Abstract: A differential device is provided with: a ring gear having a tooth row arranged around an axis to mesh with an input gear; an outer case combined with the ring gear and rotatable about the axis; an inner case rotatable about the axis relative to the outer case and having a toothed end with axially projecting dog teeth; a differential gear set supported by the inner case and to be coupled with a pair of axles to allow differential motion between the axles; a clutch member engaging with the outer case and disconnectably connecting with the dog teeth so as to prevent the inner case from rotating relative to the outer case; and perforations penetrating the outer case and opened on an outer face of the outer case, the perforations being so disposed as to expose the dog teeth radially outwardly from the outer case.

Abstract: A differential having an overrunning clutch provided. The differential includes an inertial compensation assembly that is configured to counteract movement of a roller cage relative to a clutch cam housing to prevent unintended roller cage and clutch cam housing engagements. Unintended roller cage and clutch cam housing engagements may occur when the differential is subject to rotational accelerations caused, for example by, vehicle acceleration/deceleration, sudden braking, sudden changes in traction, road irregularities, bumps, jumps, u-joint phasing, etc.

Abstract: A system for adjusting the rotational timing between driveshafts rotated by an output shaft. The system includes a flange coupler configured to be coupled to a first of the driveshafts to prevent rotation therebetween. The flange coupler defines openings therein. A coupler input gear defines openings therein and is configured to rotatably mesh with a second input gear coupled to a second of the driveshafts. Fasteners are configured to the extend through the openings in the flange coupler and the openings in the coupler input gear to rotationally fix the flange coupler and the coupler input gear, which are fixable at multiple rotational orientations therebetween. The rotational timing between the driveshafts is adjustable by rotating the coupler input gear into different orientations of the multiple rotational orientations relative to the flange coupler prior to fixing the flange coupler to the coupler input gear.

Abstract: A differential includes a unitized double row angular contact ball bearing supporting a pinion stub shaft. The bearing includes two inner rings which are slightly separated before assembly. As the stub shaft is inserted into the bearing, one of the inner rings is pushed against a land such as the back of the pinion gear. Pushing the inner rings together ensures a suitable pre-load. The inner rings have an interference fit with the stub shaft such that friction maintains the pre-load without a nut. The bearing and shaft are then inserted between halves of a two-piece case.

Abstract: A differential includes a driven body, an output element, and a clutch assembly radially interposed between the driven body and the output element. The clutch assembly includes a first wedge clutch configured to rotationally lock the output element to the driven body in a first direction and to overrun in a second direction, and a second wedge clutch configured to rotationally lock the output element to the driven body in the second direction and to overrun in the first direction.

Abstract: Drive mechanism for a multi-function food processor with three drive outlets each couplable separately to a food processing component. The drive mechanism including: at one end of a motor, an output shaft having a first cone gear of a cone gear set and a worm; a first central drive shaft having a second cone gear meshing with the first cone gear, the first central drive shaft associated with the first and second drive outlets; the second drive outlet associated with the first central drive shaft by a first reduction gear arrangement which includes a first gear train meshing with a sun gear sleeved on the first central drive shaft; a second central drive shaft having a worm gear driven by the worm, the second central drive shaft associated with the third drive outlet; the third drive outlet associated with the second central drive shaft by a second gear reduction arrangement.

Abstract: A mechanical locking differential includes a driving ring in a differential housing between right and left active components. The driving ring is in line with the input bevel gear. The differential housing has a thin wall in a single, integral shell around the driving ring. Several hollow cylindrical shaft pins are used to attached the driving ring to the differential housing, with the shaft pins being driven radially relative to the transverse axis of the differential outputs in an interference fit with the housing and the driving ring. The shaft pins are held from axially backing out by two small rivets. The shaft pins preferably have a threaded inner diameter which assists in removal. The shaft pin attachment allows the bevel gear to extend closer to the transverse axis without obstruction.

Abstract: A power transmission device includes first and second engaging elements, a power transmission, and first and second bearings. The first engaging element is rotatable with a first rotation shaft about a rotation axis. The second engaging element is rotatable with a second rotation shaft about the rotation axis. The power transmission is provided between the first engaging element and the second engaging element. The first bearing is provided between the rotation axis and the second engaging element in a radial direction with respect to the rotation axis and supports a first part of the second engaging element. The second engaging element is between the second bearing and the rotation axis in the radial direction. The second bearing supports a second part of the second engaging element. The second part is farther from the first engaging element in an axis direction than the first part.

Abstract: A speed differential device for a common double overrunning clutch includes a left input unit and a right input unit being combined together as a combination structure; a left input unit 1 with a cam unit and a right output unit with a cam unit being installed with the combination structure of the left input unit and the right input unit; a left rolling post retainer and a plurality of left rolling posts being installed between the left input unit and the left output ring; a right rolling post retainer and a plurality of right rolling posts being installed between the right input unit and the right output unit; the left rolling post retainer being installed with a left returning spring; the right rolling post retainer being installed with a right returning spring; the left returning spring and the right returning spring being interacted with a clutch unit.

Abstract: A production method of a ball screw device is provided. The ball screw device includes a ball screw portion, a ball nut, rolling balls, and a retainer. The production method of the ball screw device includes: a first preparation step of preparing a nut subassembly as a standard product; a second preparation step of preparing the ball screw portion in plurality by types as ranked products; a measuring step of measuring a relative displacement in a thrust direction between the standard product and each ranked product; a determination step of determining whether the displacement meets a displacement specification; a replacing step of, if the displacement does not meet the specification, replacing the ranked product with another ranked product; and an assembling step of, if the displacement meets the specification, assembling the standard product and the ranked product into the ball screw device.

Abstract: A compact planetary differential includes a drive input ring gear having external teeth and a planet gear carrier connected rotationally fixed to the drive input ring gear. First planet gears are located on a first axial side of the planet gear carrier, and second planet gears are located on a second axial side, with the first and second planet gears being arranged in intermeshing pairs, and the planet gear carrier including interface openings. Pin plates include aligned openings for first planet gears and the second planet gears. Pinion shafts extend through these aligned openings and pinion shaft openings in the planet gear carrier. A single one of the first or second planet gears is rotatably supported on each respective one of the pinion shafts. A first sun gear engages with the first planet gears, and a second sun gear engages with the second planet gears.

Abstract: A bi-directional overrunning clutch for transmitting torque to drive axle halves includes a clutch housing that attaches to an input gear, and hubs that attach to the axle halves. A pair of roll cages located within the housing adjacent to the hubs have rollers. The rollers wedge between the hubs and first tapered portions on the clutch housing when the roll cage is rotated forward relative to the housing, and between the hubs and second tapered portions on the clutch housing when the roll cage is rotated in the opposite direction. Springs hold the rollers engaged with recesses in the hubs, but let the rollers lift to permit relative rotation of the hubs and roll cages. Relative rotation between the roll cages is limited: when one roll cage is wedged, the other can move only as far as a free position midway between the first and second tapered portions.

Abstract: A front axle shift mechanism configured to be operably associated with a front axle housing having a front differential and a first lubricant is provided. The front axle shift mechanism includes a disconnect feature housing defining an inner cavity to house a shifting mechanism configured to selectively provide power to front wheels of the vehicle, the shifting mechanism configured to rotatably couple to the front differential. The inner cavity is configured to receive a second lubricant to facilitate providing lubrication to the first clutch gear and the second clutch gear. The second lubricant is fluidly separate from the first lubricant.

Abstract: A bidirectional hub assembly includes an axle unit, a hub shell mounted on the axle unit, a driving unit mounted on the axle unit, and a plurality of right-hand-drive and left-hand-drive units that are mounted to the hub shell. Each of the right-hand-drive and left-hand-drive units has a pawl engageable with the driving unit. The bidirectional hub assembly serves as a right-hand-drive hub when the pawl of at least one of the right-hand-drive units is in an enabled state and the pawl of each of the left-hand-drive units is in a disabled state, and serves as a left-hand-drive hub when the pawl of at least one of the left-hand-drive units is in an enabled state and the pawl of each of the right-hand-drive units is in a disabled state.

Abstract: A turbocharger for use with an internal combustion engine is provided. The turbocharger comprises a differential device having a carrier portion, a compressor portion, and a turbine portion. The compressor portion is in driving engagement with a first portion of the differential device. The turbine portion is in driving engagement with a second portion of the differential device. The carrier portion of the differential device is in driving engagement with an infinitely variable transmission. The infinitely variable transmission is in driving engagement with the internal combustion engine. The turbocharger is simply controlled, reduces turbo lag, decreases a boost threshold of the turbocharger, and increases an efficiency of the internal combustion engine.

Abstract: The present disclosure relates to a differential including a differential case adapted to be rotated about an axis of rotation. The differential also includes a cross-shaft operatively coupled to the differential case such that the cross-shaft and the differential case rotate together about the axis of rotation; left and right clutch actuators having opposing inboard sides between which the cross-shaft is positioned; and left and right axle hubs positioned on opposite sides of the cross-shaft. A left clutch pack prevents relative rotation between the left clutch actuator and the left axle hub about the axis of rotation when a left clutch engagement pressure is applied to the left clutch pack and a right clutch pack prevents relative rotation between the right clutch actuator and the right axle hub about the axis of rotation when a right clutch engagement pressure is applied to the right clutch pack.

Abstract: A power transfer assembly is described for power transmission from a power source to one or more rotating components. The power transfer assembly includes a power source capable of providing torque output, a first one-way clutch configured to receive torque input from the power source, and a second one-way clutch configured to receive torque input from the power source. The first one-way clutch is configured to transmit at least a first portion of the received torque input to a first half-axle. The second one-way clutch is configured to transmit at least a second portion of the received torque input to a second half-axle.

Abstract: A drive device for the road wheels of a vehicle includes a stationary housing in which a rotatably drivable differential housing having an axle differential gear unit is rotatably mounted by differential bearings, at least one driveshaft being rotatably drivable by the differential housing. At least one driving gear wheel is arranged on the at least one driveshaft so as to be fixed with respect to rotation relative to the latter. The at least one driving gear wheel meshingly engage by oppositely directed helical teeth with at least one driven gear wheel for driving road wheels of the vehicle and generating axial forces directed toward the center of the axle differential gear unit. At least one thrust bearing arrangement is supported axially with respect to the at least one driveshaft at a radial supporting surface.

Abstract: A motor vehicle with four drive wheels mounted on first and second axles, including: a transfer shaft connected to the first axle and a controlled coupling that can transfer part of the torque from the transfer shaft to the second axle; a mechanism determining respective speeds of the first and second axles, and a torque distribution control system configured to determine a slip value representative of the speed difference between the first and second axles and to control the coupling. The torque distribution control system is further configured to control the coupling such as to suppress any torque transfer via the coupling when the average slip value over a pre-determined period exceeds a threshold.

Abstract: In a motor vehicle drive arrangement having a main drive train for driving a main axle and an auxiliary drive train for driving an auxiliary drive axle, with a power shift clutch for connecting the auxiliary drive train to the main drive train, the auxiliary drive train comprises at least one switching unit for engaging the power shift clutch which is arranged in the power flow in series with the switching unit without a differential speed.

Abstract: A drive-force-distribution control device includes an input-side bevel gear and an output-side bevel gear, a center shaft, left and right clutches, a housing, a bearing and a shim member. The output-side bevel gear is supported on the center shaft such that the output-side bevel gear meshes with the input-side bevel gear. The housing can be divided in the radial direction of the output-side bevel gear. The bearing is disposed at one end of the center shaft. The shim member is inserted in an axial-direction gap between the housing and the bearing. The output-side bevel gear and the center shaft can be attached to the housing from the radial direction. The axial end of the center shaft is located towards the other end with respect to the axial end of the bearing.

Abstract: A bi-directional overrunning clutch includes a housing and a pair of hubs substantially coaxially aligned within the housing. A pair of roll cages position a plurality of rollers between each hub and an inner cam surface of the housing. The rollers are positioned to wedge between the hub and the inner cam surface when one of the hub and the housing is rotated with respect to the other. End caps are attached to the housing adjacent to the hubs. A friction disk mechanism includes a friction plate rotating in combination with each the roll cage and a spring compressed between the end cap and the roll cage for biasing the friction member into frictional contact with the hub. An intermittent coupler is located between each roll cage and configured to engage the roll cages so as to permit indexing of one roll cage relative to the other.

Abstract: The present invention utilizes the rotary kinetic power to drive the first transmission device (T101), and is individually installed with the output end transmission devices to the output end of the first transmission device (T101), so as to drive the loading wheel sets installed at the two sides of the common load body (L100), as well as installed with individually controlled output end clutch devices for controlling the driven wheel sets and the wheel shafts to perform engaging transmission or terminating transmission, and between the wheel shafts of the loading wheel sets at two lateral sides of the common load body (L100), a flexibility transmission device is installed, thereby through the flexibility transmission device performing the flexibility transmission with differential rotational speed from the engaging transmission side to the terminating transmission side.

Abstract: A bi-directional overrunning clutch differential for controlling torque transmission between a pinion input shaft and at least one output hub. The clutch having a clutch housing and the roll cage mounted within the housing. An engagement control assembly is provided for controlling the relative position of the roll cage with respect to a cam surface on the clutch housing. The engagement control assembly includes an electronically controlled actuation device, such as a coil or solenoid, which when activated causes the roll cage to rotate into a second position relative to the clutch housing to engage the rolls with the cam surface and an outer surface of the hub. A spring is engaged with the clutch housing and has an end engaged with the roll cage for biasing the roll cage into a neutral position when the roll cage is in its second position.

Abstract: An assembly includes first and second components, a shaft supported on the components, a gear wheel transmitting torque between a transmission output and a differential mechanism, and a bearing supporting the gear wheel on the shaft, transmitting axial force in a first direction between the gear wheel and the first component, and axial force in a second axial direction opposite the first direction between the gear wheel and the second component.

Abstract: A transmission device includes a drive shaft and two driven shafts. The drive shaft is connected to a wheel and first engagement rotors are arranged therebeside so that the wheel is located therebetween and can rotate together with them. The first engagement rotors having an axial hole in which a driven shaft is rotatably arranged, the first engagement rotors are coupled or uncoupled with second engagement rotors coaxially arranged therebeside, by extracting or retracting, respectively, at least one mobile tooth rotatable in a seat of the first engagement rotors, each driven shaft being keyed to a second engagement rotor. Driving rotors are arranged around the driven shafts between the wheel and the first engagement rotors and are provided with a brake, so that relative rotation of the driving rotors with respect to the first engagement rotors causes extension or retraction of the mobile tooth according to the relative rotation direction.

Abstract: In a gearing, in particular coaxial gearing, hollow shaft gearing, hypoid gearing, axial gearing or linear gearing, with a driving element (7), an element (3) and an output element (11), a stepping-up and transmission of a driving torque between driving element (7) and output element (11) are to take place via a plurality of movable tooth segments (5).

Abstract: A drive assembly for a vehicle includes a shaft supported on first and second components, a gear wheel for transmitting torque, and a bearing supporting the gear wheel on the shaft, transmitting axial force in a first axial direction between the gear wheel and the first component, and transmitting axial force in a second direction opposite the first direction between the gear wheel and the second component.

Abstract: A transmission installed between a drive machine and a unit to be driven, the transmission being fitted with a drive shaft and a driven shaft, wherein the drive shaft is in driving connection with the driven shaft for speed/torque conversion, and wherein the driven shaft is supported in the transmission using at least one primary axial bearing. The transmission including a starting unit absorbing axial loads of the driven shaft, wherein the starting unit comprises a secondary axial bearing, and wherein the starting unit is formed in such a way that when the unit is actuated, the axial loads of the driven shaft are substantially completely absorbed by the secondary axial bearing.

Abstract: Differential locking systems for a surgical instrument that includes a surgical end effector that is powered by a rotary drive shaft assembly that is movable between a plurality of discrete axial positions. In various forms, at least one retention formation is provided on the rotary drive shaft assembly that corresponds to each one of the discrete axial position. At least one lock member is operably supported relative to rotary drive shaft assembly for retaining engagement with the at least one of the retention formations when the rotary drive shaft assembly is moved to the discrete axial positions associated therewith.

Abstract: A rotary table with a main frame, at least two driving wheels, at least two driven wheels, a round inner seal plate and a round outer seal plate. The main frame is provided with an inner and outer annular track region. Driving-wheel emplacement regions are at proper locations on the outer annular track region and driven-wheels are installed in a drive-wheel annular track region between the inner and outer annular track regions. The driving wheels are installed in the driving-wheel emplacement regions of the main frame. A side of the drive-wheel is connected with a sliding block. The driven wheel is matched and gnawed with the driving wheel which can drive individually the matched and gnawed driven wheel to rotate and displace to perform plural manufacturing processes of a short machine-hour and plural fixed sites, such that all the manufacturing processes can be accomplished simultaneously.

Abstract: A clutch device is used in combination with a differential device. The clutch device is comprised of: a clutch housed in and rotatable with the differential device and axially movable from a disengaged state into an engaged state; a plunger slidably fit on the differential device and being axially movable from a first position where the plunger does not force the clutch to a second position where the plunger forces the clutch into the engaged state; an anti-rotated solenoid configured to drive the plunger; and a retainer supported by the differential device and in contact with both the plunger at the first position and the solenoid, whereby the plunger is barred from going beyond the first position and the solenoid is axially positioned in place.

Abstract: A differential flange assembly is disclosed herein that includes a flange member and a washer member. The flange member is defined by an engagement face and having an aperture therethrough. At least one slot is formed on the engagement face so as to extend radially outward from the aperture. The washer member has at least one tab extending from a peripheral edge of the washer member and at least one opening. The tab is configured to be seated within the slot to mate the washer member to the engagement face of the flange member. The interaction of the slot of the flange member and the tab of the washer member prevent rotation of the washer member with respect to the flange member.

Abstract: The shiftable bottom bracket gear train according to the invention for a bicycle or the like comprises a bottom bracket tube, a gear train housing having an associated sprocket and a disk arranged parallel thereto, and a drive shaft, which penetrates the bottom bracket tube in the axial direction and is operatively connected to pedal cranks and in which a shifting axle is arranged, which is connected to a coupling piece and can be actuated from the outside by means of a shifting element. In the shiftable bottom bracket gear train, the torque support of the gear train engages on the bottom bracket tube (1) or on an adapter (2) inserted in the bottom bracket tube (1), and is implemented by using screws (8) or screw connections (4,5,12), pins (9, 17), cams (14), or clamps (13).

Abstract: The present invention utilizes the rotary kinetic power to drive the first transmission device (T101), and is individually installed with the output end transmission devices to the output end of the first transmission device (T101), so as to drive the loading wheel sets installed at the two sides of the common load body (L100), as well as installed with individually controlled output end clutch devices for controlling the driven wheel sets and the wheel shafts to perform engaging transmission or terminating transmission, and between the wheel shafts of the loading wheel sets at two lateral sides of the common load body (L100), a flexibility transmission device is installed, thereby through the flexibility transmission device performing the flexibility transmission with differential rotational speed from the engaging transmission side to the terminating transmission side.

Abstract: A transmission device for an automotive vehicle of the type includes, mounted on an output shaft formed by at least two wheel drive half-shafts of a vehicle mounted to freely rotate one relative to the other, at least one rotary gearwheel, and two clutch mechanisms with clutch sleeves arranged on both sides of the gearwheel. This device includes, on the one hand, two clutch sleeve configurations: the driving configuration of the gearwheel, and the engine brake configuration of the gearwheel, and, on the other hand, a declutching control mechanism that includes at least one clutch sleeve pilot unit, coaxial to the gearwheel, mounted relative to the gearwheel that moves angularly between two end positions. The declutching pilot unit can be driven into each of the end positions by the two wheel drive half-shafts when they are driven at a speed of rotation that is different from that of the gearwheel.

Abstract: A planetary gear set includes a ring gear having an inner diametric surface that defines an inner ring gear portion. A carrier assembly is arranged within the inner ring gear portion. The carrier assembly includes a carrier member having a carrier member body including a planet gear support surface and at least one carrier plate support member that extends substantially perpendicularly from the planet gear support surface. The at least one carrier plate support member includes a carrier plate support element having an opening. At least one planet gear pin extends from a first end portion arranged at the planet gear support surface to a second end portion, and at least one anti-rotation pin extends from a first end section arranged at the planet gear support surface through the opening in the carrier plate support element to a second end section.

Abstract: A transfer case for a vehicle. The transfer case may include a rotation direction portion and an output mode portion configured to be driven by the rotation direction portion. The rotation direction portion may provide torque in different directions to the output mode portion. The output mode portion may selectively provide output torque to one or more outputs.

Abstract: A transaxle for a working vehicle including a housing, an integrated hydrostatic transmission (IHT) disposed within the housing, and a bi-directional overrunning clutch disposed within the housing and coupled to an output shaft of the IHT. The bi-directional overrunning clutch includes an input gear having a central opening, a roller assembly disposed within the central opening of the input gear, a plurality of rollers for selective engagement with the input gear, and a pair of hubs. Each hub is disposed at least partially within the roller assembly. The transaxle further includes a pair of clutch covers. Each clutch cover is disposed at either end of the roller assembly and each clutch cover is coupled directly to the roller assembly. The bi-directional overrunning clutch further includes a pair of friction members. Each friction member is disposed between one of the hubs and respective clutch cover. The transaxle also includes a pair of shaft segments of a primary drive axle.

Abstract: An example mechanical transmission assembly receives an input rotating at a first rotational speed and provides an output rotating at a second rotational speed. The mechanical transmission selectively adjusts the second rotational speed. The input is provided by a prime mover. The output is provided to a hydraulic pump assembly that rotatably drives a motor-generator.

Abstract: A driving force transmitting devices is able to engage a main clutch with a small amount of hydraulic pressure. The driving force transmitting device includes an input shaft and an output shaft, and a main clutch. The device is formed of a primary clutch that intermittently transmits the driving force transmitted from the input shaft, a hydraulic pump that generates a hydraulic pressure, a piston that presses the primary clutch with the hydraulic pressure by the hydraulic pump, and a cam mechanism that presses the main clutch with a press-contact force which is amplified to be larger than the press-contact force of the piston by utilizing the driving force from the input shaft through the primary clutch, so as to engage the main clutch.

Abstract: A locking differential for an automotive vehicle including a housing and a differential mechanism supported in the housing. The differential mechanism includes a pair of clutch members where each of the clutch members presents an inwardly directed face. Each face includes a groove disposed in spacing relationship with respect to the other. A cross pin is received in the grooves and is operatively connected for rotation with the housing. The clutch members are axially moveable within the housing so that they may engage respective clutch members coupled to a pair of axle half shafts. Each of the grooves in the clutch members defines a first predetermined radius of curvature. The cross pin defines a second radius of curvature wherein the first radius of curvature of the groove is greater than the second radius of curvature of the cross pin such that contact between the cross pin and the groove defines a line extending along the axis of the cross pin.

Abstract: A transmission for a rotary-wing aircraft has a differential torque-splitting mechanism associated with an input shaft. The differential has a drive disk coaxial with the shaft and integral in rotation with the shaft, a first driven member coaxial with the shaft and generally adjacent the drive disk, and a second driven member coaxial with the shaft and generally adjacent the drive disk. At least one pin engages each of the drive disk, the first driven member, and the second driven member. The first driven member is configured to drive a first transfer gear, and the second driven member is configured to drive a second transfer gear for supplying torque to a bull gear associated with a rotor mast.

Abstract: An electronically triggered locking differential includes a differential case, at least one pinion gear and a pair of side gears. A clutch pack is disposed between one of the side gears and the differential case and retards relative rotation between the differential case and the side gear. A cam member is disposed adjacent the clutch pack so that the clutch pack engages when the cam member ramps up. An engagement shaft has one end engaged with the cam member and an opposite end extending through the differential case and engaged with a sprocket. A magnetic coil and flux conductor magnetically couple the sprocket to the differential case when the coil is energized. This coupling retards rotation of the engagement shaft and the cam member relative to the gear case, initiating engagement of the clutch pack to lock the differential.

Abstract: An eight forward speed dual clutch transmission includes a pair of input clutches which selectively provide drive torque to a pair of concentric input shafts. Gears coupled to and driven by the input shafts are in constant mesh with gears freely rotatably disposed on a pair of parallel countershafts or layshafts. A plurality of synchronizer clutches selectively synchronize and connect the various gears to the countershafts or layshafts to provide a desired gear ratio in the proper sequence. Reverse gear is similarly provided through a three gear gear train. Upon the synchronization and engagement of a particular gear, the associated input clutch is activated or engaged to supply drive torque to the input shaft, through the synchronized and engaged gear pair and out the countershaft or layshaft. An additional gear on each countershaft or layshaft engages a common gear that directly drives a differential which, in turn, drives a pair of drive axles.

Abstract: A mechanical four-speed gearbox/drive system for household appliances comprising two drive-outlets; each drive-outlet driven at two different speeds in the same rotational direction; a motor, motor shaft, first drive-outlet and second drive-outlet, with installation of one-way bearings in suitable places in the gear-train. The motor drives two drive-outlets and rotates in clockwise and counter-clockwise directions through three one-way bearings and two gear down systems to provide four different speed drives. When operating in hi-speed mode, the first drive-outlet is directly driven by the motor. When operating in lo-speed mode, the first drive-outlet is driven via the gear down system, with resulting increase in torque. Simultaneously, second drive-outlet is driven via second gear down system to provide two different speed drives. This gearbox is simple to construct and operable without expensive control electronics.

Abstract: A hybrid powertrain system includes an input member, first and second torque machines, a differential gear set including first, second and third elements, an output member, and first, second, and third selectable one-way clutches (SOWC), each operative in one of a respective deactivated state and a respective plurality of activated states. The second torque machine is rotatably coupled to the first element of the differential gear set, and the output member is rotatably coupled to the second element of the differential gear set. The first SOWC is configurable to prevent rotation of the third element of the differential gear set in a first rotational direction when controlled to a first one of the respective plurality of activated states, and configurable to prevent rotation of the third element of the differential gear set in a second rotational direction opposite the first rotational direction when controlled to a second one of the respective plurality of activated states.

Abstract: A control device, including a transmission shaft adapted to be coupled to an apparatus to be controlled, a driving disk mounted on said transmission shaft to rotate thereon and driven in rotation by a motor unit, a driven disk constrained to rotate with said transmission shaft, and a rotary member carrying at least one indexing means which, due to rotation of said rotary member, can be simultaneously engaged into two respective slots of said two disks for said transmission shaft to be driven in rotation, and can be disengaged from one of said slots for said transmission shaft to be locked against rotation.

Abstract: A power seat driving apparatus for a vehicle includes a moving unit and a decelerating mechanism, wherein the decelerating mechanism includes a driving gear to which a driving force is inputted, a driven gear engaged with the driving gear so as to be rotatably driven by the driving gear while decelerating a rotational speed of the driving force transmitted thereto, and a housing, at least one of the driving gear and the driven gear includes a shaft portion and a gear portion including a tooth portion, which engages with a tooth portion of the other one of the driving gear and the driven gear, an annular recessed portion is formed at a stepped portion between the gear portion and the shaft portion, the annular recessed portion, and the housing includes a bearing bore having a bearing surface and an annular protruding portion, which is fitted into the annular recessed portion.

Abstract: A method for controlling a locking differential includes determining a temperature-dependent reference voltage at which a coil locks the differentia, determining an electric potential of a battery, using the battery to energize the coil and lock the differential, if the electric potential is equal to or greater than the reference voltage for a current temperature, and maintaining the differential unlocked, if the electric potential is less than the reference voltage.