A power closure actuator for powering a movable closure includes an output member configured to drive movement of the movable closure, a motor coupled through a gear reduction to drive the output member, and an integrated brake-clutch unit having an input configured to receive drive power from the electric motor. The brake-clutch unit provides independent braking and clutching between the electric motor and the output member via an electric brake actuator and an electric clutch actuator, respectively. Brake and clutch portions of the brake-clutch unit act on a rotor, and brake force can be maintained on the rotor without powering the brake actuator. A clutch disc is biased disengaged from the rotor. The integrated brake-clutch unit provides a drive state between the electric motor and the output member when the brake portion is released concurrently with the clutch portion establishing a power coupling between the clutch disc and the rotor.

Methods and systems for nacelle door electromechanical actuation may include a power distribution unit comprising a motor and differential gears; and a plurality of electromechanical actuators, each coupled to an output of a corresponding one of the differential gears. Each of the electromechanical actuators may include a configurable brake and a mechanical output, where the power distribution unit may provide mechanical torque to one of the electromechanical actuators via the motor and the differential gears based on configuration of the configurable brakes in each of the electromechanical actuators. At least one of the configurable brakes may be an electrically configurable brake. At least one of the configurable brakes may be a mechanically configurable brake. The differential gears may include two or more differential gears for receiving an input torque and supplying an output torque to one of a plurality of outputs of the differential gears.

A damping arrangement for dampening rotational irregularities in a drive train of a motor vehicle, having a slip arrangement providing slip between an input and output region of a torque-transmitting arrangement. The slip arrangement has a closed-loop control device that performs closed-loop control of the slip dependent on a measured signal for a rotational irregularity. The closed-loop control device performs closed-loop control of the slip dependent on at least one characteristic variable of a periodic oscillation component of an alternating component of a rotational speed proceeding from an average rotational speed. A sensor device is connected to the closed-loop control device and is designed to ascertain the average rotational speed in the torque-transmitting path downstream of the slip arrangement and to ascertain a frequency of the alternating component in the torque-transmitting path upstream of the slip arrangement.

A damping arrangement for dampening rotational irregularities in a drive train of a motor vehicle, having a slip arrangement providing slip between an input and output region of a torque-transmitting arrangement. The slip arrangement has a closed-loop control device that performs closed-loop control of the slip dependent on a measured signal for a rotational irregularity. The closed-loop control device performs closed-loop control of the slip dependent on at least one characteristic variable of a periodic oscillation component of an alternating component of a rotational speed proceeding from an average rotational speed. A sensor device is connected to the closed-loop control device and is designed to ascertain the average rotational speed in the torque-transmitting path downstream of the slip arrangement and to ascertain a frequency of the alternating component in the torque-transmitting path upstream of the slip arrangement.

A torque-dependent, releasable clutch for a hand-held power tool is specified, which includes a first clutch element, which interacts with a second clutch element to transmit a torque, at least one of the two clutch elements being movable with respect to the other clutch element and being pretensioned by a spring element, the spring element having a nonlinear load-displacement characteristic.

A manual gearbox section for a vehicle includes a section input, a section output, a freewheel device situated in a freewheel torque path between the section input and the section output, and a clutch device situated in a clutch torque path between the section input and the section output. The clutch torque path forms a bypass path with respect to the freewheel device and/or the freewheel torque path. The freewheel device is in the form of a rotational-speed-dependent freewheel device. The freewheel device is in a freewheeling state at a first rotational speed and in a coupled state at a second rotational speed. The second rotational speed is higher than the first rotational speed.

An integrated driveline (136, 236, 336, 36, 436) slip clutch (154, 254, 354, 454) system for a large square baler (28) for controlling a transfer of power from a tractor (26) to the baler (28). The clutch (254) system includes a slip clutch (154, 254, 354, 454) having a number of clutch plates (388). The slip clutch (154, 254, 354, 454) is moveable between a disengaged relationship in which no power is transferred from a driveline (136, 236, 336, 36, 436) to a gearbox (140, 240, 340, 40, 440), and one or more engaged relationships in which amounts of power are transferred from the driveline (136, 236, 336, 36, 436) to the gearbox (140, 240, 340, 40, 440). Movement of the slip clutch (154, 254, 354, 454) between engagement relationships may be controlled mechanically (by, e.g., centrifugal force) or electronically. For electronic control, a controller receives input data from sensors (504) concerning operation of the baler (28), and controls a valve to introduce or remove hydraulic fluid to or from a clutch cylinder (276, 376, 476) or a double acting cylinder (496) in accordance with a pressure control profile which ramps hydraulic pressure through levels to achieve the engagement relationships.

An integrated driveline (136, 236, 336, 36, 436) slip clutch (154, 254, 354, 454) system for a large square baler (28) for controlling a transfer of power from a tractor (26) to the baler (28). The clutch (254) system includes a slip clutch (154, 254, 354, 454) having a number of clutch plates (388). The slip clutch (154, 254, 354, 454) is moveable between a disengaged relationship in which no power is transferred from a driveline (136, 236, 336, 36, 436) to a gearbox (140, 240, 340, 40, 440), and one or more engaged relationships in which amounts of power are transferred from the driveline (136, 236, 336, 36, 436) to the gearbox (140, 240, 340, 40, 440). Movement of the slip clutch (154, 254, 354, 454) between engagement relationships may be controlled mechanically (by, e.g., centrifugal force) or electronically. For electronic control, a controller receives input data from sensors (504) concerning operation of the baler (28), and controls a valve to introduce or remove hydraulic fluid to or from a clutch cylinder (276, 376, 476) or a double acting cylinder (496) in accordance with a pressure control profile which ramps hydraulic pressure through levels to achieve the engagement relationships.

A drivetrain layout that includes a primary gear reduction, a continuously variable transmission (CVT), a peak torque limiting (PTL) device and a range box is provided. The primary gear reduction is operationally engaged to an output of a motor. The CVT includes a primary pulley and a secondary pulley. The primary pulley of the CVT is operationally engaged to the primary gear reduction. The primary gear reduction reduces a rotational speed of the output of the motor that is coupled to the primary pulley of the CVT. The range box is operationally engaged with the secondary pulley of the CVT. The range box is configured to coupled torque between the CVT and wheels of a vehicle. The PTL device in operational engagement between the secondary pulley of the CVT and the range box, the PTL device configured to protect the drivetrain layout from torque transients.

A drivetrain layout that includes a primary gear reduction, a continuously variable transmission (CVT), a peak torque limiting (PTL) device and a range box is provided. The primary gear reduction is operationally engaged to an output of a motor. The CVT includes a primary pulley and a secondary pulley. The primary pulley of the CVT is operationally engaged to the primary gear reduction. The primary gear reduction reduces a rotational speed of the output of the motor that is coupled to the primary pulley of the CVT. The range box is operationally engaged with the secondary pulley of the CVT. The range box is configured to coupled torque between the CVT and wheels of a vehicle. The PTL device in operational engagement between the secondary pulley of the CVT and the range box, the PTL device configured to protect the drivetrain layout from torque transients.