A six-gear automatic transmission device is provided for automobiles with a brushless control-by-wire centrifugal ball arm engagement. 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 shifting control of the six-gear automatic transmission for automobile with a brushless control-by-wire centrifugal ball arm engagement device is performed. The technology provides advantages including compact structure, being capable of dynamic gear-shift, no mechanical or hydraulic gear-shift components and low operational energy consumption.

Axial adjustment device (1), comprising a first disk (2) which is rotatable and axially displaceable both in a first circumferential direction (I) and in a second circumferential direction (II), namely a circumferential direction counter to the first circumferential direction (I), and a second disk (3) which is locked against rotation in the first circumferential direction (I) and is rotatable in the second circumferential direction, wherein the second disk (3) has an activating element (8) on its end side facing away from the first disk (2), and wherein the first disk (2) and the second disk (3) each have, on their mutually facing end surfaces, at least three identically formed depressions (4) which lie opposite one another in each case in pairs and thus form at least three pairs of depressions, wherein a rolling element (5) is arranged in each of the pairs of depressions, wherein the depressions (4) each have a slope in the first circumferential direction (I) from a lower dead centre (6) towards an upper dead centre (7), and an actuation arrangement, comprising such an axial adjustment device.

The disclosure relates to an actuator arrangement for operating a clutch and a parking lock in a driveline of a motor vehicle, comprising: a clutch having a clutch actuating member configured to drivingly connect or disconnect a clutch input part and a clutch output part; a parking lock having a locking element movable to a locking position to lock a ratchet wheel, and to a release position to release the ratchet wheel; and a parking lock actuating member for actuating the locking element; a controllable actuator with a movable actuator setting member which is movable into at least three setting positions and is operatively connected to the clutch actuating member and to the parking lock actuating member such that in a first setting position the parking lock is closed, in a second setting position the clutch is closed, and in a third setting position the clutch and the parking lock are opened.

A four-speed transaxle for an electric vehicle comprises four planetary gear sets that is operatively connected to an electric motor, four electric caliper brake systems and one stage gears. The four-speed transaxle produces its first speed ratio when a first and third electric caliper brake systems are disengaged and a second and fourth electric caliper brake systems are engaged. Second speed ratio results when the first and fourth electric caliper brake systems are engaged and the second and third electric caliper brake systems are disengaged. Third speed ratio results when the second and third electric caliper brake systems are engaged and the first and fourth electric caliper brake systems are disengaged. Fourth speed ratio is produced when the first and third electric caliper brake systems are engaged and the second and fourth electric caliper brake systems are disengaged.

A speed change device for shifting the gear of a transmission. The transmission includes a first shifter shaft, a first shifter element associated to the first shifter shaft and arranged for movement in an axial direction of the first shifter shaft for actuating a first set of gears. It further comprises a second shifter shaft and a second shifter element associated to the second shifter shaft and arranged for movement in an axial direction of the second shifter shaft for actuating a second set of gears. One of said first and second shifter shafts is hollow and the other of said first and second shifter shafts is partly arranged coaxially inside the hollow shaft.

The two-speed transmission apparatus for an electric vehicle comprises a planetary gear mechanism 16, a friction brake 28 and a friction clutch 26 in a coaxial arrangement between an input axis 10 and an output axis 12, the first speed is obtained by fastening the friction brake 28 and one-on-one the second speed is obtained by fastening the friction clutch 26. The electric actuator 30 to switch the first speed and the second speed comprises an electric motor 32, a torque-thrust converting mechanism 36 and a pusher 34. The torque-thrust converting mechanism 36 comprises an inside cylindrical screw 40 being rotated by the control motor 32 and an outside cylindrical nut 42 which is screwed with the cylindrical screw 40 and is connected to the pusher 34 so as to integrally axis-move. The control motor 32 may include an electromagnetic brake to fasten the friction brake 28 and the friction clutch 26. The thrust of the axial direction may be transmitted by the swing of an arm 316.

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 vehicle driveline component having a housing, first and second shafts supported by the housing for rotation about a rotary axis, a two-speed transmission in a power transmission path between the first and second shafts, a shift fork and a failsafe spring. The two-speed transmission has a movable member that is movable along the rotary axis between a high-speed position, in which the two-speed transmission operates in a first gear ratio, and a low-speed position in which the two-speed transmission operates in a second gear ratio that provides a higher speed reduction between the first and second shafts than the first gear ratio. The shift fork is coupled to the movable member for movement therewith along the rotary axis. The failsafe spring is disposed coaxially about the rotary axis and biases the movable member toward the high-speed position.

Transmission systems and methods are for a marine propulsion device having an internal combustion engine that drives a propulsor. An input shaft is driven into rotation at a non-zero first rotational speed by the internal combustion engine. An output shaft drives the propulsor into rotation at a non-zero second rotational speed. A planetary gearset transfers power from the input shaft to the output shaft. A band brake is on the planetary gearset. Actuation of the band brake effects a gear change in the planetary gearset. A band brake actuator actuates the band brake to effect the gear change. A controller controls the band brake actuator. Based upon one or more operational characteristics of the marine propulsion device the controller is programmed to control the band brake actuator so that the second rotational speed is less than the first rotational speed.

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.