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.

An embodiment relates to a machine including a prime mover, a drive pulley, a chassis, a subframe, a drive device, a drive belt, and a pulley arrangement. The drive pulley is coupled to the prime mover. The chassis is configured to support at least an operator and the prime mover. The subframe is pivotally coupled to the chassis about a pivot axis. The subframe is further coupled to the chassis via a suspension device. The drive device is configured to drive wheels of the machine. The drive device is configured to be driven by the prime mover. The pulley arrangement is configured to direct the drive belt from the drive pulley to a driven pulley on the drive device. The pulley arrangement comprises at least one idler pulley having a diameter and a rotational axis.

The invention relates to a mechanical non-return mechanism for an aircraft application, wherein the aircraft application can be part of a flight control. The non-return mechanism comprises at least one drag brake, at least one main brake, and at least one ball ramp mechanism.

A multi-disk brake (1) for a motor vehicle has two multi-disk mechanisms (7, 8) and an actuation device (9) for brake actuation and/or brake release of the multi-disk mechanisms (7, 8), and an electric drive (16) for translational actuation (spreading) of the actuation device, such as, in particular, the ramp unit (9). During a spreading operation, the multi-disk mechanisms (7, 8) are pretensioned in a metered manner by the actuation device and produce a desired frictional engagement, and a correspondingly reversed activation of the actuating mechanism enables a correspondingly metered brake release. By means of the electric drive (16), the action of the multi-disk brake (1) can be metered overall in a particularly precise, sensitive and compensated manner in modern vehicle topology, including all peripheral brake components and systems, including recuperation.

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.

A method is provided for scheduling regenerative braking torque, including: sensing a position of an accelerator pedal; generating a torque request value in response to the sensed accelerator pedal position; determining a speed of operation of a motor/generator; determining a torque limit in response to the torque request value and the determined speed of the motor/generator; generating a regenerative braking command in response to the torque limit; and outputting the regenerative braking command to the motor/generator.

A gearwheel (10), in particular a parking interlock gear, includes an annular body (1). The annular body includes a first toothing (2), arranged on an outer circumference of the annular body, for engaging a locking pawl (20), and a second toothing (3), arranged on an inner circumference of the annular body, for the form-locking connection to a shaft (30).

Some embodiments relate to an electro-mechanical actuator that includes a screw, structurally segregated (split) housings, first and second nuts coupled to the screw, a sensor assembly, a plurality of motors, and a controller. The first nut is coupled to a first mounting point, and the second nut is coupled to a second mounting point. The sensor assembly may generate signals indicative of (e.g., relative) positions of left and right units of the actuator or positions of the first nut and the second nut on the screw. The controller controls the motors based on the signals generated by the sensor assembly. The motors may rotate each nut about a screw axis of the screw. This rotation results in one or both nuts moving along the screw. Movement between the first nut and the second nut along the screw adjusts a distance between the first mounting point and the second mounting point.

The hydraulic braking or steering system of a vehicle driven by a hydraulic motor is provided with a secondary supply of hydraulic pressure in the event of failure of the primary supply to the system. The secondary supply is generated by the hydraulic motor when ground-driven by the momentum of the moving vehicle.