Abstract: The present disclosure provides an apparatus for controlling braking of a vehicle, comprising: a first switching member configured to receive a parking start signal and generate a first drive signal; a second switching member configured to receive the parking start signal and generate a second drive signal; a first controller configured to receive the first drive signal; a second controller configured to receive the second drive signal, the first and second controllers further configured to transceive a switch fail signal with each other; and an electronic parking brake motor configured to be controlled by at least one of the first and second controllers, wherein, when at least one of the first and second drive signals is abnormal, the electronic parking brake motor is controlled by at least one of the first and second controllers based on the switch fail signal.

Abstract: An axle disconnect device including a shift collar slidable in an axial direction of the axle disconnect device, the shift collar switchable between a connect mode and a disconnect mode; a first solenoid including a threaded end; a second solenoid including locker arm; a return spring configured to bias a movement of the shift collar towards the connect mode; a groove on the shift collar configured to receive the locker arm when the shift collar is in the connect mode; and a lead screw on the shift collar configured to mesh with the threaded end to move the shift collar toward the disconnect mode against the bias force of the return spring.

Abstract: A vehicle parking brake control includes a parking switch for switching the parking brake between ON and OFF, a vehicle power source switch for switching a power source of the vehicle between ON and OFF, a parking brake controller for executing automatic application control when the power source is operated from ON to OFF by the occupant with use of the vehicle power source switch, and a prohibition condition determination unit for determining that when the parking brake is OFF, the vehicle is stopped, and the vehicle power source is ON, a prohibition condition for prohibiting automatically turning the parking brake on is satisfied when a turning-off operation for the vehicle power source switch is executed after a turning-off operation for the parking switch is executed. When a determination is made that the prohibition condition is satisfied, the parking brake controller does not execute the automatic application control.

Abstract: A powertrain for a hybrid vehicle includes: a complex planetary gear set including a first rotary element, a second rotary element, a third rotary element, and a fourth rotary element; an input shaft connected with an engine and installed to be able to be selectively connected to each of the first rotary element and the second rotary element of the complex planetary gear set; a motor generator connected to the first rotary element of the complex planetary gear set; a first brake installed to be able to fixedly connect the second rotary element of the complex planetary gear set to a transmission case; a second brake installed to be able to fixedly connect the third rotary element of the complex planetary gear set to the transmission case; and an output shaft connected to the fourth rotary element of the complex planetary gear set.

Abstract: A differential can comprise a pilot clutch, a main clutch, a first ball ramp configured to act on the pilot clutch, and a second ball ramp configured to actuate the main clutch when the pilot clutch acts on the second ball ramp. An electromagnetic differential can comprise a carrier, a stator mounted on the carrier, a pilot clutch in the carrier, and a main clutch in the carrier. An electromagnetic differential can comprise a carrier and a first side gear and a second side gear in the carrier. A pilot clutch can be in the carrier surrounding a portion of the first side gear. A main clutch can be in the carrier surrounding a portion of the pilot clutch and surrounding a portion of the first side gear.

Abstract: An automotive air conditioning assembly including a scroll compressor and a wrap spring clutch. The wrap spring clutch enables the use of a comparatively smaller pulley (a diameter of at most 85 mm) which comparatively increases the compressor speed and hence cooling capacity at a given engine speed. The clutch requires low power (e.g. less than 5 Watts) for continuous operation.

Abstract: A disconnect system for selectively engaging and disengaging one or more shafts of a power train unit. The disconnect system includes a plurality of cam members and an electromagnetic coil. At least one cam member rotates at the same speed as an input shaft. At least one cam member rotates at variable speeds. In operation, the electromagnetic coil is energized by rotation of the input shaft for selectively activating a clutch to engage one or more of the cams to connect and disconnect one or more output shafts.

Abstract: A rotation braking device includes a clutch mechanism disposed between an inner member and an outer member. The clutch mechanism includes an electromagnetic actuator which controls relative rotation of the cage such that, due to the relative rotation, engaging elements are moved between an engaged position and a neutral position. An armature is rotationally fixed relative to the cage, and can be directly magnetically attracted to an electromagnet which is rotationally fixed relative a housing that houses the clutch mechanism. The outer member is directly supported in a radial direction by the housing and engages the housing so as to limit relative rotation relative to each other.

Abstract: A driving force transmission device includes a clutch housing configured to be connected to a propeller shaft; a shaft including a weakened portion that is a portion in an axial direction of the shaft; a multi-plate clutch disposed between the clutch housing and the shaft; a case member including a housing portion having a cylindrical shape, the housing portion being configured to house at least a part of the clutch housing; and a falling-off preventing member configured to, when the shaft is broken at the weakened portion, allow rotation of the clutch housing while restraining the clutch housing from falling off the housing portion.

Abstract: A meshing engagement device includes a movable member; a first engaging element; a spring member; first engaging teeth formed on the first engaging element; and a second engaging element having second engaging teeth which engage with the first engaging teeth. Further, the meshing engagement device switches between an engagement state and a disengagement state, and the engagement state includes: a first engagement state where the spring member is brought into a state where the spring member is contracted in the axial direction; and a second engagement state where the spring member is brought into a state where the spring member is further contracted in the axial direction compared to the spring member in the first engagement state.

Abstract: A coupling for connecting an input shaft to an output shaft through a bi-directional overrunning clutch assembly. A portion of the input shaft is located within an internal cavity of the output shaft. The bi-directional roller clutch assembly selectively connects and disconnects the input and output shafts from one another. A drive plate is disposed about and attached to a portion of the input shaft so as to rotate in combination therewith. The drive plate is rotationally connected to a clutch housing of the clutch assembly such that rotation of the input shaft produces corresponding rotation of the clutch housing. A torsion spring is positioned within a spring retainer and engaged with at least one of either the spring retainer or the clutch housing. An engagement control assembly controls the engagement and disengagement of the clutch assembly and a coil housing mounted in the cover and a coil mounted in the coil housing, the coil is connected to a switch for controlling the supply of current to the coil.

Abstract: A six-gear automatic transmission device is provided for automobiles with a brushless control-by-wire centrifugal ball arm engagement. One brushless control-by-wire centrifugal ball arm engagement device is provided between each gear input gear and each gear driving gear; and by controlling the engagement and disengagement of the brushless control-by-wire centrifugal ball arm engagement device, the shifting control of the six-gear automatic transmission for automobile with a brushless control-by-wire centrifugal ball arm engagement device is performed. The technology provides advantages including compact structure, being capable of dynamic gear-shift, no mechanical or hydraulic gear-shift components and low operational energy consumption.

Abstract: Disclosed is a gerotor pump including an inner gear mounted on a first axis, an outer gear mounted on a second axis and meshing internally with the inner gear in an offset manner, and an electrical motor including a rotor and a stator having a radial gap therebetween in a radial direction. The pump also includes a spindle fixedly coupled to the outer gear to facilitate maintaining the radial gap. The spindle is rotatably coupled for rotation about the second axis. The spindle aids in maintaining a consistent radial gap during operation of the gerotor pump. The inner gear may be coupled to a drive shaft for driving the gears. The gerotor pump may be driven via an electric or mechanical driver. A pressure plate may also be positioned adjacent the gerotor gears and within the housing. The spindle and pressure plate help secure the pump parts both axially and radially.

Abstract: A clutch system for coupling a drive shaft of a motor vehicle engine to a transmission input shaft of a motor vehicle transmission is disclosed. The clutch system includes a friction clutch for transmitting a torque between a torque-introducing element and a torque-discharging element. The system includes a ramp system for the axial displacement of a pressure plate of the friction clutch, wherein the ramp system has an input ramp and an output ramp, which can be turned in relation to the input ramp to change an axial extent of the ramp system. A pilot clutch for actuating the ramp system based on a differential speed between the torque-introducing element and the torque-discharging element is provided.

Abstract: An axle assembly including a disconnect assembly and an integrated fluid flow system. The disconnect assembly including an axially movable clutch member in selective engagement with at least one shaft to permit a rotation thereof. The fluid flow system includes a fluid flow member and a plurality of fluid passageways to permit a flow of a fluid (e.g. a lubricant) from a fluid source (e.g. a fluid sump of the axle assembly) to various components disposed within a carrier housing of the axle assembly and a return of the fluid back to the fluid source.

Abstract: A method for determining an actuator path of a hydraulic clutch actuator, includes measuring a first temperature of the hydraulic clutch actuator with a first temperature sensor, measuring a second temperature of the hydraulic clutch actuator with a second temperature sensor, calculating a first temperature difference between the first temperature and the second temperature, using the first temperature or the second temperature as a clutch actuator temperature to determine a compensation value of the actuator path when the first temperature difference is less than a threshold value, and modifying the actuator path using the compensation value. In an example embodiment, the first temperature sensor measures a one of a circuit board temperature, an angle sensor temperature or a pressure sensor temperature, and the second temperature sensor measures another one of the circuit board temperature, the angle sensor temperature or the pressure sensor temperature.

Abstract: A clutch system for coupling a drive shaft of a motor vehicle engine to a transmission input shaft of a motor vehicle transmission is disclosed. The clutch system includes a friction clutch for transmitting a torque between a torque-introducing element and a torque-discharging element. It also includes a ramp system for an axial displacement of a pressure plate of the friction clutch, wherein the ramp system has an input ramp and an output ramp, which can be turned in relation to the input ramp to change an axial extent of the ramp system. A pilot clutch, which acts on the ramp system, is provided for actuating the friction clutch based on a differential speed between the torque-introducing element and the torque-discharging element. An electromagnet for a magnetic actuation of the pilot clutch is further provided, wherein the ramp system is arranged radially within the friction clutch and/or the pilot clutch.

Abstract: A clutch assembly for driveline components is provided. The ball ramp having first and second ball ramp members and at least one ball is provided. The first ball ramp member of the ball ramp is in operational communication with an input member to the clutch assembly. A first set of plates of a clutch pack are in operational communication with the input member and a second set of plates of the clutch pack are in operational communication with an output member. A sprag clutch assembly that is operationally coupled to the second ball ramp member of the ball ramp, only allows the second ball ramp member of the ball ramp to rotate in first direction. A thrust bearing that is in operational communication with the second ball ramp member of the ball ramp selectively disengages the clutch pack when the output member rotates in a second direction.

Abstract: A clutch system for a motor vehicle includes a friction clutch and a magnetic clutch. The friction clutch is for transmitting a torque between a torque-introducing element and a torque-discharging element. The magnetic clutch is for actuating the friction clutch. The magnetic clutch includes an open position and a closed position, an axially displaceable permanent magnet, and an electromagnet for axially displacing the permanent magnet between the open position and the closed position of the magnetic clutch. The electromagnet has an activated state and a deactivated state. The permanent magnet is held magnetically fixed in the open position or in the closed position of the magnetic clutch when the electromagnet is in the deactivated state.

Abstract: A clutch, including: an inner race including a pocket; an outer race; and a pawl including a portion disposed in the pocket and pivotable within the pocket. In a locked mode of the switchable ratcheting clutch: the pawl contacts the outer race; and the pawl, the inner race, and the outer race are non-rotatably connected. In a one-way mode of the switchable ratcheting clutch: the pawl contacts the outer race; and relative rotation of the inner race around the axis of rotation and with respect to the outer race is enabled only in a first circumferential direction. In a freewheel mode of the switchable ratcheting clutch: the pawl is free of contact with the outer race; and the inner race is rotatable around the axis of rotation and with respect to the outer race in the first circumferential direction and in a second circumferential direction, opposite the first circumferential direction.

Abstract: A reduction gearbox transmission separation mechanism includes a box. A first shaft and a second shaft are disposed in the box. The first shaft is sleeved with a linkage gear, a rotating block, a moving block, and a fixed block. The linkage gear is used for linking the first shaft and the second shaft. The linkage gear is a transmission part in a gear transmission assembly or a worm wheel and worm transmission assembly or a gear worm transmission assembly. The first shaft includes a linkage segment and a fitting segment. The linkage gear is rotatably sleeved on the fitting segment. The moving block is disposed on the linkage segment, and the moving block is axially movable along the linkage segment.

Abstract: An electromagnetic clutch of a brushless control-by-wire centrifugal ball arm engagement device includes a brushless electromagnet, a thrust pressing disc, a driven inner-spline hub, a control-by-wire drive disc, a centrifugal ball arm hollow disc, centrifugal ball arm pins, centrifugal ball arms, centrifugal balls, a magnetic conductive force transmitting disk, a drive shaft; once the brushless electromagnet is energized, the centrifugal ball arms and the centrifugal balls each make a circular motion around the centrifugal ball arm pin outwardly along the smooth surface of the thrust pressing disc by the action of centrifugal force produced by them when rotating with high speed. The component of the centrifugal force in the direction of the central axis of the centrifugal ball arm hollow disc drives the thrust pressing disc to compress the outer-spline-groove steel sheets and the inner-spline-groove friction discs with each other, which makes the clutch engaged.

Abstract: An electronic limited slip coupling constructed in accordance to one example of the present disclosure includes a sleeve, a support shaft, a hydraulic control unit, a clutch assembly and a case. The sleeve has a first set of splines projecting inwardly and meshed for engagement with an axle. The support shaft has a second set of splines configured to mesh with a first housing of a differential assembly. The hydraulic control unit has an accumulator housing and a motor. The motor is configured to pump fluid into an accumulator chamber of the accumulator housing. The clutch assembly receives fluid from the hydraulic control unit. The clutch assembly has a clutch pack positioned between a clutch piston and a portion of a clutch basket. The clutch assembly is operable to selectively interlock the sleeve and the support shaft. The case supports the electronic limited slip coupling as an assembled unit.

Abstract: The present invention discloses a three-gear automatic transmission for electric vehicle with a brushless control-by-wire centrifugal ball arm engagement device. One brushless control-by-wire centrifugal ball arm engagement device is provided between each gear input gear and each gear driving gear; and by controlling the engagement and disengagement of the brushless control-by-wire centrifugal ball arm engagement device, the shift control of the three-gear automatic transmission for electric vehicle with a brushless control-by-wire centrifugal ball arm engagement device is performed. The present invention has such advantages as compact structure, being capable of dynamic gear-shift, no mechanical or hydraulic gear-shift components and low operational energy consumption.

Abstract: A switchable one-way clutch includes an outer race, an inner race, a plurality of rollers, and a drag plate. The outer race has a ramped inner surface. The rollers are contactable with the outer race and the inner race. The cage is for positioning the plurality of rollers. The drag plate is rotationally engaged with the cage and frictionally engageable with the inner race. In an example embodiment, the cage has a notch and the drag plate has a tab installed in the notch to engage the drag plate to the cage. In an example embodiment, the drag plate or the inner race includes a friction material ring bonded thereto for increasing a friction coefficient between the drag plate and the inner race. In an example embodiment, the clutch has an arc spring. The outer race includes a pocket, the cage includes a tab, and the arc spring contacts the pocket and the tab to displace the cage in a first rotational direction. In an example embodiment, the inner race includes an inner splined surface.

Abstract: A power distribution assembly integrated into the lower engine housing of an internal combustion engine, the assembly having a drive train with a T-box output configuration and power take off driven by the crankshaft of the engine. The drive train may power the input shafts of a pair of independent, variable drive transmissions. In one embodiment, a single actuator engages a manual clutch/brake mechanism that controls the output shaft of the power take off. In other embodiments, an electric clutch generates magnetic actuation to control of the power take off mechanism. In further embodiments, a hydraulic clutch/brake assembly allows control of the power take off, and an additional hydraulic clutch assembly may be used to control the outputs of the T-box.

Abstract: A self-contained switchable wedge plate clutch, consisting of: a housing arranged to receive rotational torque; and a clutch assembly. The clutch assembly includes: an outer race non-rotatably connected to the housing; an output hub; a plurality of circumferentially aligned wedge plate segments, enclosed by the housing, radially disposed about the output hub; and an activation assembly at least a portion of which is enclosed by the housing. The activation assembly is arranged to displace the plurality of circumferentially aligned wedge plate segments to switch the self-contained switchable wedge plate clutch between: a locked mode for the sell-contained switchable wedge plate clutch, in which the housing and the output hub are non-rotatably connected; and an unlocked mode for the self-contained switchable wedge plate clutch, in which the housing and the output hub are rotatable with respect to each other.

Abstract: A fan-coupling device with a unitary magnetic pole is disclosed. The magnetic pole is of a unitary, ring-shaped construction and includes a choke space and a ridge that promote an increased amount of magnetic flux generated by an electromagnet to travel to a magnetic armature on a fluid flow valve, resulting an increase in the amount of magnetic force that acts upon the valve. This is an improvement over the prior art two-piece magnetic pole structure and over a unitary magnetic pole without the choke space and ridge. The magnetic pole also includes apertures in which protrusions on a sound dampening gasket are inserted to reduce the noise resulting from the armature striking the magnetic pole.

Abstract: In an aspect, a clutched device is provided, including a hub, a pulley and a roller clutch. The roller clutch includes at least one roller and a cage. The roller is engageable with a first engagement surface operatively associated with the hub and is engageable with a second engagement surface operatively associated with the pulley. The cage is movable between a first position in which torque is transferrable from one of the hub and the pulley to the other of the hub and the pulley through the roller clutch and the isolation spring. The other of the hub and the pulley is permitted to overrun said one of the hub and the pulley, and a second position in which torque is transferred from said other of the hub and the pulley to the one of the hub and the pulley through the roller clutch.

Abstract: A secure locking hub system for locking a wheel hub of a vehicle to an axle is provided. The system has a locking ring that may be moved between locked and unlocked configurations. When locked, the hub is in a rotationally fixed position relative to the axle on which the hub is mounted. With the hub locked to the axle, the wheel will not rotate and the vehicle thus cannot be moved. The system additionally has a security lock that prevents any unauthorized individual from unlocking the wheel hub, thereby preventing theft of the vehicle.

Abstract: A reciprocating ramp motor, including: an output shaft including an axis of rotation; a first electro-magnetic device including a first coil; an annular core plate disposed about the output shaft and axially off-set from the first electro-magnetic device in a first axial direction; a roller device; and a first ramp non-rotatably connected to the output shaft; and sloping in the first axial direction along a first circumferential direction. The first coil is arranged to be electrically energized to displace the annular core plate in a second axial direction, opposite the first axial direction. Displacement of the annular core plate in the second axial direction is arranged to roll the roller device along the first ramp in the second axial direction. Displacement of the roller device along the first ramp in the second axial direction is arranged to rotate the output shaft in the first circumferential direction.

Abstract: A radial wedge clutch, including: an axis of rotation; a shaft; an outer ring located radially outward of the shaft; a cage radially disposed between the shaft and the outer ring; a plurality of circumferentially aligned wedge plate segments radially disposed between the shaft and the outer ring; at least one resilient element urging the plurality of circumferentially aligned wedge plate segments radially outwardly; and an actuation plate axially displaceable in a first axial direction to engage the cage and rotate the cage and the plurality of circumferentially aligned wedge plate segments.

Abstract: A hybrid drive train of a motor vehicle is discloses that has a first connecting component, which can be connected to an output shaft of an internal combustion engine, and a second connecting component, which can be connected to a shaft of a transmission and/or a rotor of an electric drive machine. The connection transmits torque when the clutch is in a closed position and is arranged to interrupt torque flow in an open position. A clutch actuation system switches the clutch between the two positions and has a ramp mechanism operatively connected to the components by a planetary gearing. The first component has two conducting segments connected in a rotationally fixed manner by a torque storage device, designed so the segments are elastically preloaded in a direction of rotation in relation to each other at least in the closed position.

Abstract: A power transfer unit is comprised of: a hollow input shaft rotatable about the first axis; an intermediate shaft rotatable about the first axis; an output shaft in mesh with the intermediate shaft and rotatable about the second axis; a clutch coupling the input shaft with the intermediate shaft; an input member rotatable about the first axis and including an eccentric shaft eccentric from the first axis; a fixed member immovable about the first axis; an intermediate member fitting on the eccentric shaft to make an eccentric motion and meshing with the fixed member to make a rotary motion about the eccentric shaft; an output member engaging with and following the intermediate member; and a cam mechanism interposed between the output member and the clutch and converting the rotary motion of the output member into an axial motion.

Abstract: A clutch system includes a friction clutch and a ramp system. The friction clutch is a multiplate clutch, for example, for transmitting a torque between a torque-introducing element (i.e., an engine drive shaft) and a torque-discharging element (i.e., a transmission input shaft). The ramp system includes an input ramp, an output ramp, a pilot clutch, an actuation element, and a freewheel. The output ramp is rotatable relative to the input ramp to change an axial extent of the ramp system. The pilot clutch is for initiating rotation of the input ramp relative to the output ramp when there is a differential speed between the torque-introducing element and the torque-discharging element. The actuation element is for actuating the pilot clutch.

Abstract: A transaxle includes a transaxle casing, a bi-directional overrunning clutch in the transaxle casing, a friction mechanism, and a clutch-off biasing mechanism. The bi-directional overrunning clutch includes coaxial input and output members journalled by the transaxle casing, and includes a cage disposed between the input member and the output member. Rollers carried by the cage are rotatable to follow rotation of the output member. The cage is rotatable relative to the input member according to the rotation of the rollers following the output member until the rollers contact the input member to engage the bi-directional overrunning clutch. The friction mechanism applies a friction resistance to the cage to rotate the cage relative to the input member. The clutch-off biasing mechanism biases the cage to the initial position. The friction mechanism and the clutch-off biasing mechanism are distributed in the transaxle casing at first and second end portions of the cage.

Abstract: A clutch includes a hub and a carrier that is concentric with the hub. The carrier has a first portion and a second portion that cooperate to define an annular groove. The first and second portions are axially movable relative to each other to change a width of the groove. A wedge disk has a first edge disposed on the hub and a second edge disposed in the groove. The wedge disk is configured to couple the hub to the carrier when the clutch is locked. An actuator is configured to urge the first and second portions together to lock the clutch.

Abstract: A clutch actuation device selectively engages a clutch. The clutch actuation device includes two plates, at least one of which being able to rotate relative to the other. Between the two plates is a rounded member, such as a ball, housed within opposing grooves in the respective plates. As the plates rotate relative to one another, the rounded member forces the plates to separate axially from one another. This can engage the clutch. A third plate is placed at a location axially spaced from the second plate. The third plate limits movement of the second plate when moving to the extended position, assuring the second plate does not over-translate axially. A resilient member may be provided between the third plate and a housing. The resilient member can be tuned to properly inhibit the axial movement of the second and third plates according to the packaging constraints.

Abstract: A multiple-stage ball ramp actuator includes an axially movable outer ring having at least one outer groove and an outer ball disposed in the outer groove. The multiple-stage ball ramp actuator further includes an axially movable inner ring rotatably fixed relative to the outer ring. The inner ring has at least one inner groove and an inner ball disposed in the inner groove.

Abstract: A transfer includes a main body, a subassembly and a connecting-disconnecting mechanism. The main body includes a ring gear, a case and a third bearing. The subassembly includes an input shaft, a sleeve, a moving mechanism, a first bearing and a second bearing. The connecting-disconnecting mechanism selectively connects/disconnects the ring gear to/from the input shaft. The input shaft is arranged concentric with the ring gear and inside the ring gear. The input shaft includes a first end portion and a second end portion. The input shaft is supported at the first end portion and the second end portion by the case in a manner rotatable around the rotational axis via the first bearing and the second bearing.

Abstract: A ball cam actuated dog clutch assembly for a motor vehicle transmission includes a clutch sleeve having a plurality of gear teeth positioned at a first end and multiple ball bearings disposed at a second end. A clutch hub having multiple helical grooves is created in an outer facing wall. Each of the helical grooves receives a portion of one of the ball bearings. An actuator member acts to rotate the clutch hub. Rotation of the clutch hub causes axial translation of the clutch sleeve in a selected one of a first direction or an opposite second direction by translation of the ball bearings within the helical grooves.

Abstract: A compact electromechanical decoupler device is operatively connected between a manual control device of an aircraft and an electromechanical actuator that controls the flight modes of the aircraft. The electromechanical decoupler device is operable to decouple the operative connection between the manual control device and the electromechanical actuator with the absence of power supplied to the electromechanical decoupler device. The electromechanical decoupler device can recouple the operative connection between the manual control device and the electromechanical actuator on resupply of power to the electromechanical decoupler device and on manually achieving proper rotational alignment or indexing between the mechanical control device and the electromechanical actuator.

Abstract: A magnetorheological actuator including a chamber, in particular a chamber at least sections of which are shaped like a hollow cylinder, containing a magnetorheological fluid, and further including a control element disposed in the chamber, wherein the control element suitable for applying the operating force of the actuator, wherein the control element is a threaded spindle or screw or threaded rod driven to rotate about its longitudinal axis, in particular about the screw axis, and including a spindle core and a thread disposed thereon, the thread surrounded by the magnetorheological fluid, is provided. A clutch having such an actuator is also provided.

Abstract: A lubrication system (400) for a transfer case (200) includes a pump (228) selectively supplying a working fluid to a fluid reservoir of an actuator (226) configured to apply force to a clutch assembly (214) to cause the clutch assembly (214) to move between a disengaged position and an engaged position. The lubrication system also includes a relief valve (302) having a relief valve inlet fluidly coupled to the fluid reservoir of the actuator (226) which opens to receive the working fluid based on a threshold pressure level of the working fluid in the fluid reservoir. The lubrication system also includes a trough (306) fluidly coupled to a relief valve outlet of the relief valve (302). The trough (306) carries the working fluid from the relief valve outlet to a bearing assembly (227) associated with at least one of an input shaft (204) and a primary output shaft (206) of the transfer case (200) when the clutch assembly (214) is in the disengaged position.

Abstract: The invention relates to a clutch device for a drivetrain of a motor vehicle, including a pressure plate which is preferably displaceable in the axial direction of the clutch device, wherein the pressure plate, in a coupled position of the clutch device, presses a clutch disk against a counterpressure plate that can be connected to a crankshaft of an internal combustion engine, and including an actuating device which has a displaceable actuating piston. The displacement position of the actuating piston defines a position of the pressure plate and the actuating piston can be driven by a drive unit of the actuating device in order to displace the pressure plate between the coupled position and an uncoupled position. The drive unit has at least one pump, and the at least one pump is accommodated in a pump seat housing and the pump seat housing is connected to the counterpressure plate in such a way as to rotate therewith.

Abstract: An electromagnetic clutch includes an armature to be attracted to a rotor, an armature hub formed on one end portion of a rotating shaft, and a leaf spring which connects the armature to the armature hub and biases the armature away from the rotor. The leaf spring includes a base fixed to the armature hub, a stopper connected to the base, and a connecting piece surrounding the stopper by projecting outside from the base, and fixed to the armature. A through hole into which a rivet for fixing the base to the armature hub is inserted is formed in the base. A low-strength portion having strength lower than that in the periphery of the through hole is formed in a boundary portion between the base and a connecting portion.

Abstract: The present invention discloses a resistance force control structure of driven pulley device, which is pivot mounted on a wheel of a driven pulley device, and primarily uses damping oil or a magnetic force to achieve a resistance effect. The magnetic force portion can also be added to a gear structure to present another configuration of a resistance force control structure to achieve change in magnetic force to increase the stabilizing effect of a wheeled frame. Moreover, an adjustable mechanism enables the user to control changes in the height of the damping oil level or magnetic force strength to control the rotational speed of a wheel.

Abstract: In at least some implementations, a disconnect assembly for a power transfer unit includes a cam and a cam follower. The cam is driven for rotation and has a cam surface that is inclined relative to an axis of rotation and a void spaced from the cam surface. The cam follower has a cam engagement surface and is arranged to be engaged by the cam surface so that the cam follower is displaced axially during at least a portion of the rotation of the cam. One or both of the cam and the cam follower includes an interface surface provided at an angle to the axis of rotation to control axial movement of the cam follower during at least a portion of the rotation of the cam when the cam surface is not engaged with the cam engagement surface.

Abstract: Construction is achieved that makes it possible to easily determine whether or not a combination of a drive-side cam and driven-side cam is suitable. Driven-side concave grooves 47 that are depressed inward in the radial direction and extend along the axial direction are formed in the outer-circumferential surface of the driven-side cam 30a at two locations on opposite sides in the radial direction.

Abstract: A dual speed gearbox is provided that utilizes hydraulically actuated one way clutches and a planetary gear assembly to shift between a direct drive configuration and an overdrive configuration.