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.

A parking brake includes an inhibitor device (31), which can be associated with a drive shaft (3) for rotating therewith, the inhibitor device (31) being actuated by centrifugal force. The parking brake further includes a locking member (33) adapted to engage the inhibitor device (31) when actuated. The inhibitor device (31) is configured to prevent the engagement of the locking member with the inhibitor device when the inhibitor device rotates at a speed greater than a minimum speed, so as to prevent the application of the parking brake.

An electronic mechanical brake system and a vehicle. The electronic mechanical brake system includes a brake pedal, an electronic brake mechanism, a mechanical brake mechanism, a brake, and a switch mechanism with a first state and a second state. The electronic brake mechanism includes a controller and an electronic signal sensor. The controller, the electronic signal sensor, and the brake are electrically connected. When the switch mechanism is in the first state, the electronic signal sensor is configured to receive a braking signal of the brake pedal and transmit the braking signal to the controller. The controller controls the brake to brake based on the braking signal. The electronic mechanical brake system can improve driving safety. In addition, reliability of the mechanical brake system is high, and costs are low.

An electro-mechanical park lock actuator includes a shaft and a circuit board. The shaft is arranged for connecting to a transmission park pawl. The circuit board includes a first non-contact inductive position sensor integrated circuit, a first trace electrically connected to the first non-contact inductive position sensor integrated circuit for determining an angular position of the shaft, and an electrical connector for connecting the circuit board to an external master controller. In some example embodiments, the electro-mechanical park lock actuator includes an electric motor drivingly connected to the shaft, and a transmission arranged in a torque path between the electric motor and the shaft.

An example apparatus includes a base including a first locking surface, a wheel including an axle, and a locking body at the axle of the wheel to rotate with the wheel. The locking body includes a second locking surface to engage the first locking surface of the base to lock the wheel. The apparatus further includes a plate spring that captures the axle of the wheel to allow wheel to rotate. The plate spring urges the second locking surface of the locking body against the first locking surface of the base to lock the wheel. The plate spring is to deflect under application of an external force to separate the second locking surface of the locking body from the first locking surface of the base to allow the wheel to roll.

A method, apparatus and vehicle for controlling a ride level for a vehicle having at least one first axle having a first air suspension and/or one second axle having a second air suspension, a parking brake and an operating brake, including: reading a ride level variation signal, indicating a ride level variation to be performed; providing a parking break release signal to an interface to a parking brake valve that, responding to the ride level variation signal, releases and engages the parking brake installation, the parking brake release signal being for actuating the parking brake valve for releasing the parking brake installation; and providing a first control signal to an interface to a first valve of the first air suspension and/or a second control signal to an interface to a second valve of the second air suspension while using the ride level variation signal for performing the ride level variation.

Provided is a disc brake including: a piston, which has a bottomed cylindrical shape, and is configured to press inner and outer brake pads against a disc rotor; a nut member (thrust member) configured to thrust the piston through rotation of a spindle driven by an electric motor; a rotation stopping member configured to restrict rotation of the nut member relative to the piston; a flat surface portion, which is formed on an inner side of the piston, and is configured to restrict rotation of the rotation stopping member and stop the rotation stopping member through engagement; and a fixing member configured to restrict movement of the rotation stopping member in an axial direction relative to the piston. This configuration allows easy manufacture of the nut member.

A control device for a power transmission mechanism includes a controller. The power transmission mechanism includes an engagement mechanism and an operation mechanism including a movable member and a guide member. The guide member includes a plurality of guide areas being configured to move relative to the movable member to guide the movable member to an engaging position or to a disengaging position. The controller is configured to switch, when determining that a predetermined condition related to traveling of the vehicle is satisfied, a contact guide area that is in contact with the movable member to guide the movable member to the engaging position or to the disengaging position, from a first guide area to a second guide area that are included in the plurality of guide areas.

A diff-lock operation shaft 50 is supported by a case 11 in such a manner as to be rotatable around an axis P1 of the diff-lock operation shaft 50 and operates a diff-lock section 48 to a lock position A2 by being rotated, and a first coil spring 51 is wound around the outer surface of the diff-lock operation shaft 50 concentrically with the diff-lock operation shaft 50, and is linked at one end portion 51b to the diff-lock operation shaft 50 and at another end portion 51a to linking members 55 and 56. The first coil spring 51 is twisted around the axis P1 via the linking members 55 and 56 by the manual operation tool 58 being operated, and the diff-lock operation shaft 50 is rotated via the first coil spring 51.

An electronic parking pawl actuator which uses a smaller motor and higher gear ratio has the ability to configure a rooster comb to engage with various park detents, and reduces the mechanical and software design complexity. Furthermore, the electronic park actuator limits the amount of back drivable range (unable to perform an external park to neutral shift) for theft deterrence, and also allows operation (speed performance) and a lower motor peak current. The electronic parking pawl actuator includes an electric motor, a drive gear, the drive gear operable for being driven by the electric motor, and a drive mechanism, the drive mechanism is operable for being driven by the drive gear. The drive mechanism is engaged with an output shaft of a gear selector of a transmission, and the drive mechanism is rotatable relative to the drive gear, allowing the output shaft to be located in a desired position.