary gear train of an automatic transmission for a vehicle is disclosed and may include: an input shaft receiving torque of an engine; an output shaft outputting torque; a first, second, third and fourth planetary gear set, each having three rotation elements, together first-twelfth rotation elements; a first shaft fixedly connected to a second rotation element and selectively connected to the input shaft; a second shaft fixedly connected to a fourth rotation element and selectively connected to the input shaft; a third shaft fixedly connected to an eighth rotation element and a twelfth rotation element, and fixedly connected to the output shaft; a fourth shaft fixedly connected to a first rotation element, a fifth rotation element, and a ninth rotation element; a fifth shaft connected to a sixth rotation element and an eleventh rotation element; and a plurality of shafts selectively connected to a transmission housing.

Abstract: A brake of an automatic transmission includes: first and second recessed portions and formed in a center support; a first piston having a first pressure-receiving portion that is disposed in the first recessed portion and defines a first engagement oil chamber and having a plate-pressing portion that presses friction plates and separator plates; a second piston having a second pressure-receiving portion that is disposed in the second recessed portion and defines a second engagement oil chamber and a piston-pressing portion that presses the first piston by supply of oil pressure to the second engagement oil chamber; and a return spring that biases the first piston so that the first piston moves away from the friction plates and the separator plates.

Abstract: A toroidal continuously variable transmission include a pair of disks which is provided rotatably and concentrically with each other in a state where inner surfaces of respective disks are opposed to each other and a power roller held between the disks opposing to each other. One of the disks is supported on a shaft. The other of the disks is rotatably supported, via a first bearing, on a hollow shaft into which the shaft is inserted and which is non-rotatably supported by a support member. The shaft is rotatably supported on the hollow shaft via a second bearing.

Abstract: A hand-held, hand-operated apparatus for rotating, or spinning, rotatably oscillating and/or inducing back and forth longitudinal movement in a device, such as an elongated medical device. A drive shaft of the hand-held, hand-operated rotational drive apparatus includes a ratcheting mechanism capable of enabling oscillating (repeated forward and reverse) rotation of a device that has been coupled thereto when there is little or no resistance on the rotated device, and of enabling an actuator to return to a position that will enable further forward, or driving, rotation of the drive shaft and the rotated device when resistance on the rotated device prevents the rotated device and the drive shaft from rotating in a reverse direction.

Abstract: A gear arrangement includes a rack, a gear and a flexible member. The rack includes a plurality of teeth. The gear is configured to be engaged with the rack through the teeth. The flexible member is adjacent to an end of the rack. The flexible member is configured to rotate the gear.

Abstract: A gearless transmission may provide a similar outcome to a gear train, without meshing teeth. Such a gearless transmission may comprise an input shaft comprising a plurality of lobes disposed thereon. The lobes may extend radially from the input shaft in opposite directions from one another. Each of the lobes may comprise a plurality of connecting rods freely rotatable thereabout. Each of the connecting rods may be slidably attached to a hollow body disposed around the input shaft. The hollow body may be formed from a plurality of rings fixed together and secured to an output shaft.

Abstract: There is presented various embodiments disclosed in this application, including an improved crankshaft system using a load connecting member which provides a greater maximum torque angle than a conventional system, thereby improving efficiency and power.

Abstract: An assembly for converting motion comprises a first arm and a second arm rotatable about first and second spaced apart fixed pivots; a third arm pivotably connected the second arm at a position spaced apart from the second fixed pivot; a first connecting arm extending between and pivotably connected to the first arm and the third arm; a second connecting arm extending between and pivotably connected to the first arm and the second arm; and a third connecting arm extending between and pivotably connected to the first arm and the third arm. The assembly may be used to move and support components of a building.

Abstract: An apparatus for unlocking an actuator comprises a first member mounted in a housing for rotation about an axis and having a circumferentially extending surface, a recess being formed in a section of the circumferentially extending surface. A second member for operative connection to a lock release element of an actuator is mounted for movement in a direction generally transverse to the axis of rotation of the first member and has a follower element resiliently biased into contact with the circumferentially extending surface of the first member. A rotary actuator is provided for rotating the first member about the axis between a first, locking position in which the follower element engages on the circumferentially extending surface and a second, unlocking position in which the follower element is at least partially received within the recess.

Abstract: A driving apparatus reduces degradation of driving performance and durability when a driven body is displaced using a lead screw. The lead screw has a lead groove that is formed over first and second members and has first and second surfaces that face to each other in a width direction. The lead screw is rotated by a driving source. A moving member engages with the lead groove, and moves parallel to the lead screw according to rotation of the lead screw. A driven body is displaced between first and second positions according to movement of the moving member. A first energization member energizes the moving member toward the second surface when the moving member passes across a first junction that occurs at a boundary between the first and second members in a stroke where the moving member contacts with a drive surface of the first surface to be moved.

Abstract: In a ball screw apparatus, a ball train including a plurality of main balls is housed in a raceway between a ball track of a ball nut and a ball track of a ball screw shaft. A coil spring housed in the raceway includes a first end that engages with an end of the ball train and a second end supported by a stopper (a first recessed portion, a protruding portion, or the like) of the ball nut. A stopper ball having a diameter larger than the diameter of the main ball is interposed between the stopper and the second end of the coil spring.

Abstract: A split ring planetary drive with at least one travel end stop received in at least one pocket of a first ring gear. The travel end stop is moveable between a first stop position in which as the planetary drive rotates in a direction the travel end stop engages the stop on the planet carrier, preventing further rotation of the split ring planetary drive in the direction, and a second position in which the travel end stop does not engage the stop on the planet carrier. The travel end stop may be a deadbolt, a snap ring or pivoting pawl.

Abstract: A continuously variable transmission is configured wherein an outer diameter of a first pulley 11 is smaller than an outer diameter of a second pulley 12, a first input shaft 1? and a second input shaft 2? have a parallel coaxial structure, the first input shaft 1? and a first output shaft 14 are linked via a LO clutch 3? and a first transmission gear assembly 8; and the second input shaft 2? and a second output shaft 15 are linked via a HI clutch 3? and a second transmission gear assembly 9. In-low-speed mode, a drive torque outputted from the second pulley 12 is transmitted to a differential via the second transmission gear assembly, a second low-speed gear 23, and a low final gear 16, whereas in high-speed mode, a drive torque outputted from the first pulley is transmitted to the differential via a high final gear 18.

Abstract: A hydrostatic transmission includes a pump running surface and a motor running surface connected by internal porting formed in a housing member. A valve is disposed in the housing and connects a sump formed by the housing and the internal porting. A trunnion includes a first arm engaged to a swash plate to rotate the swash plate to vary the output of the pump, and a second arm which rotates with the first arm, the second arm having an operative end that is capable of opening the valve to permit a hydraulic connection between the internal porting and the sump through the valve bore when the trunnion is rotated to a predetermined position.

Abstract: A rotor assembly includes a torque converter including a housing forming a hydraulic chamber, a rotor for an electric motor, a rotor carrier non-rotatably connected to the rotor that is fixed to the torque converter housing, a rotor carrier flange, a spring, and a snap ring. In some embodiments, the rotor carrier includes a groove and a castellated portion, the snap ring is disposed in the groove, and the spring clamps the rotor carrier flange between the snap ring and the castellated portion.

Abstract: A hydrokinetic torque-coupling device for coupling driving and driven shafts. The torque-coupling device includes a casing having a locking surface, an impeller wheel and a turbine wheel hydrodynamically drivable by the impeller wheel, a lockup piston axially movable toward and away from the locking surface, a friction disc including a generally radially orientated friction ring and at least one driving tab, and a torsional vibration damper comprising the friction disc, elastic members and an engagement member elastically coupled to the friction disc through the elastic members. The friction ring has a radially outer peripheral surface defining a centering surface of the friction disc. The engagement member includes at least one centering tab extending toward the friction ring and having a centering surface disposed adjacent to and facing the centering surface of the friction disc to center the friction disc with respect to the engagement member of the torsional vibration damper.

Abstract: Disclosed herein are systems, gearing assemblies and methods for controlling a differential rotation rate between shafts of a vehicle using a variable speed motor. An embodiment includes a gearing assembly including a differential configured to engage a first axle shaft, a second axle shaft, and a drive shaft of a vehicle. The gearing assembly further includes a plurality of adjustment gears configured to engage the differential, configured to be driven by a variable speed motor of the vehicle, and configured to controllably alter a rotation of the first axle shaft relative to the second axle shaft based on rotation produced by the variable speed motor. The plurality of adjustment gears includes a subassembly of planetary gears including a planetary gear carrier, a first set of planetary gears coupled to the planetary gear carrier, and a second set of planetary gears coupled to the planetary gear carrier.

Abstract: A vehicle driveline component with a differential case, a cross-pin, a differential gearset, and a retaining member. The differential case is rotatable about a first axis and has an annular wall member that defines a differential cavity. The cross-pin is received in a cross-pin aperture formed through a first side of the annular wall member. The cross-pin extends through the differential cavity along a second axis that is perpendicular to the first axis. The differential gearset is received in the differential cavity and includes a pair of side gears, which are rotatable about the first axis, and a pair of pinion gears that are journally supported by the cross-pin and meshingly engaged with the side gears. The retaining member is welded to the annular wall member and limits movement of the cross-pin relative to the differential case along the second axis in a direction toward the retaining member.

Abstract: A flat strain wave gearing (1) has a mechanism for preventing a flexible externally toothed gear (4) from moving in the direction of the device center axis (1a) with respect to a rigid internally toothed gears (2, 3). The mechanism has an inner-peripheral groove (11) formed on inner teeth (3a) of the internally toothed gear (3), an outer-peripheral groove (12) formed on outer teeth (4a) of the externally toothed gear (4), and a flexible ring (13) mounted between the inner-peripheral groove (11) and the outer-peripheral groove (12). The ring (13) is engageable with groove inner-peripheral surfaces (11a, 11b, 12a, 12b), from the direction of the device center axis (1a), at meshing positions of the both gears (2, 4).

Abstract: In the cup-shaped externally toothed gear, the outside end face profile of the diaphragm is defined by a first concave circular arc having a first radius, a second concave circular arc that has a second radius and is smoothly connected to the first concave circular arc, an inclined straight line that is smoothly connected to the second concave circular arc and is inclined toward an inside straight line with respect to the center axis line, the inside straight line defining the outside profile of the diaphragm. The second radius is larger than the first radius, and the thickness of the diaphragm is gradually decreased from the side of the boss to the side of the cylindrical body. The stress concentration in the boss-side joint portion of the diaphragm can be relieved, whereby enhancing fatigue strength of the flexible externally toothed gear.

Abstract: A slide component comprises a base member and a plated layer. The base member is made of a titanium alloy including beta phase of titanium. The base member includes a surface having a plurality of recesses. The plated layer is provided on the surface of the base member.

Abstract: A steering rack includes a rack shaft (10), a plurality of rack teeth (11a) formed on the rack shaft and each having a tooth trace inclined with respect to a first direction perpendicular to an axial direction of the rack shaft, and a dummy tooth (33a) aligned with the rack teeth and formed on the rack shaft. The dummy tooth (33a) is non-uniformly formed in a second direction parallel to the tooth trace of the rack tooth (11a).

Abstract: A vehicle subsystem according to an exemplary aspect of the present discourse includes, among other things, a wall structure and a thermal resistance feature internal to the wall structure and configured to inhibit heat loss through the wall structure.

Abstract: The transmission case is provided with a bearing portion having a through hole in which a power transmission shaft is inserted, a fitting portion having a mating surface on which another member is superimposed, a plurality of fastening portions provided in the fitting portion, and ribs provided between the bearing portion and the fastening portions, respectively. The ribs are arranged between the bearing portion and the fastening portions, respectively, the fastening portions being other than the fastening portion that is the closest to the bearing portion amongst the plurality of fastening portions.

Abstract: A gear housing for an epicyclic gear set, the gear housing including a hollow wheel having internal teething and a first front end with a first front-side joining surface; a housing cover having a second front end with a second front-side joining surface for longitudinally axially covering the hollow wheel; and a bonded connection for connecting the first front end to the second front end through the mating of the first and second front-side joining surfaces, at which the hollow wheel and the housing cover are connected to each other by a bonded connection, in particular, by heated tool welding, infrared welding, ultrasonic welding, or rotary friction welding.

Abstract: A device for conditioning the lubricating oil of a torque transmission device for motor vehicles, in particular for gear transmissions, in which the lubricating oil is heated at least temporarily in the cold state in order to reduce friction and/or churning losses. For an improved reduction in the losses in the cold running range, it is proposed that at least one heating element be disposed directly in the oil-lubrication flow of the transmission elements.

Abstract: A product may include a case, and a shaft that rotates may extend into the case. A bearing may support the shaft at the case. A seal may be positioned around the shaft outboard from the bearing. The bearing may have a first side facing the seal and a second side facing away from the seal. The case may define an inlet to an area between the bearing and the seal. A baffle may extend over the inlet on the second side and radially outside the bearing.

Abstract: An integrated electronic shift lever assembly for a vehicle includes a shift lever installed inside the vehicle and operated by a driver for a shift position operation. A fixed knob is fixedly attached to an end of the shift lever. A shaft extends outwards from the fixed knob. A movable knob is detachably connected to the fixed knob such that the movable knob slides along the shaft to be decoupled from the fixed knob and rotates about the fixed knob. When a signal according to a rotational direction of the movable knob is input to a transmission control unit (TCU), the TCU changes a current shift position or a drive mode.

Abstract: An automatic transmission includes hydraulic friction engaging mechanisms for establishing a plurality of gears, at least one control valve for controlling oil pressures of hydraulic oils supplied to the engaging mechanisms, an oil pressure detection unit for detecting the oil pressure of the hydraulic oil supplied by the control valve, a learning unit for learning a correction value of an instructed oil pressure to the control valve such that an engaging time becomes a target engaging time, and a determination unit which determines, based on a difference between the instructed oil pressure to the valve and an oil pressure detection result obtained by the detection unit from the hydraulic oil supplied by the valve in correspondence with the instructed oil pressure, whether to exclude a control result by the instructed oil pressure from a learning target of the learning unit.

Abstract: The present invention relates to a predictive transmission control method through road shape recognition, and more particularly, to a control method for carrying out predictive transmission by recognizing the shape of a road utilizing information of a high density map. The present invention provides a transmission control method which can provide an accurate predictive transmission by recognizing the shape of the front road based on GPS information.

Abstract: A vehicle propulsion system includes an engine for generating torque for propelling the vehicle, a transmission selectively coupled to the engine for receiving torque from the engine and having a plurality of gear selections each of which have a gear ratio which converts the torque from the engine to an output torque, a vehicle location identifier that identifies a location of the vehicle and provides a vehicle location signal indicating a location of the vehicle, and a controller that is programmed to record a shift history comprising gear selection, duration of gear selection, and vehicle location of each gear selection, identify a gear selection having a duration less than a predetermined duration, and revise a shift parameter for a gear selection having a duration less than the predetermined duration.

Abstract: A method of operating an automatic transmission of a motor vehicle, in which a hydraulic pump associated with a hydraulic system for the supply of pressure is driven by a drive motor. When the motor vehicle starts, a hydrodynamic starting element forms a driving connection between the drive motor and the automatic transmission. Hydraulic shifting elements (B1, B2, B3, C1, C2) are actuated for engaging gear steps. When the drive motor is started, a shifting element (B1, B2, B3, C1, C2) of the automatic transmission is engaged, and, during the engagement process of the shifting element (B1, B2, B3, C1, C2), a time of a rotational speed variation (nAb, nTu) of the automatic transmission is determined. With the help of the determined rotational speed variation (nAb, nTu), a time point is determined at which a pressure present in the hydraulic system reaches or exceeds a target pressure level.

Abstract: A shift-by-wire actuator and a method for selecting drive positions of a motor vehicle transmission is provided. The actuator comprises an actuating field, in which a scrolling surface for selecting one of the drive positions, and a release button, which transmits a release signal based on an actuation, are disposed. The actuator is characterized in that the scrolling surface and the release button are coupled via a locking and releasing mechanism, such that a shift-effecting selection of at least one of the drive positions can be executed by manipulation of the scrolling surface after release by the locking and releasing mechanism, based on the release signal.

Abstract: A method for controlling a gear ratio of a continuously variable transmission vehicle includes: a step of detecting a position of a shift lever by a controller; a step of checking, by the controller, a gear ratio variation based on a difference between a desired stage gear ratio and a current gear ratio in a continuously variable transmission when the shift lever is detected to be positioned in a manual range; a step of calculating, by the controller, a gear ratio correction value based on a rate of change of engine RPM when the gear ratio variation is checked as being other than zero after the step of checking the gear ratio variation; and a step of correcting, by the controller, the gear ratio variation in response to the calculated gear ratio correction value after the calculation step.

Abstract: A continuously variable transmission (CVT) including a hydraulically-controllable variator is described. A method for controlling the CVT includes detecting a transient event causing a commanded change in a speed ratio of the variator and disabling feedback control of hydraulic pressure to the variator during the transient event. A target pressure that achieves the commanded change in the speed ratio of the variator is determined, and a pressure trajectory is determined based upon the target pressure. A feed-forward control of the hydraulic pressure to the variator is executed in response to the pressure trajectory during the transient event.

Abstract: A system, in certain embodiments, includes a composite piston. The composite piston comprises a piston body made of a composite material, wherein the composite material comprises a reinforcing material distributed in a matrix material.

Abstract: A piston for an internal combustion engine may include a piston head and a piston skirt. The piston skirt may include a plurality of box walls and a plurality of skirt walls. The plurality of box walls may be arranged opposite one another and may include a plurality of boss bores. The plurality of skirt walls may be arranged opposite one another and may have running surfaces. The piston may also include a cover element that may include a substantially circular cover plate and an aperture. The aperture may be disposed on the cover plate and may be configured for the passage of a connecting rod. The cover element may be secured to a lower region of the piston skirt. The cover plate may close a piston cross-sectional area.

Abstract: A piston ring includes an annular body having: an inner circumferential surface and an outer circumferential surface; one side surface and the other side surface substantially orthogonal to the inner circumferential surface; and a pair of joint ends. The outer circumferential surface includes an inclined surface and an abutment surface. In a direction connecting the one side surface and the other side surface, a maximum width W1 of the abutment surface at the joint end is 80% to 150% of a maximum width W2 of the abutment surface in a portion other than the joint end. In the body, a two-axis difference (d2?d1) between a diameter d1 in a first axis direction passing through a central position of the joint and a diameter d2 in a second axis direction orthogonal to the first axis direction is greater than ?0.25 mm and less than +0.36 mm.

Abstract: A combined oil control ring comprising a pair of annular side rails each having a gap, and an axially corrugated spacer expander arranged between the side rails; the corrugated spacer expander having on the inside seating tabs for pushing inner peripheral surfaces of the side rails; the side-rail-pushing surface of each seating tab being provided with a nitrided layer; an entire surface of each spacer expander except for those provided with the nitrided layer being coated with a plating film; and the plating film having Vickers hardness HV0.01 of 300 or less.

Abstract: The gasket of the present invention is mainly comprised of a pressure-sensitive adhesive sheet containing a non-halogenated flame retardant, and at least one surface thereof is a pressure-sensitive adhesive face of the pressure-sensitive adhesive sheet containing a non-halogenated flame retardant. According to the present invention, a highly flame retardant gasket having practically sufficient tight-sealing property, which does not produce a toxic halogen gas during combustion can be realized. In addition, a highly flame retardant gasket having practically sufficient tight-sealing property, which does not produce a toxic halogen gas during combustion, and does not cause corrosion and discoloration of a metal member to be an adherend can be realized.