A park lock apparatus and control unit for a vehicle, the apparatus comprising: a locking member (28, 30; 50) having: a first state arranged to permit independent rotational movement of front and rear drive shafts (20, 22) of the vehicle relative to a fixed position on the vehicle; a second state arranged to prevent independent rotational movement of the front and rear drive shafts of the vehicle relative to the fixed position on the vehicle; and a third state arranged to prevent rotational movement of the front and rear drive shafts of the vehicle relative to the fixed position on the vehicle, and an actuation member (36; 64) for moving the locking member between the first, second and third states.

Methods and systems are provided for an actuation system for a parking mechanism in a transmission system of a vehicle. In one example, a system may include a protrusion positioned at one end of a higher diameter portion of a cam, the protrusion positioned to contact a pawl upon engagement of the pawl with a parking gear.

A cam guiding device includes a cam guide having a cylindrical portion, a partially cylindrical portion extending from a leading end portion of the cylindrical portion, a partially tapered portion extending from the leading end portion of the cylindrical portion, and a rotation stopper portion provided on the partially cylindrical portion, and a sleeve for accommodating the cam guide. The sleeve includes an arc portion that overlaps the partially cylindrical portion from an outside. A radius of the partially tapered portion increases as the partially tapered portion extends away from the cylindrical portion. The rotation stopper portion is a component that protrudes radially outward from an outer circumferential surface of the partially cylindrical portion. When the rotation stopper portion abuts the sleeve and an inner circumferential surface of the cam guide abuts the parking cam, rotation of the cam guide with respect to the sleeve is restricted.

A trailer device is provided with pressure washing features and devices. The trailer device is convertible between at least a first and mode of transport, wherein a first mode comprises a towing mode, and a second mode comprises a push or manual operation mode. The device also comprises various on-board features and control systems such that a fully-functional pressure washing unit is provided that is easily transporting between locations.

A vehicle including: (i) a drive-force transmission unit including a casing and installed in a offset position that is offset from a widthwise center of the vehicle in an offset direction; (ii) a component protruding away from the casing toward a front side of the vehicle, and including first and second region portions such that the first region portion is located on a front side of the second region portion in the offset direction; and (iii) an attachment member through which the component is attached to a vehicle-front side portion of the casing. The attachment member is provided with a displacement adjustment portion that is configured, upon application of an external force to the component from the front side of the vehicle, to facilitate the first region portion of the component to be displaced toward a rear side of the vehicle, more than the second region portion of the component.

A braking mechanism is provided for a hydraulic motor driven wheel utilizing a two-piece design of a hub that rotates by means of a drive shaft. A hydraulic chamber is created on the hub in which a piston resides. The piston is grounded (i.e., non-rotatable relative to the motor housing) in the sealed chamber. The piston face inside of the chamber has a radial set of face teeth. These face teeth are similar to the face teeth inside of the hydraulic chamber. When the chamber is pressurized, the piston face teeth are pushed away from the hub face teeth allowing the hub to freely rotate. When pressure is released from the chamber, a spring, or a number of springs, push the piston into the hub causing it to stop rotating relative to the piston.

A hydraulic unit and an electromagnetic unit are disposed in directions that are orthogonal to each other. The electromagnetic unit is configured such that a solenoid shaft is held when a coil is energized, and such that movement of the solenoid shaft toward the right side in the drawing is allowed during movement of the piston rod when the coil is not energized. When a hydraulic pressure for a piston is reduced with the coil not energized in a parking unlocked state, switching is performed to a parking locked state with a piston rod moved downward in the drawing while moving the solenoid shaft rightward in the drawing through abutment between a roller of a pin of the piston rod and a distal end portion of the solenoid shaft.

An output shaft receives transmission of a driving force of a motor. A valley forming member has valley portions correspondingly to shift ranges and rotates integrally with the output shaft. An engaging member is biased with a biasing member in a direction to be fitted to a valley portion and is configured to be fitted to a target valley portion, which is a valley portion corresponding to a target shift range. The motor control unit performs a control to drive the motor. The motor shaft, which is a rotary shaft of the motor, and the output shaft have a play therebetween. The motor control unit determines a motor target position to locate the engaging member at a position shifted by a predetermined amount before the center of the target valley portion in the driving direction.

Methods and apparatuses for selecting a plurality of brake assemblies desired for activation during an aircraft taxi braking event from a total number of brake assemblies are disclosed. One method includes determining an estimated peak temperature for each brake assembly and determining a first subset of the brake assemblies having an estimated peak temperature within a predetermined temperature range. The method also includes determining whether the number of first subset brake assemblies is greater than or equal to the number of brake assemblies desired for braking. At least a portion of the first subset brake assemblies is then activated if the number of brake assemblies in the first subset is determined to be greater than or equal to the number of desired brake assemblies, wherein the number of brake assemblies in the activated portion of the first subset is greater than or equal to the number of desired brake assemblies.

A motor vehicle automatic engaged stop system includes an automatic transmission driving at least one wheel and has at least one brake member preventing wheel rotation when engaged and allowing wheel rotation when disengaged. A controller communicates with each of: the brake member to control the brake member; the automatic transmission to control a condition of the automatic transmission, and with a signal device. A brake pedal in communication with the brake member engages the brake member when depressed by a vehicle operator. After the motor vehicle reaches a zero speed the controller energizes the signal device to notify the vehicle operator to release the brake pedal and maintains a vehicle stopped condition with the brake pedal in a released condition and when the motor vehicle is positioned anywhere between uphill and downhill orientation planes.