Abstract: Embodiments relate to an off-road vehicle comprising a frame, including at a frame, a passenger compartment, a driveline that includes at least a drive system and a driven system, and a constant velocity (CV) joint for coupling the driven system to the drive system. The CV joint includes a housing, a coupling shaft, a detent, a plunge pin and an actuation pin, wherein the actuation pin has a first end that is accessible via an aperture in the housing, wherein actuation of the actuation pin determines whether the plunge pin is in the first position or the second position.

Abstract: A torque limiter includes a first side plate, a second side plate, a friction disc, a pressure plate, and a biasing member. The first side plate includes an attachment surface. The attachment surface faces in an axial direction so as to be attached to a flywheel. The second side plate has a smaller outer diameter than the outer diameter of the first side plate. The second side plate is disposed so as to not overlap the attachment surface as seen in an axial direction. The second side plate is attached to the first side plate.

Abstract: A wheel end disconnect assembly includes an axle shaft, a wheel hub, and a wheel end disconnect clutch. The axle shaft has a first dog clutch spline and the wheel hub has a second dog clutch spline. The wheel end disconnect clutch has a dog clutch sleeve and a rocker pin. The dog clutch sleeve has a third dog clutch spline engaged with one of the first or second dog clutch splines and arranged to selectively engage and disengage from the other of the first or second dog clutch splines, and a first spiral groove. The rocker pin has a first pin end arranged to selectively engage and disengage from the first spiral groove to axially displace the dog clutch sleeve. The first dog clutch spline and the second dog clutch spline may both be outer splines, and the third dog clutch spline may be an inner spline.

Abstract: A wet clutch (10) for mounting on a shaft (12) having an internal shaft conduit (88) for a hydraulic fluid is provided. The wet clutch (10) comprises: a clutch hub (16) configured to be mounted on the shaft (12), a clutch basket (18) configured to be rotationally supported relative to shaft (12), and a clutch pack (20) operationally connecting the clutch hub (16) and the clutch basket (18). The wet clutch (10) further comprises: a front part (34) configured to be fixed relative to the shaft, an actuator (22) supported by the front part (34) and radially spaced apart from the shaft (12), wherein the actuator (22) is configured to operationally connected to the shaft conduit (88). The wet clutch (10) further comprises: one or more relief valves (102) connected to the actuator and configured to release the hydraulic fluid.

Abstract: An actuator for externally manipulating a clutch within a machine rotatable about an axis is provided with a driving unit including a plurality of magnetic coils arranged around the axis, each of the coils being arranged to generate a magnetic flux in a direction parallel to the axis; an armature disposed coaxially with the axis and opposed axially to the driving unit, the armature being movable axially; and a plunger coupled with the armature to transmit axial motion to the clutch.

Abstract: To provide a cam clutch that allows use of the outer race as a rotating member without requiring a complex structure, and that allows a size reduction in the axial direction. The cam clutch includes an operating mode switch mechanism (140) for switching between two or more of a free state that allows relative rotation in both directions, a one-way clutch mode that allows relative rotation in one of forward and reverse directions, and a locked state that prohibits relative rotation in both directions. The operating mode switch mechanism (140) includes a cam orientation changing part (141) axially movable independently of rotation of the inner race (110) and the outer race (120). A plurality of cams (131) include an engaging portion (136) protruding from a side face toward the cam orientation changing part (141).

Abstract: A drive mechanism for an electric propulsion system that comprises an electric machine is disclosed. The drive mechanism comprises a drive shaft with a longitudinal axis A, an engagement means, and a disconnect mechanism. The engagement means comprises a drive shaft engagement element and an electric machine engagement element. The drive engagement element comprises a first and second shaft gear ring, and each shaft gear ring is supported on the drive shaft. Each shaft gear ring comprises a plurality of gear teeth which are circumferentially disposed around the drive shaft, and the gear teeth extend radially outward from the drive shaft.

Abstract: A drive mechanism for an electric propulsion system that comprises an electric machine is disclosed. The drive mechanism comprises a drive shaft with a longitudinal axis A, an engagement means, a disconnect mechanism, and an overrunning clutch. The engagement means comprises a drive shaft engagement element and an electric machine engagement element. The drive shaft engagement element comprises a first and second shaft gear ring, and each shaft gear ring is supported on the drive shaft. Each shaft gear ring comprises a plurality of gear teeth which are circumferentially disposed around the drive shaft, and the gear teeth extend radially outward from the drive shaft.

Abstract: Systems and methods for operating a driveline disconnect clutch of a hybrid vehicle are presented. In one example, a driveline disconnect clutch is de-stroked in a particular way so that the driveline disconnect clutch may be de-stroked more consistently. The de-stroking process may be followed by boosting and stroking the driveline disconnect clutch so as to preposition the driveline disconnect clutch or holding the clutch at an offset below stroke pressure to minimize drag.

Abstract: A drum brake with a carrier, a deformation sensor, and at least one brake shoe. The carrier is connected to a supporting bearing for the at least one brake shoe. The deformation sensor is designed to determine a deformation of the carrier. A brake system includes at least one such drum brake, and a vehicle with such a brake system or with at least one such drum brake.

Abstract: A friction element capturing and positioning assembly that includes a positioning frame with a base portion having a periphery and defining a plurality of frame friction surfaces defining at least one capturing slot. At least one friction puck is received by the at least one capturing slot and fixed to the positioning frame at the frame friction surfaces.

Abstract: A brake pad retainer assembly for a brake caliper assembly, in particular for a commercial vehicle brake caliper assembly, includes a retaining element and a sensor element, wherein the retaining element extends in a longitudinal direction, and wherein the sensor element is fixed or configured to be fixed indirectly and/or directly to the retaining element.

Abstract: A brake assembly having a brake pad assembly, a clip, and a sensor unit. The brake pad assembly has friction material that extends from a table. The clip straddles and engages the table. The sensor unit straddles the clip and the table such that the sensor unit engages opposing sides of the clip.

Abstract: A mechanical backstop is provided which comprises a housing, an input impact gear, a frictional plate, a floating impact gear, and an output impact gear. The floating impact gear is movably mounted between the input impact gear and the output impact gear to achieve transmission. The frictional plate is fixed relative to the housing and disposed at a side of the floating impact gear close to the input impact gear. When the input impact gear transmits a torque to the floating impact gear, the floating impact gear floats toward the output impact gear to separate from the frictional plate and transmit the torque to the output impact gear. When the floating impact gear transmits a torque reversely, the floating impact gear floats toward the input impact gear to abut against the frictional plate and achieve reverse locking.

Abstract: The present disclose describes a fluid isolator mount. The mount provides a long service life under high temperatures and large dynamic displacements. The mount utilizes metallic flexures and dynamic fluid chambers. The mount provides vibration isolation at selected frequencies while precluding damping effects.

Abstract: A damper includes an outer tube elongated along an axis, a cylinder elongated along the axis within the outer tube, a piston disposed in the cylinder and movable along the axis, an intermediate tube attached concentrically around the cylinder, a ring press-fitted around an outer diameter of the intermediate tube, and a valve attached to the outer tube. The intermediate tube and the cylinder define an intermediate chamber radially between the cylinder and the intermediate tube. The valve is in fluid communication with the intermediate chamber. The intermediate tube includes an intermediate-tube opening extending radially through the intermediate tube. The ring includes a ring opening extending radially through the ring. The ring opening is aligned with the intermediate-tube opening. The valve is in fluid communication with the intermediate chamber through the ring opening and the intermediate-tube opening.

Abstract: The disclosure relates to a vibration damper for a vehicle, comprising an outer tube and an inner tube which is arranged coaxially relative thereto, wherein between the outer tube and the inner tube a compensation chamber for receiving hydraulic fluid is formed, and a working piston which is connected to a piston rod and which is arranged so as to be able to be moved back and forth within the inner tube, wherein the inner space of the inner tube is divided by the working piston into a first working chamber and a second working chamber, wherein in the compensation chamber there is arranged a calming element which is fitted so as to be able to be moved in an axial direction inside the compensation chamber.

Abstract: The present invention relates to a damper assembly for a hydraulic shock absorber, the damper assembly comprising a damping cylinder and a piston assembly being arranged in said damping cylinder and axially movable with respect thereto. The piston assembly comprises a piston having an outer cylindrical surface) comprising an annular groove; a friction element arranged in said annular groove of said piston; and a resilient element arranged inside said annular groove between an inner wall of said annular groove and said friction element and arranged to force the friction element towards an inner surface of the damping cylinder, wherein said friction element is made from metal and comprises a coating made of a low friction material. The damper assembly provides improved durability of the damping capacity.

Abstract: Damping valve device, having a pre-stage valve and a main-stage valve. An actuating force on the main-stage valve body is set via the pre-stage valve, which can be adjusted by a solenoid coil. The damping valve device has an emergency operation device, which sets a defined closing force at the pre-stage valve in the event of a failure of the power supply of the damping valve device. The emergency operation device is formed by at least one permanent magnet within a magnetic flux circuit of the solenoid coil.

Abstract: The present disclosure relates to an energy dissipation device and system, comprising a hollow cylinder adapted to be filled with solid balls, and a longitudinal member/shaft having short rods protruding radially therefrom. The shaft having rods is movably disposed of within the hollow member and solid balls are filled and secured in the cylinder thereafter, such that two ends of the longitudinal member extend outside of the hollow member, and the rods and solid balls remain within the hollow cylinder. The ends of the device may be configured with structures or equipment. The movement of the shaft along a longitudinal axis of the cylinder, upon receiving an energy impact in an event of seismic activity, wind loads, and/or man-made vibrations, results in friction between the solid balls and the rods of the shaft, which facilitates dissipation of the received energy.

Abstract: A motor vehicle transmission (1) has a drive input shaft (15), a drive output shaft (16) and a first planetary gearset (P1), and a second planetary gearset (P2), where the drive input shaft (15) is provided for coupling to a drive machine. In addition, a first shifting element (A) and a second shifting element (B) are provided, at least functionally. Also disclosed are a drive unit (5), a motor vehicle drivetrain, a hybrid or electric vehicle, and a method for operating a motor vehicle transmission.

Abstract: An electric motor comprises: a stator; a rotor having a rotor shaft; and a transmission coupled to the rotor shaft, wherein when the rotor shaft rotates in a first direction an output shaft of the transmission rotates in a second direction opposite to the first direction with a first gear ratio, and wherein when the rotor shaft rotates in the second direction the output shaft of the transmission rotates in the second direction with a second gear ratio different from the first gear ratio.

Abstract: A self-aligning power transmission belt, which may be used in conjunction with a corresponding sprocket, and systems incorporating the self-aligning power transmission belt are described. The self-aligning belt includes a tooth configuration that can eliminate tracking error in belt applications. In some configurations, the self-aligning belt includes two or more rows of teeth, with the teeth in one row being offset from the teeth in a second row.

Abstract: To provide a simple-structured chain tensioner that reduces the burden of work required for assembling and maintenance, sufficiently damps the motion of the plunger, and helps reduce machining costs and size increases of the plunger and tensioner body. The chain tensioner includes a tensioner body with a plunger bore, a plunger, and a biasing member that biases the plunger. The plunger has raised portions with which a locking member engages. The plunger bore is provided with a locking member holding part on one side that is open. The locking member holding part is provided with an inclined surface at one end in the plunger entry direction, the inclined surface becoming progressively shallower in the plunger entry direction. The locking member can deform elastically in a cross section when engaging with the raised portion of the plunger.

Abstract: Drive device includes first housing, second housing configured to move relatively with respect to first housing, drive section, spindle member, nut member, moving member, coil spring, and spring guide member. First housing includes inner peripheral surface, housing portion housing drive section, and protruding portion protruding toward the center from inner peripheral surface. Spring guide member includes spring support portion and flange portion protruding outward in the radial direction of spring support portion. Flange portion of spring guide member is held between protruding portion and drive section in the axis X direction of spindle member.

Abstract: A linear actuator with an integrated variable frequency drive. The linear actuator includes an AC motor. A screw assembly with an output shaft is mechanically coupled to the AC motor. An extension tube is provided with a front mount. The extension tube is configured and arranged to be driven in translatory motion in either direction by the screw assembly. A cover tube encloses the extension tube and screw assembly. An actuator housing is operatively associated with the screw assembly and the AC motor. The actuator housing has a removable cover. A bracket is attached to the inside surface of the removable cover. The VFD is mounted within the actuator housing. The VFD may be mounted on the bracket adjacent to the inside surface of the removable cover. The removable cover may facilitate heat transfer out of the actuator housing.

Abstract: A self-locking drive and a linear actuator. The self-locking drive disclosed includes a housing and a drive shaft for outputting a driving force, an endcap being provided at an end portion of the housing, a self-locking mechanism configured to apply a self-locking force to the drive shaft being provided in the endcap; the self-locking mechanism includes a friction seat sleeved over the drive shaft and rotatable synchronously with the drive shaft, and a friction ring mounted in the endcap and secured to the endcap, the friction seat being interference-fitted with the friction ring to enable two-way self-locking to the drive shaft.

Abstract: A crank device or crank drive is disclosed which has a crankshaft, into which a variable first force can be introduced by way of a transmission element over a variable first lever spacing. Here, the first variable force has a predefined profile and/or predefined change. A profile of the first variable lever spacing is designed in a manner which is dependent on the predefined profile of the first variable force in such a way that an effect of change in the first variable force on the crankshaft is at least partially compensated for. The compensation is provided over a rotational range of the crankshaft, which is preferably less than one revolution of the crankshaft.

Abstract: A powertrain system for a commercial electric vehicle includes an electric motor, a multi-speed transmission, and a drive line. A reducer assembly is added prior to connection to the drive line to decease the rotational speed generated by the electric motor prior to being transmitted to the drive line. The reducer assembly can be placed before the multi-speed transmission input, after the multi-speed transmission output, or somewhere in between those two locations. The reducer assembly includes a reducer gearset for decreasing shaft rotational speed. The reducer assembly may include adjacent idler gears to reduce the pressure load on the gear teeth of the reducer assembly.

Abstract: A transmission system is described having a first gear ratio coupling a forward clutch and a first shaft to an intermediate shaft, a second gear ratio coupling a reverse clutch and a first shaft to the intermediate shaft, and a third gear ratio coupling the intermediate shaft to an output shaft.

Abstract: A transmission assembly for a vehicle includes an electric machine having a rotor rotatable about a first axis and a stator arranged radially outside the rotor, and a transmission device including a transmission shaft driven by the rotor and extending along the first axis. An output shaft and transmission mechanism are arranged to transmit torque between the transmission shaft and the output shaft. A transmission casing defines an internal space inside which is arranged at least part of the transmission mechanism. A stator support has an internal housing extending along the first axis of rotation, the stator being attached to the stator support inside this internal housing, the stator support being formed in a part separate from the transmission casing and includes an attachment zone attached to the transmission casing. The attachment zone being situated closer to the first axis of rotation than the stator.

Abstract: An axle assembly having a differential carrier, a differential assembly, a drive pinion, a spigot bearing, and a lubricant deflector. The drive pinion has a spigot. The spigot is rotatably supported by the spigot bearing. The lubricant deflector is mounted to the differential carrier and directs lubricant to the spigot bearing.

Abstract: Systems are provided for a differential carrier assembly for a vehicle. In one example, a system includes a planet carrier coupled to a differential carrier and a planet carrier comprising a plurality of planet shafts including a cutout interfacing with a pilot interface of the differential carrier.

Abstract: A bearing arrangement includes; a carrier supported by a support structure and a rotatable element having a support surface and being rotatably mounted by means of a bearing, the bearing having a component providing a bearing surface for the rotatable element, wherein a gap between the bearing surface and a surface of the rotatable element is filled with a fluid; wherein an elastic element arrangement with at least one deformable elastic element is provided so as to elastically act on the component of the bearing and a component of the carrier, wherein the rotatable element is supported via its support surface against the support structure with a support stiffness, and wherein the elastic element arrangement has a stiffness that is smaller than the support stiffness.

Abstract: Magnetically-assisted mechanical gear systems and other power transmission systems, and related methods of operation and assembly, are disclosed herein. In an example embodiment, such a system includes a driving gear, a driven gear, and a first magnetomotive force (MMF) source that generates a magnetic flux. A first portion of the flux is communicated between at least one driving gear teeth and at least one driven gear teeth so that one or more magnetic forces are exerted between the gears. When the first rotational movement of the driving gear alternates from being in the first rotational direction to being in a third rotational direction opposite the first rotational direction, then the driven gear is driven by the one or more magnetic forces so that the second rotational movement also alternates, and a first amount of backlash movement between the driving and driven gears is avoided or reduced.

Abstract: A vehicle powertrain features a first electrical machine with first power electronics, a second electrical machine with second power electronics, and a transmission connected between the electrical machines and an output. To execute a powershift, the first and second electrical machines are operated so that one of the electrical machines is used as the main drive machine, and the other electrical machine is used for tractive force support during the execution of the powershift. When a temperature of at least one of the electrical machines and/or of at least one of the power electronics exceeds a temperature limit value, and/or when a target electric current flowing through at least one of the electrical machines and/or at least one of the power electronics exceeds a current limit value, a powershift is adapted to limit heating of the respective electrical machine and/or the respective power electronics.

Abstract: A transmission system for a vehicle, comprising a dynamic controllable clutch (DCC) and a friction clutch. The transmission system may further comprise a controller comprising instructions stored in non-transitory memory that are executable by the controller to adjust a state of the DCC and a state of the friction clutch to selectively engage a first gear ratio and a second gear ratio for providing torque transfer from an input to an output of the transmission system.

Abstract: Methods and systems are provided for a powertrain. In one example, a method for a powertrain includes adjusting a coupling between a synchronization shaft and one or more of an input shaft and an output shaft in response to a clutch drag torque. The adjusting is based on speeds of one or more of the input shaft, the synchronization shaft, and the output shaft.

Abstract: A method for operating a drive train (1) of a vehicle monitoring the actual slip forming at a particular first shift element of a transmission (5), comparing the actual slip with a target slip, adapting a characteristic map depending on a deviation between the actual slip and the target slip. The characteristic map is used to determine a shift-element pressure for providing the target slip for a particular first shift element in order to implement a gear ratio change.

Abstract: A method for operating a drive train (1) of a vehicle includes, in order to check the plausibility of an adapted charge pressure value, changing an actuating pressure of a starting component (7) corresponding to an adapted charge pressure value by an offset and ascertaining a resultant change in a torque of an electric machine (3). When the change in the torque of the electric machine (3) and the offset of the actuating pressure correspond to each other within defined limits, a plausible adapted charge pressure value is inferred. When the change in the torque of the electric machine (3) and the offset of the actuating pressure do not correspond to each other within the defined limits, an implausible adapted charge pressure value is inferred.

Abstract: An automatic transmission includes: a transmission mechanism configured to shift rotation of a driving source and transmit the rotation to a driving wheel; and a clutch configured to control transmission of a torque from the driving source to the driving wheel, wherein when a change rate of a rotation speed of the driving source is equal to or higher than a predetermined change rate, a torque transmission capacity of the clutch is reduced.

Abstract: A method for controlling a powertrain of a vehicle, the powertrain a dual-clutch transmission including a first clutch and a second clutch selectively actuated to transmit motion from the engine to a first shaft and a second shaft respectively. The method includes producing a first shift request for shifting from an initial gear to a different gear; in response to the first shift request, executing a first shift sequence to shift from the initial gear to the different gear; during execution of the first shift sequence, producing a second shift request for shifting from the different gear to the initial gear; in response to the second shift request: interrupting the first shift sequence prior to the first shift sequence having finished; and executing a second shift sequence to reverse the first shift sequence such that the transmission engages the initial gear for driving on the first shaft.

Abstract: A shift device that causes a transmission device to shift in response to a shift operation of a shift pedal includes a shift shaft configured to rotate in response to the shift operation of the shift pedal, a shift cam configured to rotate in a manner of being capable of changing a coupling state of a shift gear of the transmission device, a drive plate configured to move the shift cam in response to the rotation of the shift shaft, and a lost motion mechanism interposed between the shift shaft and the drive plate. The lost motion mechanism is attached to one end portion of the shift shaft and absorbs the rotation of the shift shaft to delay power transmission to the drive plate.

Abstract: A metal seal for a flat face fluid coupling includes an annular seal body and a retainer having a fixed end fixed to the seal body, a free end spaced from the seal body, and an intermediate portion extending between the free end and the fixed end. The retainer is configured to engage a wall of the fluid coupling with a retaining force for securing the seal to the fluid coupling. The seal body has opposite first and second flat annular sealing surfaces, and a radially outer annular angled portion that is inclined relative to the annular sealing surface. The angled portion is configured to enhance stiffness around a circumference of the seal body, and is configured to engage a face of the fluid coupling to generate a moment of force about the retainer for enhancing the retaining force acting against the wall of the fluid coupling.

Abstract: A ring-shaped gasket for making high-purity fluid pathway connections between opposing fluid delivery apparatus elements having at least one simple flat surface in contact with the gasket. The face of at least one apparatus element typically has a circular counterbore depression to receive the gasket, but is not required. The gasket has a body, pierced through by a hole creating a fluid pathway and defining a radial inner surface, and additionally having a radial outer surface, a first axial end surface and a second axial end surface. At least one of the first and second axial end surfaces has a stress concentration feature radially adjacent to a gasket sealing region, the sealing region constructed to be in contact with a face surface of a corresponding fluid conduit port. The stress concentration feature may be a groove or a plurality of cavities disposed adjacent the gasket axial end surface sealing region.

Abstract: The application concerns a compression sealing gasket including an annular main body made of an elastomer material and having a main axis A, the main body including an annular radially outer face and an annular radially inner face parallel and coaxial to each other, wherein the gasket includes an insert mounted on the inner face. The application also concerns a sealing system having the sealing gasket.

Abstract: The embodiments of the invention as described herein relate to a tool or device for sealing exterior duct joints. The device is designed and configured to drive a semi-solid mastic or cement-like material through a hose and a custom designed applicator wand. The various embodiments of the invention include cordless, lightweight and portable versions. This tool is designed to assist in the sealing of ductwork. An extension on the end of the wand enables a user to reach several areas that are either difficult to access, or awkward to seal using traditional techniques. Various embodiments of the spreader head have been designed to perform better for different parts of the duct system. The user only needs a ladder to seal the top of the supply trunk duct, the remainder of the ductwork can be sealed standing on the floor.

Abstract: A sealing ring, including at least one sealing element having a first permeation coefficient, and at least one permeation barrier of a thermoplastic material having a second permeation coefficient, wherein the at least one sealing element and the at least one permeation barrier form a unit, and wherein the first permeation coefficient is higher than the second permeation coefficient.

Abstract: The present disclosure is directed to a system having a first loading component and a second loading component for applying load to a device during a test of the device, the first loading component is configured to be moveable with respect to the second loading component. The system includes a seal member arranged between the first loading component and the second loading component, the seal member is adapted to engage the device diming testing so as to apply a load against the device during testing and provide sealing around a cavity positioned below the first loading component and above the device.

Abstract: Embodiments described herein are generally directed to an annular seal including: an annular body defining a cross-section down a central axis, the annular body including: a first linear section oriented down a first plane; a first portion contiguous with the first end of the first linear section, the first portion being curved with respect to the first linear section and in accordance with a first predetermined radius, the first portion extending to a first distal end; a second portion contiguous with the second end of the first linear section, the second portion including: a second linear section oriented down a second plane non-parallel to the first plane; and at least one discrete, radially-oriented tab contiguous with the second linear section and oriented along a circumference of the annular body.