Abstract: A method of providing a modular prosthetic socket for a residual limb of a patient may involve receiving digital data defining a three-dimensional digital profile of the residual limb and selecting prosthetic socket components from component-specific inventories, based at least in part on the digital profile. The selected prosthetic socket components may include: multiple longitudinal struts; one or more proximal brim members for attachment to the longitudinal struts; and a distal socket base to which the longitudinal struts attach at or near their distal ends. The method may further involve providing the selected prosthetic components to an operator for assembling into the modular prosthetic socket. The prosthetic socket, when assembled, defines an internal space substantially complementary to the profile of the residual limb.

Abstract: A method of providing a modular prosthetic socket for a residual limb of a patient may involve receiving digital data defining a three-dimensional digital profile of the residual limb and selecting prosthetic socket components from component-specific inventories, based at least in part on the digital profile. The selected prosthetic socket components may include: multiple longitudinal struts; one or more proximal brim members for attachment to the longitudinal struts; and a distal socket base to which the longitudinal struts attach at or near their distal ends. The method may further involve providing the selected prosthetic components to an operator for assembling into the modular prosthetic socket. The prosthetic socket, when assembled, defines an internal space substantially complementary to the profile of the residual limb.

Abstract: A transmission system (10), especially for a motor vehicle, having around an axis (O) at least an input shell (12) that is rotationally connected to a driving shaft and to a drive web (18) in order to rotationally connect said input shell (12) to a double wet clutch mechanism (20) that, having at least a first clutch (E1) and a second clutch (E2) respectively of the multiple-disc type, is controlled to selectively couple said driving shaft to a first driven shaft (A1) and to a second driven shaft (A2), wherein the input shell (12) and the drive web (18) are rotationally connected by connecting means (24), which are constituted in particular by rivets (25), with zero angular clearance.

Abstract: A method for controlling a dual clutch transmission, a dual clutch transmission, and a vehicle equipped with the same. A first input shaft is connected to a first clutch and a second input shaft is connected to a second clutch. A set of odd-numbered gears and a set of even-numbered gears are arranged respectively across the first input shaft and second input shaft and an output shaft. Two of the gears are set as a start gear and a support gear, respectively. A one-way clutch is provided between the support gear and the first input shaft to let the support gear freewheel when a vehicle is started by synchronously engaging the start gear and the support gear to the second input shaft and the first input shaft, respectively, and simultaneously bringing each of the first clutch and the second clutch into a connected state. A third clutch connects the first input shaft and the second input shaft and rotates them together when the vehicle is started.

Abstract: A vacuum cleaner brushroll clutch having a motor, clutch assembly input rotated by the motor, brushroll, clutch assembly output to rotate the brushroll, drive clutch, and starter clutch. The drive clutch is connected to the clutch assembly output and moveable between a first position in which it does not directly contact the clutch assembly input and a second position in which it directly contacts the clutch assembly input to transmit a first torque directly from the clutch assembly input to the clutch assembly output. The starter clutch is connected to the drive clutch and moveable between a first position in which it does not engage the clutch assembly input and a second position in which it engages the clutch assembly input to transmit a second torque from the clutch assembly input to the drive clutch to move the drive clutch into the second drive clutch position.

Abstract: A power transfer unit for a motive device comprises an outer housing, an inner housing, and a torque transferring clutch. A piston housing is located between the outer housing and the torque transferring clutch. A piston is located in the piston housing. The piston is configured to provide actuation forces to the torque transferring clutch. And, when the torque transferring clutch receives the actuation forces, the torque transferring clutch causes the inner housing to rotate.

Abstract: A range determination apparatus for preventing a shift range from being undefined during speed change states of an automatic transmission with no manual valve. The range determination apparatus includes a gear speed change mechanism and a plurality of friction engagement elements operative to have respective operation states changed between an engagement and a disengagement state. The range determination apparatus is used for automatic transmissions subject to speed changes via a torque transmission path of the gear speed change mechanism changed by the operation states of the friction engagement elements. A real shift range determination is carried out on the basis of the operation states of the friction engagement elements, where a T-ECU is operative to determine a current shift range based on detection results obtained by oil pressure sensors and operation patterns preliminarily memorized when the operation states of the friction engagement elements are not being changed.

Abstract: An actuator assembly may comprise a housing, a shaft, a shape memory alloy (SMA) torque tube, and first and second unidirectional bearings. The SMA torque tube may rotate the shaft. The first unidirectional bearing may limit rotation of the shaft relative to the SMA torque tube to a first direction. The second unidirectional bearing may prevent rotation of the shaft relative to the housing along a second direction opposite the first direction.

Abstract: A friction clutch (5) having a drive side and an output side which can be used to drive a fan impeller (2), and a selectively engageable friction disk clutch (13), which in the engaged state connects the output side to the drive side, and a first eddy current clutch (15) for providing a slip speed on the output side, the first eddy current clutch (15) having an eddy current zone formed on a cooling ring (11), wherein an eddy current zone for a second eddy current clutch (18) is provided on the same cooling ring (11) on which an eddy current zone for the first eddy current clutch (15) is formed.

Abstract: A starting clutch includes a clutch inner that is secured to and supported by a drive plate boss fitted to a crankshaft near the end thereof. A one-way clutch is fitted to the outer periphery of the cylindrical portion extending inwardly. A clutch outer forms an annular portion that covers the outer periphery of the drive plate. A hollow disk portion covers the inner surface and is rotatably supported by the crankshaft. The one-way clutch is clamped by the inner peripheral edge of the hollow disk portion of the clutch outer from the outer peripheral side in cooperation with the cylindrical portion of the drive plate boss, and the inner peripheral edge of the hollow disk portion of the clutch outer abuts against a flange portion of the drive plate boss extending along the inner surface of the drive plate in the centrifugal direction thereof.

Abstract: A drive force transmission device includes a first direction one-way clutch, a second direction one-way clutch, a second direction rotation transmission clutch, a cam mechanism and a regulating member. The first direction one-way clutch and the second direction one-way clutch are arranged to connect first and second force transmission paths between an input shaft and an output shaft to transmit rotation in first and second rotational directions, respectively. The second direction rotation transmission clutch is arranged to connect the second direction one-way clutch with the output shaft. The regulating member is coupled to the cam mechanism to regulate movement of the cam mechanism to maintain a disengaged state of the second direction rotation transmission clutch. The regulating member is arranged to be non-rotatable in response to rotation of the input shaft in the first rotational direction.

Abstract: A vehicle differential assembly is provided that includes a differential adapted to allow differing rotational speed between a pair of outputs. The differential includes a gear assembly connected to the outputs and one or more hydraulically-actuated clutches for selectively and variably coupling the outputs. A hydraulic pump is adapted to generate hydraulic fluid pressure for engagement of the hydraulically-actuated clutches. A variable-engagement clutch is operatively connected to the input and the hydraulic pump such that the input selectively drives the hydraulic pump during engagement of the clutch to provide hydraulic fluid pressure to the hydraulically-actuated clutches. A valve operatively connected to the hydraulic pump and the hydraulically-actuated clutches selectively and variably provides fluid pressure from the hydraulic pump to the hydraulically-actuated clutches.

Abstract: An all-wheel transmission system includes an input shaft, a first output shaft and two mutually independently controllable friction clutches for the metering the transfer of drive torque from a powertrain to a first axle assembly and a second axle assembly. The first friction clutch includes a first clutch component rotationally connected to an input shaft and of a second clutch component rotationally connected to a first output shaft while the second friction clutch includes a first clutch component rotationally connected to the input shaft and a second clutch component rotationally connected to a second output shaft. One of the friction clutches can be selectively bridged via coordinate actuation of a bridging clutch.

Abstract: A system for actuating gear changes in a motor vehicle transmission includes an electric motor including a motor shaft supported for rotation about an axis, first and second actuator drums supported for rotation substantially parallel to the axis, and a drive mechanism including a first power path driveably connecting the motor shaft and the first drum, and a second power path driveably connecting the motor shaft and the second drum.

Abstract: A system for actuating couplers to produce gear changes in a motor vehicle transmission includes first and second actuator drums supported for rotation, and first and second shift forks. Each first shift fork is driveably connected to a first actuator drum, secured to a first coupler, and displaced in response to rotation of a first actuator drum between a neutral state, wherein no gear is engaged, and at least one first drive state, wherein a gear of a first gear group is engaged. Each second shift fork is driveably connected to a second actuator drum, secured to a second coupler, and displaced in response to rotation of a second actuator drum between a neutral state, wherein no gear is engaged, and at least one second drive state, wherein a gear of the second gear group is engaged.

Abstract: A vehicular parallel hybrid drivetrain contains a combustion engine, electric motor and drive output and a method of operating the drivetrain. A respective shift element device (6, 7) with continuously variable transmission capacity is provided, between the combustion engine and the electric motor and between the electric motor and the drive. The shift element device (6), between the combustion engine and electric motor, comprises a speed-dependent hydraulic coupling element and a frictional shift element in a parallel power branch. The shift element device (6) has continuously adjustable transmission capacity and is bridged, via the hydraulic coupling element. The hydraulic coupling element actively couples with the electric motor, via a free-wheel overrunning connection (8). This coupling disengages when the speed of the coupling element side of the coupling element is lower than the speed of the electric motor in the area of the free-wheel overrunning connection.

Abstract: A hybrid powertrain system includes a first prime mover having an output, a multi-ratio transmission having an input, and a second prime mover having an output connected to the first prime mover output through a first power path and to the transmission input through a second power path. The first power path receives power from the second prime mover during a first operating mode to drive rotation of the transmission input and the second power path receives power from the second prime mover during a second operating mode to drive rotation of the first prime mover output. The second prime mover output is configured to rotate in a first direction in the first operating mode to transmit power to the first power path and in a second direction in the second operating mode to transmit power to the second power path.

Abstract: A wheel transmission for a heavy construction vehicle, which can be applied to specially-equipped vehicles as well as heavy construction vehicles such as a forklift truck and a mechanical shovel. The wheel transmission (200) is intended to drive a pair of right and left wheels independently, and includes a planetary gear assembly (210), a change clutch part (230), a one-way clutch part (300), and a brake part (270) housed in an axle hub at which opposite ends of a drive axle shaft are located, turning force from an engine of a heavy construction vehicle being transferred to the drive axle shaft through a torque converter, a driving shaft, a final reduction gear and a differential gear.

Abstract: A powertrain includes a power transmission having an input shaft continuously connected directly between an engine and a planetary gear member of a first planetary gearset. Another member of the planetary gearset is selectively grounded by a torque transmitting mechanism to establish a reaction member during the launch of a vehicle incorporating the powertrain. The reaction member is established during both the lowest forward drive ratio and the reverse drive ratio. A third member of the planetary gearset transmits the torque from the input shaft, as modified by the planetary gearset, to other planetary gearsets in down stream power flow arrangement with the first planetary gearset.

Abstract: An apparatus for clutch braking in a multi-speed transmission comprising a prime mover, a transmission system, an output shaft and a torque converter. The transmission comprises a first stage and a second stage wherein the first stage comprises at least two range clutches and the second stage comprises at least two direction clutches. The range and direction clutches are slipped, locked and/or engaged to brake the system.

Abstract: An actuating mechanism for axial setting purposes, comprising three discs which are supported co-axially relative to an axis and of which a central disc is rotatable relative to the two outer discs, between the central disc and each of the outer discs, there are arranged sets of balls, the balls each run in pairs of circumferential grooves in the faces of the central disc and of one of the outer discs facing one another, the circumferential grooves comprise a circumferentially variable depth whose extension is such that, over the entire relative angle of rotation, the first outer disc moves axially from a first end position via a central position into a second end position which deviates from said first end position, and the second outer disc moves axially from a first end position via a second end position deviating therefrom back into the first end position.

Abstract: First and second automatically operable friction clutches in the power train of a motor vehicle are connected between a rotary output element of the prime mover and first and second input elements of a change-speed gearbox. The wear upon the friction linings on the clutch disc of one of the clutches is frequently different from the wear upon the friction linings on the clutch disc of the other clutch. This is compensated for by automatically ascertaining the extent of wear upon the friction linings of the two clutches and by carrying out remedial undertakings such as temporarily reducing or interrupting the wear upon the friction linings which were subjected to more pronounced wear and/or increasing the wear upon the other friction linings.

Abstract: A power transmission device is proposed which makes it easy to start on a slope. A control type slip clutch and a mechanical type control type two-way clutch are mounted between an input shaft to which the rotation of an engine is transmitted and an output shaft mounted around the input shaft. The input shaft and the output shaft are engaged together by the slip clutch while producing slip, and thereafter the two-way clutch is engaged. This improves transmission efficiency. A one-way clutch is provided between the output shaft and a housing provided around the output shaft. In a stopped state on an upward slope, when depressing of the brake pedal is released and rotation in the reverse direction to the revolving direction of the engine is transmitted to the output shaft from the vehicle wheel side, the output shaft is locked by the operation of the one-way clutch, thereby preventing the vehicle from moving in the opposite direction to the moving direction.

Abstract: A control apparatus for controlling a shift operation sets an output Mout from a reference model M(s), which is ideally changed, as a target slip amount of a feedback controller Cpi(s). The controller Cpi(s) controls torque transmitted to an off-going friction engagement element for matching a control slip amount sp with the target slip amount. The characteristics of the controller Cpi(s) is determined for optimally performing a clutch-to-clutch shift operation during a lock-up clutch being engaged. When the lock-up clutch has been disengaged, an input shaft rotation speed is filtered by a notch filter NF for removing a frequency component in a predetermined frequency domain, wherein the control slip amount sp is obtained based upon the filtered input shaft rotation speed.

Abstract: If, in a gear shift from one-way clutch involved gear speed to another gear speed, the inertia phase control time) is less than a predetermined time length, or the effective gear ratio on the inertia phase end detection instant is out of a range between before-shift gear ratio and after-shift gear ratio, a transmission control system controls the operating fluid pressure in a time management mode to prevent a shift shock by increasing the fluid pressure) at a gradual rate &Dgr;PC1 during a longer time interval TMC1 after an end of the inertia phase.

Abstract: A power transmission device is proposed which makes it easy to start on a slope. A control type slip clutch and a mechanical type control type two-way clutch are mounted between an input shaft to which the rotation of an engine is transmitted and an output shaft mounted around the input shaft. The input shaft and the output shaft are engaged together by the slip clutch while producing slip, and thereafter the two-way clutch is engaged. This improves transmission efficiency. A one-way clutch is provided between the output shaft and a housing provided around the output shaft. In a stopped state on an upward slope, when depressing of the brake pedal is released and rotation in the reverse direction to the revolving direction of the engine is transmitted to the output shaft from the vehicle wheel side, the output shaft is locked by the operation of the one-way clutch, thereby preventing the vehicle from moving in the opposite direction to the moving direction.

Abstract: A viscous coupling for lockingly connecting two parts which are rotatable relative to one another, having the following characteristics: a first coupling part is provided in the form of a rotational housing; a second coupling part is provided in the form of a hub; the first coupling part and the second coupling part are arranged so as to be rotatable relative to one another and, while being positioned co-axially inside one another, together form a sealed annular chamber; inside the chamber, there are arranged axially-alternating first coupling plates in the shape of annular discs with means for providing a non-rotatable connection with the first coupling part, and second coupling plates in the shape of annular discs with means for providing a non-rotatable connection with the second coupling part; otherwise, the annular chamber is at least partially filled with a viscous fluid; the coupling plates, in their entirety, are divided into at least two functionally different sets of coupling plates each of which se

Abstract: If, in a gear shift from one-way clutch involved gear speed to another gear speed, the inertia phase control time) is less than a predetermined time length, or the effective gear ratio on the inertia phase end detection instant is out of a range between before-shift gear ratio and after-shift gear ratio, a transmission control system controls the operating fluid pressure in a time management mode to prevent a shift shock by increasing the fluid pressure) at a gradual rate &Dgr;PC1 during a longer time interval TMC1 after an end of the inertia phase.

Abstract: A main clutch 9 is interposed between an input shaft 3 and an output shaft 5, and a normally engaged pilot clutch 10 is interposed between an output member 7c of an overrunning clutch 7 and the output shaft 5. An input member 7a of the overrunning clutch 7 is made to freely rotate relative to the input shaft 3, and a cam mechanism 11 is provided for generating a thrust force by virtue of the difference in rotational speed between the input shaft 7 and the input member 7a, whereby the main clutch 9 is brought into engagement with this thrust force so generated.

Abstract: A motor vehicle clutch assembly with an outer ring which is rotationally driven by the engine. An inner ring of the clutch assembly is seated, with a clutch element, on the transmission input shaft of a speed-change gear. The clutch element locks during engaged conditions of the engine and opens during overrun conditions of the engine.