Abstract: The invention relates to an internal combustion engine comprising a crankshaft, one or more cylinders including a cylinder head, a piston, a combustion chamber, one or more intake valves, one or more exhaust valves, an intake system configured for feeding intake air to the engine, an exhaust system configured for conveying exhaust gas away from the engine, a pressure charging system connected to the intake system and an exhaust gas recirculation (EGR) system arranged to feed branched off exhaust gas from the exhaust system to the intake system via an EGR conduit wherein: * the internal combustion engine includes a valve actuation device configured to allow for late or early closing of the intake valves in accordance with late or early Miller-type valve timing, and wherein * the EGR system includes a gas feeding device configured to feed exhaust gas through the EGR conduit in modes of operation wherein the pressure in the intake system exceeds the pressure in the exhaust system, * wherein the gas feeding devic

Abstract: A power take-off shaft system for an agricultural vehicle includes an output shaft with a socket for a power take-off shaft stub located at one end of the output shaft, wherein the power take-off shaft stub is arranged in the socket. A control valve is arranged in the output shaft and includes a valve bore extending axially from the socket into the output shaft. A first piston is adjustably arranged inside the valve bore in the output shaft, and a shifting element is adjustably controlled by the first piston. A first gearwheel and a second gearwheel are disposed in engagement with the output shaft via the shifting element such that the first piston is adjustable between a first position and a second position. The control valve includes a second piston arranged on the first piston, where the first piston is adjustable into a neutral position by the second piston.

Abstract: A shifting system includes an input member, a disconnect, an output member, and a shifting assembly to selectively rotationally couple the input member and the output member. The shifting assembly includes an input hub having a disconnectable component engageable with the disconnect and a clutch engagement component extending radially away from an axis. A plurality of clutch plates is coupled to the clutch engagement component and is moveable between engaged and disengaged positions. A biasing member is coupled to the clutch plates to bias the clutch plates toward the engaged position, and an apply plate is coupled to the biasing member. The apply plate is moveable between a first plate position where the clutch plates are in the engaged position, and a second plate position where the clutch plates are in the disengaged position. A clutch plate carrier is coupled to the clutch plates and to the output member.

Abstract: This clutch includes an annular clutch housing, a rotationally driven drive-side rotating body, a driven-side rotating body, a rolling body, and a support member. The clutch is configured such that, when the drive-side rotating body starts to rotate when driven, the drive-side rotating body comes into contact with the support member in a rotational direction and presses the rolling body in the rotational direction through the support member, thereby releasing the rolling body from gripping effected by the clutch housing and the driven-side rotating body. The support member includes a load generation section for generating a load which makes it difficult for the support member to rotate about the rotation axis of the drive-side rotating body when at least the drive-side rotating body starts to rotate when driven.

Abstract: An electric propulsion system for use with a mast defining an axis of rotation and one or more rotor blades which rotate about the axis of rotation, includes a yoke assembly, electric motor, motor support housing, and overrunning clutch. The yoke assembly is rotatable with respect to the mast, and configured to support one or more of the rotor blades. The motor includes a motor-stator and a motor-rotor, and is arranged circumferentially around the mast. The housing circumferentially surrounds the mast and includes a rotatable portion attached to and rotatable with the yoke assembly. The overrunning clutch includes an inner hub rotatable with the motor-rotor, and an outer hub rotatable with the rotatable portion of the housing. The overrunning clutch is configured to transfer torque from the motor to the yoke assembly in a drive mode, and configured to disengage the yoke assembly from the motor in an overrunning mode.

Abstract: A transmission may include a first input shaft and a second input shaft receiving power from an engine continuously or through a clutch; a sub-shifting mechanism and a main shifting mechanism including a plurality of sub-shifting gear pairs and main shifting gear pairs, which have different gear ratios and are respectively engaged with two shafts of the first and second input shafts, first and second countershafts, and first and second output shafts to select the sub-shifting gear pairs and the main shifting gear pairs, a one-way clutch that transmits power from the engine only from the first countershaft to the first output shaft; a second one-way clutch that transmits power from the engine only from the second countershaft to the second output shaft; and a power transmission gear set engaged between the first output shaft and the second output shaft.

Abstract: Multiple propeller blades may be joined by tip connectors to form a closed propeller apparatus. The tip connectors may create continuous structure between adjacent tips of a first propeller and a second propeller. Use of the tip connectors may reduce vortices created near the tips of the propeller blades, which cause drag and slow the rotation of the propeller blades. The tip connectors may also reduce noise caused by rotation of propeller blades. Further, the tip connectors reduce or eliminate deflection of the propeller blades by creating a support structure to counteract forces that would otherwise cause deflection of the propeller blades, thereby improving propeller blade loading. In some embodiments, the tip connectors may be formed of a malleable material and/or include one or more joints that enable at least one of the propellers to modify a pitch of blades of the propeller.

Abstract: A method for learning a touch point of a clutch may include a step of outputting a first control signal for controlling a touch point learning mode to be entered if a preset condition is satisfied, a step of calculating a reference value by dividing a difference value between rotational speed of a drive shaft clutch and rotational speed of a non-drive shaft clutch by a difference value between rotational speed of an engine and the rotational speed of the drive shaft clutch, a step of outputting a second control signal for moving the non-drive shaft clutch toward the engine if the reference value is less than a preset threshold value and a step of determining a position of the non-drive shaft clutch at a time when the reference value reaches the preset threshold value to be the touch point.

Abstract: Multiple motors may drive (rotate) a single shaft coupled to a propeller. The motors may be selected such that a first motor is capable of rotating the drive shaft in an event of a failure of a second motor coupled to the drive shaft. A one-way clutch bearing, or similar device, may interface between a motor and the drive shaft to enable free rotation of the drive shaft in an event of the motor becoming inoperable, such as the motor freezing or locking in a position due to failure caused by overheating or caused by other conditions or events. Use of the second motor may secure a position of the drive shaft which may support the propeller in radial eccentric loading.

Abstract: A transmission includes: first and second input shafts receiving power from an engine; an output shaft arranged in parallel with the first input shaft; first and second countershafts arranged in parallel with the first and second input shafts, respectively; a first shift unit making desired gear shifts between the first input shaft and the output shaft, and between the first input shaft and the first countershaft; a second shift unit arranged between the second input shaft and the second countershaft in order to perform of duplicate gear shifts; a power connection unit transmitting power from the first countershaft to the output shaft; and a one-way clutch transmitting power from the engine to the power connection unit through the second shift unit. In particular, each duplicate gear shift has a gear ratio substantially identical to at least one gear ratio of the gear shifts of the first shift unit.

Abstract: A rotor drive system includes a mast defining a rotation axis, an electric motor with a stator portion fixed to the stationary mast, a rotor portion rotatably relative to the stator portion, and a clutch disposed along the rotation axis and connected to the rotor portion of the electric motor. A rotor assembly is rotatable about the rotation axis and operably connected to clutch such that, when rotational speed of the rotor assembly exceeds rotational speed of the rotor portion of the electric motor, the clutch disengages the rotor assembly from the electric motor rotor portion.

Abstract: An electromagnetic brake (10) including a plurality of elastic members (25) which are arranged between an engagement surface of a brake pad (13) and an engagement surface of a hub (12) symmetrically about a center of rotation of the shaft (11). The biasing directions of the plurality of elastic members are in a rotational direction of the shaft.

Abstract: A clutch assembly is disclosed that combines a positively engaging dog clutch and one way clutch. The two devices are design such that the one way clutch never interferes with the engagement or disengagement of the dog clutch. In one embodiment, the one way clutch transmits torque in particular rotational positions and the dog teeth are circumferentially placed such that they do not engage in any of these positions. In another embodiment, the dog clutch piston, to which the teeth are secured, is permitted to rotate enough to accommodate any interference between dog teeth during engagement. In either embodiment, the teeth faces that transmit torque in the same direction as the one way clutch may be angled such that torque in that direction tends to disengage the dog clutch.

Abstract: An interlocking device arranged to prevent at least one forbidden combination of engaged/disengaged positions of three tooth clutch groups in a vehicle transmission is provided. Each tooth clutch group is arranged to rotationally lock/unlock a shaft from a gearwheel. A shift rod is arranged to push a tooth clutch between engaged/disengaged position. The interlocking device includes movable elements where each movable element is directed towards one of the shift rods in order to lock one of the tooth clutch groups in the disengaged position, and an interlocking element arranged in the middle of the movable elements. A diameter of the interlocking element and lengths of the movable elements are adapted to allow only two of the tooth clutch groups to be engaged simultaneously.

Abstract: A plurality of engaging claws formed at a connecting member mounted to a rotary member of a driving unit via a one-way clutch are brought into engagement with a plurality of engageable grooves formed at a connecting member mounted to a rotated member of a driven unit so as to transmit the forward rotation of the rotary member to the rotated member. When the driven unit is mounted to the driving unit, the rotary member is forwardly rotated to bring at least one of the engaging claws into engagement with the engageable groove. Subsequently, the rotary member is reversely rotated to bring the respective engaging claws into engagement with the respective engageable grooves.

Abstract: A hybrid module for a drive train of a vehicle having an internal combustion engine and a transmission. The hybrid module operates between the internal combustion engine and the transmission and has an electric drive, a clutch, and a freewheel, and the clutch and the freewheel are provided parallel to each other in order to transmit torque from the internal combustion engine toward the transmission, the freewheel transmits torque coming from the internal combustion engine to the transmission and opens for torque directed in the opposite direction, and a portion of the torque produced by the internal combustion transmitted by the freewheel can be set by setting a torque that can be transmitted by the clutch so that the vehicle can be driven by the internal combustion engine or the electric drive or both at the same time.

Abstract: An apparatus for transferring torque from a crankshaft to a dual input transmission includes: a flywheel connected at one end to the crankshaft and at the opposite end to a torque transmitting device or dual clutch. The flywheel has a first coupling member that is configured to engage a second coupling member attached to a center plate of the dual clutch. The first coupling member is fixedly secured to the second coupling member by a fastening means. A dual clutch actuation device generates the axial compression force required to compress a first and second set of frictional elements of a dual clutch.

Abstract: A method and device for controlling an automatic freewheeling function in a vehicle where a freewheeling function is active due to a prevailing freewheeling condition and where a control unit is programmed to: predict that the vehicle soon will travel in a steep downhill slope that is steeper compared to a prevailing downhill slope; simulate if less fuel will be consumed if the freewheeling function is inactivated in a a further position before the vehicle enters the steeper downhill slope, compared to if the vehicle enters the steeper downhill slope with the freewheeling function active; and inactivate the freewheeling function in the further position, that is, before the vehicle enters the steeper downhill slope if the simulation shows that less fuel will be consumed.

Abstract: A method of operating a double clutch that is actuated by a hydrostatic actuating system having two clutch actuators assigned to two individual clutches and each clutch actuator including a pressure sensor for sensing the operating pressure of the respective clutch actuator, the method having the step of limiting a total actuating force of the double clutch in the event of a fault using the pressure values sensed by the pressure sensors.

Abstract: A mainshaft assembly for a gearbox includes a mainshaft (44) and drive gears (31, 36) carried for rotation about the mainshaft. First and second hubs (50, 50?) are associated with respective drive gears, each hub being operable to selectively couple or uncouple with the drive gear causing it to rotate with the hub or with respect to the hub. A drive connection mechanism (42, 64, 66) associated with each hub selectively connects the hub to the mainshaft. Upon connection of the hubs to the drive gears, the drive connection operates to connect one or other of the hubs to the mainshaft when torque is applied to the mainshaft in a first direction or an opposite direction. This enables a gear ratio to be selected by reversing the torque being handled by the gearbox.

Abstract: A floating-disk type brake system that includes floating disk assemblies placed respectively in spaces between a rotating member, such as a wheel of a transportation machine or a rotating shaft of a machine tool, and a stationary member to reduce differences in the rotating speed of adjacent sliding surfaces of the floating disk assemblies in frictional sliding engagement. The floating-disk type brake system includes a first floating disk assembly and a first disk assembly that are arranged between the ring gear and the planet carrier of a planetary gear built in a transmission or the like, and the first floating disk assembly and the first disk assembly are pressed together into frictional engagement to brake a rotating shaft.

Abstract: A floating-disk type brake system that includes floating disk assemblies placed in spaces between a rotating member, such as a wheel of a transportation machine or a rotating shaft of a machine tool, and a stationary member to reduce differences in the rotating speed of adjacent sliding surfaces of the floating disk assemblies in frictional sliding engagement. The floating-disk type brake system includes a first floating disk assembly and a first disk assembly that are arranged between the ring gear and the planet carrier of a planetary gear built in a transmission or the like, and the first floating disk assembly and the first disk assembly are pressed together into frictional engagement to brake a rotating shaft.

Abstract: A composite clutch used to transmit an operational range of torques from a driving member to a driven member includes a friction clutch assembly and a dog clutch assembly. The friction clutch assembly includes a number of first friction clutch members coupled to the driving member and a number of second friction clutch members coupled to the driven member. The number of first friction clutch members and the number of second friction clutch members are selected to transmit torque across a first portion of the operational range of torques. An actuator assembly is operatively coupled to the friction clutch assembly and the dog clutch assembly. The composite clutch may be operated in friction clutch and dog modes to provide improved controllability in lower torque operation.

Abstract: A clutch assembly for transmitting a first torque between a first member and a second member includes a first clutch and a second clutch. The first clutch is disposed between the first member and the second member and has a predetermined design torque. The second clutch is disposed in series with the first clutch between the first member and the second member and has a predetermined holding torque that is less than the predetermined design torque. The second clutch allows rotation between the first member and the second member when the first torque is greater than the predetermined holding torque.

Abstract: A clutch assembly is provided for use in a vehicle having an automatic transmission, the assembly including a clutch-apply piston and an integrated one-way clutch, dog clutch apply plate, and synchronizer clutch having a synchronizer plate and a rotating synchronizer cone. The clutch assembly is actuated by a clutch-apply piston configured to axially displace the dog clutch apply plate, thereby engaging the synchronizer plate with the rotating synchronizer cone to synchronize the respective speeds of the synchronizer plate and dog clutch apply plate during a gear shifting event. Upon speed synchronization, continued axial displacement of the clutch-apply piston completes engagement of the dog clutch apply plate to achieve a coast gear state. A return spring provides a return spring force for disengaging the clutch apply piston to permit selection of an alternate gear state during a subsequent gear shifting event.

Abstract: A power transmission assembly includes an input member adapted to receive drive torque from a source of torque, an output member adapted to provide drive torque to an output device and a bi-directional roller clutch including a first ring fixed for rotation with one of the input and output members. A second ring is spaced apart from the other of the input and output members. Rollers are positioned in aligned cam tracks formed in facing surfaces of the first and second rings. Neither the first ring nor the second ring support the input member or the output member on the other. The second ring may circumferentially index relative to the first ring for causing the rollers to ride up the cam tracks and force the second ring to frictionally engage the other of the input and output members, thereby establishing a drive connection between the input and output members.

Abstract: A crank including a mechanism capable of connecting the crank arm to a shaft to drive the shaft in rotation in either a unidirectional drive mode or a bidirectionally driving mode, the mechanism being quickly adjustable between modes. A coupler in the mechanism may be slidable between a first position engaging the crank arm with a hub portion fixedly mounted on the shaft and a second position in which a unidirectional clutch can operate to allow rotation of the crank arm freely about the shaft in one direction but cause rotation of the shaft in the opposition direction. The coupler may be arranged to be coupled only when the shaft is in a selected angular position.

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 torque limiting device that includes a body, an output race including a distal portion extending from the body for supporting a tool that is to be controlled from the body and a proximal portion formed as a radial flange and a plurality of ball bearings disposed in a plurality of accommodating holes arranged about the flange. A first thrust member is disposed at the distal portion side of the flange and an actuator plate is providing having a peripheral ratchet surface and a plurality of holes arranged in line with certain holes in the flange. A pawl is supported by the body for engagement with the ratchet surface. A second thrust member imposes a force on the actuator plate toward the output race. The balls supported by the output race transfer axial force therethrough between the actuator plate and the first thrust member.

Abstract: In a device for damping rotary oscillations in a traction mechanism drive for auxiliary units of an internal combustion engine, having an overrunning clutch (27), which is arranged between a pulley (25) and a hub (26), according to the invention a locking device (33) is located between the pulley (25) and the hub (26), axially behind the overrunning clutch (27). This locking device includes an inner ring (34), which surrounds and is secured to the hub (26), and outer ring (35), which surrounds the inner ring (34) with a radial clearance and is secured to the pulley (25), and a plurality of retaining balls (36) which, together with compression springs (37), are arranged in radial bores (39) in the outer ring (35).

Abstract: A clutch assembly is provided for use in a vehicle having an automatic transmission, the assembly including a clutch-apply piston and an integrated one-way clutch, dog clutch apply plate, and synchronizer clutch having a synchronizer plate and a rotating synchronizer cone. The clutch assembly is actuated by a clutch-apply piston configured to axially displace the dog clutch apply plate, thereby engaging the synchronizer plate with the rotating synchronizer cone to synchronize the respective speeds of the synchronizer plate and dog clutch apply plate during a gear shifting event. Upon speed synchronization, continued axial displacement of the clutch-apply piston completes engagement of the dog clutch apply plate to achieve a coast gear state. A return spring provides a return spring force for disengaging the clutch apply piston to permit selection of an alternate gear state during a subsequent gear shifting event.

Abstract: An electrically variable transmission is provided including an input member to receive power from an engine; an output member connected to a transfer gear; first and second motor/generators; and first and second simple planetary gear sets each having first, second and third members. The input member is continuously connected to the first member of the first gear set, and the output member is continuously connected to the first member of the second gear set. The first motor/generator is continuously connected to the second member of the first gear set. The second motor/generator is continuously connected with the third member of the first or second gear set. The transfer gear and first and second torque transfer devices are positioned between the first and second gear sets.

Abstract: The present invention is a drivetrain that prevents the torque from a decelerating engine from being transmitted to the wheels of the vehicle. The drivetrain of a vehicle is provided such that the negative torque from the decelerating engine of the vehicle is selectively prevented from being transmitted to the wheels of the vehicle.

Abstract: A power screwdriver (1) with a rotationally driven, axially displaceable mounted tool spindle (2) with a low-noise torque clutch (3) which comprises a ratchet-spring biased ratchet coupling (6) driven by a driven ratchet part (12) and a rigid slack clutch spring (7) biased claw coupling (8). The ratchet coupling (6) and the claw coupling (8) are combined using a common, axially displaceable, freely rotatable coupling sleeve (9). The ratchet coupling (6) has opposing oriented, peripheral inclined beveled cams (10) and the claw coupling (8) has opposing oriented catches (11). The driven ratchet part (12) and the coupling sleeve (9) are arranged freely rotatably on an intermediate sleeve (13), which is mounted freely rotatable and axially displaceable on the tool spindle (2). The ratchet spring (5) is arranged between the intermediate sleeve (13) and the coupling sleeve (9) and the clutch spring (7) is arranged between the intermediate sleeve (13) and the tool spindle (2).

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 clutch device for a magnetic recording/reproducing apparatus for transmitting power for a tape conveying regardless of the quantity of tape wound around a reel, including a central shaft installed on a main chassis, a drive pulley connected to the central shaft, and having a cylindrical pulley holder portion, said drive pulley being rotated by receiving power from a driving source, an up/down gear having a cylindrical gear holder unit with the outer diameter thereof being smaller than the inner diameter of the pulley holder portion and ascendable/descendible along the central shaft, and a clutch spring placed between the inner surface of the pulley holder portion and the outer surface of the gear holder unit for selectively transmitting power with a certain torque from the driving pulley to the up/down gear in accordance with the rotational direction of the driving pulley.

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: A clutch device for a magnetic recording/reproducing apparatus for transmitting power for a tape conveying regardless of the quantity of tape wound around a reel, including a rotating central shaft installed on a main chassis, a drive pulley connected to the rotating central shaft, and having a cylindrical pulley holder portion, said drive pulley being rotated by receiving power from a driving source, an up/down gear having a cylindrical gear holder unit with the outer diameter thereof being smaller than the inner diameter of the pulley holder portion and ascendable/descendible along the rotatable central shaft, and a clutch spring placed between the inner surface of the pulley holder portion and the outer surface of the gear holder unit for selectively transmitting power with a certain torque from the driving pulley to the up/down gear in accordance with the rotational direction of the driving pulley.

Abstract: A clutch device for a magnetic recording/reproducing apparatus for transmitting power for a tape conveying regardless of the quantity of tape wound around a reel, including a rotating central shaft installed on a main chassis, a drive pulley connected to the rotating central shaft, and having a cylindrical pulley holder portion, said drive pulley being rotated by receiving power from a driving source, an up/down gear having a cylindrical gear holder unit with the outer diameter thereof being smaller than the inner diameter of the pulley holder portion and ascendable/descendable along the rotatable central shaft, and a clutch spring placed between the inner surface of the pulley holder portion and the outer surface of the gear holder unit for selectively transmitting power with a certain torque from the driving pulley to the up/down gear in accordance with the rotational direction of the driving pulley.

Abstract: The present invention relates to a reverse gear transmission device of a differential of a vehicle. The vehicle is provided with a drive shaft provided with differentials each containing an one-way thrust bearing therein. The gear shift stick of the vehicle is provided with a linking member. When the gear shift stick is moved to a reverse gear position, the linking member may be driven by a mechanic linking lever or a motorized magnet so as to move an operation member which may drive and move the clutch into the differential, so that the one-way thrust bearing may still combine with the drive shaft to transmit the power even when the vehicle is reversed.

Abstract: A dual-gearshift position transmission mechanism for remote control toy car includes an output shaft, a first transmission gear and a second transmission gear mounted on the output shaft, a two-way axle bearing supporting the output shaft in the first transmission gear, an one-way axle bearing supporting the output shaft in the second transmission gear, a clutch fixedly fastened to the output shaft, an idle gear wheel meshed between the first transmission gear and the second transmission gear, a driven gear coupled to the first transmission gear, a drive gear meshed with the driven gear, and an engine controlled to rotate the drive gear.

Abstract: A clutch device for a magnetic recording/reproducing apparatus for transmitting power for a tape conveying regardless of the quantity of tape wound around a reel, including a rotating central shaft installed on a main chassis, a drive pulley connected to the rotating central shaft, and having a cylindrical pulley holder portion, said drive pulley being rotated by receiving power from a driving source, an up/down gear having a cylindrical gear holder unit with the outer diameter thereof being smaller than the inner diameter of the pulley holder portion and ascendable/descendable along the rotatable central shaft, and a clutch spring placed between the inner surface of the pulley holder portion and the outer surface of the gear holder unit for selectively transmitting power with a certain torque from the driving pulley to the up/down gear in accordance with the rotational direction of the driving pulley.