A power transmission device comprises an engine arranged on a shaft and a first motor. A second motor is arranged on a different shaft from the shaft on which the engine is arranged. A first differential mechanism has a sun gear to which the first motor is connected, a carrier to which the engine is connected, and a ring gear to which the second motor and a drive wheel are connected. A second differential mechanism has a first rotational element to which the first motor is connected, a second rotational element, and a third rotational element to which the engine is connected, and is arranged such that the first motor is located between the first differential mechanism and the second differential mechanism. A case houses the second differential mechanism. A brake mechanism is configured to restrict rotation of the second rotational element and is arranged in the case.

A selectable one-way clutch is provided. The selectable one-way clutch is shifted between overrunning mode and engagement mode by rotating a selector plate interposed between a notch plate and a pocket plate. The selectable one-way clutch comprises: a plunger that is connected to the selector plate and that is reciprocated by the actuator; a thermally shrinkable stopper member that is fitted onto the plunger; and a stationary member to which the stopper member is brought into abutment by a reciprocating motion of the plunger.

A clutch assembly includes a pocket plate having a pocket and a teeter-totter strut retained in the pocket. The teeter-totter strut is pivotable to an engaged position in which an engagement face of the teeter-totter strut extends out from the pocket plate. The teeter-totter strut is pivotable from the engaged position to a disengaged position in which the engagement face of the teeter-totter strut does not extend out from the pocket plate. The clutch assembly is configured so that when a shock load force acts on the teeter-totter strut, the teeter-totter strut is prevented from moving into the engaged position.

A coupling assembly includes first and second coupling members, a locking member, and a blocking structure. The locking member may be a strut, a pawl, or the like. The locking member is disposed between the coupling members and is movable between coupling and uncoupling positions. The coupling position is characterized by abutting-engagement of the locking member with each coupling member. The uncoupling position is characterized by non-abutting engagement of the locking member with at least the first coupling member. The blocking structure is associated with at least one of the first coupling member and the locking member. The blocking structure prevents the locking member from entering the coupling position, and thereby prevents abutting engagement of the locking member with the first coupling member, while rotation of the first coupling member in an engagement direction relative to the second coupling member is above a predetermined rotational speed.

A coupling and control assembly for use in a motor vehicle such as a hybrid vehicle is provided. The assembly includes a first coupling face of an engine powertrain component or part supported by the powertrain component for rotation therewith about an axis. The first coupling face has a first set of locking formations. The assembly also includes a coupling member supported on a stationary member of the vehicle. The coupling member has a second coupling face in close-spaced opposition with the first coupling face. The assembly further includes an electromechanical actuator to move a locking element across a gap towards the first coupling face to a coupling position in response to the actuator receiving an electrical control signal. The locking element abuttingly engages one of the locking formations to prevent rotation of the powertrain component in a first direction about the axis in the coupling position.

A coupling assembly includes first and second coupling members, a locking member, and a blocking structure. The locking member may be a strut, a pawl, or the like. The locking member is disposed between the coupling members and is movable between coupling and uncoupling positions. The coupling position is characterized by abutting-engagement of the locking member with each coupling member. The uncoupling position is characterized by non-abutting engagement of the locking member with at least the first coupling member. The blocking structure is associated with at least one of the first coupling member and the locking member. The blocking structure prevents the locking member from entering the coupling position, and thereby prevents abutting engagement of the locking member with the first coupling member, while rotation of the first coupling member in an engagement direction relative to the second coupling member is above a predetermined rotational speed.

A force limiting system and method are provided for limiting loads in aircraft nose or main landing gear having wheels powered by taxi drive systems mounted within the landing gear wheels to drive aircraft on the ground. The force limiting system may include mechanical components selected to limit or minimize spin-up mass and to releasably connect the taxi drive system to a landing gear wheel section so that operation of the taxi drive system to drive a landing gear wheel is prevented in the presence of a predetermined maximum load. The load limiting system employs mechanical components engineered to securely connect the taxi drive system to the landing gear wheel during operation and to release the taxi drive system from connection to the wheel when loads applied to system components exceed an established or recommended maximum load.

An electric drive unit clutch for an automobile includes a first rotatable shaft, a one-way clutch fixedly mounted onto the first rotatable shaft, a dog clutch slidingly mounted onto the first rotatable shaft and adapted to rotate with the first rotatable shaft, a clutch ring positioned between the one-way clutch and the dog clutch, and a second rotatable shaft rotatable engaged with the clutch ring, wherein the clutch ring is adapted to transfer rotational motion from the second rotatable shaft through the one-way clutch and the dog clutch to the first rotatable shaft.

The disclosure relates to an overrunning clutch, comprising a torque-introducing clutch element, a torque-receiving clutch element and switching element, which is forced from an engagement position into a freewheeling position or from a freewheeling position into an engagement position in dependence on the direction of a sufficient change in the rotational angle position between the torque-introducing clutch element and the torque-receiving clutch element by means of an actuating force applied to the switching element by an actuator. According to the disclosure, the actuating force is a friction-induced actuating force, which is induced by means of a friction-force pairing between the actuator and a component of the overrunning clutch that is in frictional contact with the actuator and the actuator forms an interlockingly acting actuating stop, by means of which the actuating force acts on the switching element.

A clutch assembly includes a pocket plate having a pocket and a teeter-totter strut retained in the pocket. The teeter-totter strut is pivotable to an engaged position in which an engagement face of the teeter-totter strut extends out from the pocket plate. The teeter-totter strut is pivotable from the engaged position to a disengaged position in which the engagement face of the teeter-totter strut does not extend out from the pocket plate. The clutch assembly is configured so that when a shock load force acts on the teeter-totter strut, the teeter-totter strut is prevented from moving into the engaged position.