In a manufacturing method for a sliding member, a nitrogen diffusion layer, a nitrogen compound layer, and an oxidation layer are formed by executing a first step of cooling a workpiece formed of a steel material after heating the workpiece in an atmosphere containing ammonia at 570 to 660 C., a second step of performing, subsequently to the first step, tempering while pressurizing a front surface side of the workpiece, and a third step of performing, subsequently to the second step, steam treatment of heating the workpiece in a steam atmosphere.

In a manufacturing method for a sliding member, a nitrogen diffusion layer, a nitrogen compound layer, and an oxidation layer are formed by executing a first step of cooling a workpiece formed of a steel material after heating the workpiece in an atmosphere containing ammonia at 570 to 660 C., a second step of performing, subsequently to the first step, tempering while pressurizing a front surface side of the workpiece, and a third step of performing, subsequently to the second step, steam treatment of heating the workpiece in a steam atmosphere.

A power transmitting component that includes a clutch, a valve and a ball ramp mechanism. The clutch has a hub, a housing, a clutch pack and an apply plate. The clutch pack has sets of friction plates that are mounted to the hub and the housing. The valve includes a valve element, which is received in a bore in the hub, an inlet and an outlet. The ball ramp mechanism has first and second ball ramp rings and is operable for selectively translating the apply plate to compress the friction plates against the housing as well as for translating the valve element to open the valve. The second ball ramp ring is coupled to the hub for rotation therewith. The first ball ramp ring is rotatable relative to the second ball ramp ring.

A power transmitting component that includes a clutch, a valve and a ball ramp mechanism. The clutch has a hub, a housing, a clutch pack and an apply plate. The clutch pack has sets of friction plates that are mounted to the hub and the housing. The valve includes a valve element, which is received in a bore in the hub, an inlet and an outlet. The ball ramp mechanism has first and second ball ramp rings and is operable for selectively translating the apply plate to compress the friction plates against the housing as well as for translating the valve element to open the valve. The second ball ramp ring is coupled to the hub for rotation therewith. The first ball ramp ring is rotatable relative to the second ball ramp ring.

A transfer device is provided, which includes an input shaft configured to receive a driving force generated by a drive source, an output shaft configured to output a portion of the driving force to part-time drive wheels of a vehicle, a transfer case accommodating the input and output shafts, at least two output bearings rotatably supporting the output shaft, and a constant-velocity (CV) joint connected to the output shaft and provided on a first side of the part-time drive wheels with respect to the output shaft. The output shaft is formed with a recessed opening portion opening toward the first side and receiving at least a part of the CV joint therein. The transfer case has an annular intruding part extending from the first side of the output shaft into the recessed opening portion. A first output bearing is located inside the recessed opening portion.

A magnetic brake assembly for use with a wheel rim is described. The brake assembly includes a rotor secured to rotate with the rim and a stator secured to be rotationally stationary relative to the rotor. One of the rotor and stator has an electrically conductive body and the other of the rotor and stator has a magnetic array including a plurality of magnets configured to generate a magnetic flux. An actuator is connected to at least one of the electrically conductive body and magnetic array to selectively effect a brake mode and a non-brake mode. In the brake mode, the magnetic array induces eddy currents in the electrically conductive body to generate a magnetic braking force when the rim rotates above a threshold speed and in the non-brake mode, the induced eddy currents cause a negligible or no magnetic braking force as the rim rotates above the threshold speed.

A magnetic brake assembly for use with a wheel rim is described. The brake assembly includes a rotor secured to rotate with the rim and a stator secured to be rotationally stationary relative to the rotor. One of the rotor and stator has an electrically conductive body and the other of the rotor and stator has a magnetic array including a plurality of magnets configured to generate a magnetic flux. An actuator is connected to at least one of the electrically conductive body and magnetic array to selectively effect a brake mode and a non-brake mode. In the brake mode, the magnetic array induces eddy currents in the electrically conductive body to generate a magnetic braking force when the rim rotates above a threshold speed and in the non-brake mode, the induced eddy currents cause a negligible or no magnetic braking force as the rim rotates above the threshold speed.

A clutch system for coupling a drive shaft of a motor vehicle engine to a transmission input shaft of a motor vehicle transmission is disclosed. The clutch system includes a friction clutch for transmitting a torque between a torque-introducing element and a torque-discharging element. The system includes a ramp system for the axial displacement of a pressure plate of the friction clutch, wherein the ramp system has an input ramp and an output ramp, which can be turned in relation to the input ramp to change an axial extent of the ramp system. A pilot clutch for actuating the ramp system based on a differential speed between the torque-introducing element and the torque-discharging element is provided. The clutch system further includes an electromagnet for the magnetic actuation of the pilot clutch, wherein the pilot clutch is arranged between the friction clutch and the electromagnet in the axial direction and the ramp system is arranged radially on the inside in relation to the pilot clutch and/or in relation to the friction clutch.

The present invention discloses a three-gear automatic transmission for electric vehicle with a brushless control-by-wire centrifugal ball arm engagement device. One brushless control-by-wire centrifugal ball arm engagement device is provided between each gear input gear and each gear driving gear; and by controlling the engagement and disengagement of the brushless control-by-wire centrifugal ball arm engagement device, the shift control of the three-gear automatic transmission for electric vehicle with a brushless control-by-wire centrifugal ball arm engagement device is performed. The present invention has such advantages as compact structure, being capable of dynamic gear-shift, no mechanical or hydraulic gear-shift components and low operational energy consumption.

A clutch system for a motor vehicle includes a friction clutch, a ramp system, a driver, and a magnetic clutch. The friction clutch includes a pressure plate, and is arranged for transmitting a torque between a torque admission element and a torque release element. The ramp system is for axially displacing the pressure plate. The ramp system has an input ramp and an output ramp, rotatable relative to the input ramp, for varying an axial extent of the ramp system as a result of a speed differential between the torque admission element and the torque release element. The driver is coupled to the input ramp and supported so as to allow relative rotation on the torque admission element. The magnetic clutch is for rotationally coupling the driver to the torque admission element.