Abstract: A geared rotary actuator comprising first and second reduction gear trains, an earth for fixing the actuator in use, and an output member moveable relative to said earth for connection to a component to be moved by the actuator, said first and second reduction gear trains each including a respective rotary input member and a respective output, said first and second gear train input members being arranged in use to be driven by respective sources of rotary movement and said gear trains having fixed, equal, step-down gear ratios between their input and output, and, the actuator further including output summing means interconnecting said outputs of said first and second gear reduction trains with said output member of the actuator whereby movement of said output member relative to said earth in response to rotation of said gear train input members is the sum of the movements of said gear train outputs.

Abstract: A drive unit (20) particularly suited for a motor vehicle 1 which is driven by a plurality of axles, which drive unit (20) comprises a primary drive source for solely driving a first driving axle (2), and a secondary drive source which, together with the primary drive source, via a superposition drive, serves to drive a second driving axle (3). The drive unit comprises a superposition drive (14) which comprises a first input shaft (17) for establishing a driving connection with a primary driveshaft, a second input shaft (18) and an output shaft (19), and an electric motor (15) with a rotor and a stator constituting the secondary drive source whose one part (rotor, stator) is connected to the second input shaft (18) of the superposition drive (14) and whose other part (stator, rotor) is connected to a further rotating member of the superposition drive (14).

Abstract: Of each rotating element of a second planetary gearset and a third planetary gearset, a first rotating element is constructed of a sun gear, a second rotating element is constructed of connected ring gears, a third rotating element is constructed of connected carriers, and a fourth rotating element is constructed of a sun gear. The first rotating element is connected to a case by a brake, the second rotating element is connected to the case by a brake, the fourth rotation element is connected to an input shaft via a clutch, the second rotation element is connected to the input shaft via a clutch, the first rotating element is integrally connected to a ring gear of a first planetary gearset, a third rotating element is integrally connected to an output gear, and six forward speeds from a first speed “1st” to a sixth speed “6th”, and a reverse speed “Rev” are achieved according to an operation table.

Abstract: In order to reduce shift shock in shifting from a 2 driving range to a 3 driving range and improve the endurance of an automatic transmission, a 2-3 up-shifting shift control device of an automatic transmission of the present invention is provided, comprising a vehicle speed sensor, a shift lever position sensor, a throttle position sensor, a shift control unit, and a shift drive unit performing a predetermined 2-3 upshifting drive control operation by controlling hydraulic pressures in response to the sensors.

Abstract: A transfer case for a vehicle having two-wheel drive and four-wheel drive operating modes operatively established by a drive transfer mechanism that is selectively employed to interconnect a main power drive shaft construction for the drive of a first set of wheels with an auxiliary drive shaft for the drive of a second set of wheels. The drive transfer mechanism includes a clutch assembly package comprising a control rod supported for movement in a direction coaxial to the longitudinal axis of the auxiliary drive shaft. The clutch assembly includes a clutch collar supported within the auxiliary drive shaft on the control rod for movement therewith to alternately connect and disconnect the power shaft with the auxiliary drive shaft. For multi-ratio case operation, the power shaft construction may have an input and output power shaft sections that are selectively interconnected by a planetary gear set and a speed shift collar.

Abstract: A bevel-pinion shaft (5) of a differential of a motor vehicle is supported in a housing (1) by two spaced unilaterally loadable double-row tandem angular-contact ball bearings (16,17) which face each other in an O-arrangement. Compared to the classical support by conical-roller bearings, a substantially lower frictional moment and substantially lower bearing wear are attained by the bearing arrangement of the present invention.

Abstract: The method serves for the shift sequence control of a continuous automatic transmission, especially of a motor vehicle, having gear-stage switchover. The transmission ratio of the automatic transmission is adjustable within a set gear stage by means of an adjusting unit. Here, it is provided that a coordinated, data-dependent control of the gear stage switchover and the continuous transmission ratio adjustment takes place with the aid of a common shift sequence control system.

Abstract: A differential system includes a case, a pair of pinion gears, a pair of side gears and an electrically operable coupling including a magnetically responsive fluid. The coupling selectively drivingly interconnects one of the side gears and the case. In one instance, the present invention includes a rotor having a plurality of outwardly extending blades positioned in communication with a magneto-rheological fluid. An electromagnet is selectively actuated to change the viscosity of the magneto-rheological fluid. In this manner, the differential may function as an “open” differential, a “locked” differential or a differential accommodating a limited-slip condition.

Abstract: A shaft drive (10), which may be produced without problem and easily—even in a cascade—assembled, may be achieved, whereby the support ring (18) produced such as to be floating relative to the housing is rotationally fixed on the front side to a housing base plate (12) and enclosed by a housing cover (20), similarly fixed to the base plate (12), in which the drive shaft (25) for the crowned drive ring (27), which may rotate relative to the support ring (18), has a floating bearing. The inner wheel (28), extending through both rings is however not supported in the housing, but rather mounted on the drive shaft (14) extending coaxially into the housing (11) through the base plate (12), by means of the wave generator drive core (30), the base plate (12) being non-rotationally mounted in front of the bearing plate (32) of the above.

Abstract: A brake negative pressure control apparatus and method, and an engine control unit for an internal combustion engine are provided for ensuring a negative pressure within a brake booster and a stable combustion while avoiding a complicated control. The brake negative pressure control apparatus comprises a negative pressure sensor for detecting a negative pressure within the brake booster, and an ECU for disabling the combustion mode to be set to the stratified combustion when the detected negative pressure is lower than a first predetermined negative pressure. The ECU controls a throttle valve opening in accordance with a target throttle valve opening in a homogeneous combustion mode when the ECU disables the combustion mode to be set to the stratified combustion.