The invention relates to a gearbox (1) comprising: a gearbox body (1A) defining an enclosure (1B), an input shaft (2), an output shaft (3) and a mechanism (4) for transmitting the movement of the input shaft (2) to the output shaft (3), said mechanism (4) for transmitting movement comprising at least one clutch (5) and a clutch (5) control device, the clutch (5) comprising a driving element (6) and a driven element (7) mounted rotatably secured to the output shaft (3) and having its axial movement limited in at least one direction along the output shaft (3), and the clutch (5) control device comprising a member for controlling the movement of the driving element (6) and the driven element (7) towards one another to allow the clutch (5) to pass from the declutched position to the clutched position. The control member is formed by the gearbox body (1A) mounted to slide along the output shaft (3).

An axle disconnect assembly, including: a housing; a shaft; a sleeve non-rotatably connected to the shaft and including teeth; a shift assembly; and at least one resilient element directly connected to the shift assembly. In a first blocked mode, the teeth of the sleeve contact the power output without meshing with teeth of the power output, the shift assembly deflects the at least one resilient element to at least one first shape, and the at least one resilient element urges the sleeve against the power output. In a second blocked mode, the teeth of the sleeve are meshed with the teeth of the power output, a force blocks disengagement of the sleeve from the power output, the shift assembly deflects the at least one resilient element to at least one second, and the at least one resilient element urges the sleeve away from the power output without displacing the sleeve.

An axle disconnect assembly, including: a housing; a shaft; a sleeve non-rotatably connected to the shaft and including teeth; a shift assembly; and at least one resilient element directly connected to the shift assembly. In a first blocked mode, the teeth of the sleeve contact the power output without meshing with teeth of the power output, the shift assembly deflects the at least one resilient element to at least one first shape, and the at least one resilient element urges the sleeve against the power output. In a second blocked mode, the teeth of the sleeve are meshed with the teeth of the power output, a force blocks disengagement of the sleeve from the power output, the shift assembly deflects the at least one resilient element to at least one second, and the at least one resilient element urges the sleeve away from the power output without displacing the sleeve.

Methods and systems are provided for a vehicle park lock. In one example, the park lock may be configured with a first portion having a first set of teeth and a second portion having a second set of teeth configured to engage with the first set of teeth. The first portion may be coupled to a rotating part of the vehicle while the second portion may be coupled to a stationary part of the vehicle. The second portion may include actuating devices to actuate the sliding of the second set of teeth, the actuating devices including a motion source, elastic elements, and one or more ramps.

A profiled wheel assembly for coupling to a shaft includes a profiled wheel having a first guide slot extending radially outwardly from a central aperture of the profiled wheel and a first assembly slot spaced apart from and parallel to the first guide slot. A retainer is supported on the profiled wheel for movement between a lock position wherein the retainer axially locks the profiled wheel relative to the shaft and a release position wherein the retainer axially unlocks the profiled wheel relative to the shaft.

A profiled wheel assembly for coupling to a shaft includes a profiled wheel having a first guide slot extending radially outwardly from a central aperture of the profiled wheel and a first assembly slot spaced apart from and parallel to the first guide slot. A retainer is supported on the profiled wheel for movement between a lock position wherein the retainer axially locks the profiled wheel relative to the shaft and a release position wherein the retainer axially unlocks the profiled wheel relative to the shaft.

A power transmission apparatus of a hybrid electric vehicle includes an input shaft configured of receiving an engine torque, a motor shaft configured of receiving a torque of a motor/generator, first and second planetary gear sets respectively having first to third rotation elements and fourth to sixth rotation elements, a first shaft connected to the first rotation element and selectively connectable to each of the input shaft and the motor shaft, a second shaft fixedly connecting the second and fifth rotation elements, and selectively connectable to the input shaft, the motor shaft, and a transmission housing, respectively, a third shaft fixedly connecting the third and fourth rotation elements and selectively connectable to the transmission housing, a fourth shaft fixedly connecting the sixth rotation element and an output gear, and a plurality of engagement elements including at least one clutch and at least one brake.

A power transmission apparatus of a hybrid electric vehicle includes an input shaft configured of receiving an engine torque, a motor shaft configured of receiving a torque of a motor/generator, first and second planetary gear sets respectively having first to third rotation elements and fourth to sixth rotation elements, a first shaft connected to the first rotation element and selectively connectable to each of the input shaft and the motor shaft, a second shaft fixedly connecting the second and fifth rotation elements, and selectively connectable to the input shaft, the motor shaft, and a transmission housing, respectively, a third shaft fixedly connecting the third and fourth rotation elements and selectively connectable to the transmission housing, a fourth shaft fixedly connecting the sixth rotation element and an output gear, and a plurality of engagement elements including at least one clutch and at least one brake.

A clutch arrangement having a first coupler mounted for rotation with a first input gear, a second coupler mounted for rotation with a second input gear, and an input-gear selector mounted for rotation with an input shaft and positioned between the first and second couplers. The input-gear selector is movable on the input shaft relative to the first and second couplers. Engagement of the input-gear selector with the first coupler drives rotation of the first input gear with rotation of the input shaft, and engagement of the input-gear selector with the second coupler drives rotation of the second input gear with rotation of the input shaft.

There is disclosed an aircraft engine assembly including an engine having an engine shaft; an output shaft; a clutch in driving engagement between the engine shaft and the output shaft. The clutch has a first component in driving engagement with the engine shaft and a second component. The clutch is operable between first and second configurations. In the first configuration, the first component is rotatable relative to the second component and the engine shaft is rotatable relative to the output shaft. In the second configuration, the first and second components are engaged with one another and the engine shaft rotates with the output shaft. A mechanical lock is operable between first and second positions. In the first position, the mechanical lock is disengaged from the first component. In the second position, the first and second components are secured for joint rotation one relative to the other.