Abstract: A method and system for controlling downshifting in an automated mechanical transmission system (10) utilized on a vehicle. When an automatic power downshift from a currently engaged ratio (GR) is required, the engine acceleration (EA) is monitored and compared with an engine free acceleration (EFA) to detect a false Neutral condition and to take appropriate action accordingly. Alternatively, a false Neutral condition is detected when the Absolute Value of the rotational speed of the output shaft (OS) times the currently engaged gear ratio (GR) minus the rotational speed of the input shaft (IS) is less than a predetermined value (ABS((OS*GR)?IS)).

Abstract: A drive axle, in particular an industrial truck drive axle, has an electric motor (2), a differential (4) of a traction drive, which differential is oriented coaxially with the electric motor, and a planetary gear set (3) that is connected between the electric motor (2) and the differential (4). To reduce the effort and expense required to construct the drive axle, the electric motor (2) can be connected in a drive connection by means of a coupling device (5) that is in an operative connection with the planetary gear set (3), with the traction drive, and/or with a work drive. The electric motor (2) can thereby feed a work drive alternatively or in addition to the traction drive.

Abstract: A method for controlling a drivetrain (1) in a motor vehicle is disclosed, in particular in an off-road vehicle with a drive unit (2), a multi-group transmission (4) and an output. The multi-group transmission (4) comprises at least an automatic gearbox (8) and a subsequent range transfer box (9) which may be switched by means of switching elements (24, 25). On changing the ratio in the range transfer box (9), a synchronisation of the switching element (24 or 25), for switching in the range transfer box (9), is carried out by means of a controller of switching elements in the automatic gearbox (8).

Abstract: A limited slip differential device has differential gears, a clutch to limit the differential function of the differential gears, and a electromagnetic solenoid including a plunger and a coil. The plunger is set to move forward to engage the clutch by electromagnetic force of the coil in a differential limit state and move backward by a return spring to disengage said clutch in a differential limitless state. The plunger contacts with a contacting member in at least one state of the differential limit state and the differential limitless state, and their contact area is set smaller than a facing area between them in at least the one state.

Abstract: A twin-clutch manual transmission including: first and second input shafts provided with respective clutches; a counter shaft parallel to these input shafts; gear sets of an odd-numbered gear range group disposed between the rear end portion of the first input shaft and the counter shaft; gear sets of the even-numbered gear range group disposed between the second input shaft and the counter shaft; an output shaft being concentric with and abutting on a rear end of the first input shaft; and a synchronizer provided between the rear end of the first input shaft and the output shaft to provide a direct-coupling gear range. The odd-numbered gear range group includes the direct-coupling gear range.

Abstract: A vehicle transmission transmits torque from an engine to a drive axle and includes a power shift transmission and a reverser module. A control system and method automatically partially disengages the reverser module during a shift of the power shift transmission with nearly no effect upon the operating condition of the engine, so that a portion of the torque generated by the engine continues to be transmitted at all times to the drive axle.

Abstract: In a lockup control apparatus and method for a vehicular torque converter, the torque converter is controlled to be under a steady-state lockup state by a lockup clutch during a steady-state traveling state, and the torque converter is controlled to be under a coast lockup state during a coasting state where an accelerator opening angle is completely closed, and a lockup state is released when an engine speed becomes equal to or lower than a predetermined lockup release rotational speed. Moreover, an actual lockup release time between a time point when a lockup release command for releasing the lockup state is outputted and a time point when the lockup clutch becomes completely released is calculated, and the lockup release rotational speed is set on the basis of the calculated actual lockup release time.

Abstract: A differential assembly includes a differential housing defining a chamber and a pair of aligned openings communicating with the chamber. A pair of output shafts extend through the openings in the differential housing and include end segments located within the chamber. A pair of side gears are positioned within the chamber and fixed to the end segments of the output shaft. Paired sets of pinions are rotatably mounted within the differential housing and placed in meshed engagement with each other and with one of the side gears. A retention assembly interconnects the end segments and includes a spacer having a web positioned between and walls partially encompassing the end segments. The retention assembly includes a ring surrounding the spacer to selectively retain and allow removal of clips engaged with the end segments.

Abstract: For a first gear ratio, the flyweights engage the clutch and thus connect the input to the sun wheel, whilst the ring gear is immobilised by the free wheel. For the second gear ratio, the flyweights push the ring gear against the axial thrust of the helical teeth in a direction causing the engagement of the clutch against the ring and thus, at the same time, the disengagement of the clutch. The thrust produced by the teeth on the ring gear decreases and transmission then occurs from the input to the ring gear, whilst the sun wheel is immobilised by its free wheel. The speed increases further, the flyweights rise further, compress the prestressed springs and push the ring in the direction of the engagement of the clutch, which produces direct drive.

Abstract: A second planetary gear unit PR and a clutch C1 for outputting reduced speed rotation are located on one axial side of a first planetary gear unit PU, with an output unit located therebetween. A clutch C2 which connects/disconnects an input shaft 2 to/from a sun gear S2 of the planetary gear unit PU and a clutch C3 connects and disconnects the input shaft to/from a carrier CR2 of the planetary gear unit are on the other axial side of the first planetary gear unit PU. Compared with a transmission wherein a clutch C2 or clutch C3 is located between the second planetary gear unit PR and the planetary gear unit PU, the second planetary gear unit PR and the first planetary gear unit PU can be located closer together, and a member which transmits the reduced speed rotation can be made shorter. Further, compared to the case wherein, for example, the clutches C1, C2, C3 are located together on one axial side, oil supply to their servos is simplified.

Abstract: A limited slip differential is provided with a rotatable casing for receiving input from an engine, a differential gear set of a bevel gear type and a pair of clutches. The differential gear set is provided with a pinion shaft supported in and rotated with the casing, a pinion gear rotatably supported by the pinion shaft and a pair of side gears for output, each of the side gears including gear portion engaged with the pinion gear. The gear portions are exposed to an internal surface of the casing so as not to obstruct oil circulation. The clutches are formed between the side gears and the casing and configured to frictionally transfer torque between the side gears and the casing.

Abstract: A method for controlling engagement and release of friction clutches in a multiple-ratio transmission for a hybrid electric vehicle powertrain uses electric motor torque to augment engine torque as a power-on downshift is commanded. Near the end of a downshift event, total powertrain torque is modulated or reduced to reduce torque disturbances.

Abstract: A control system for hybrid vehicles in which an electric prime mover is connected to an output shaft through a transmission, comprising: a running state judging means for judging whether or not a downshifting is being carried out to increase speed change ratio of the transmission while a vehicle is coasting; a creep torque lowering means for lowering creep torque generated by the electric prime mover, in case the running state judging means judges that the downshifting is being carried out; a speed change termination judging means for judging a termination of the downshifting; and a creep restoring means for raising the lowered creep torque to the previous level subsequent to the termination of downshifting, at a timing which is delayed in comparison with a timing when the torque is raised due to a torsional vibration arising from the downshifting.

Abstract: A transmission having an electromechanical gear actuation system includes an input shaft, a counter shaft, and a plurality of gear sets that are adapted to be operatively engaged to and disengaged from their shafts. A plurality of synchronizers operatively engage and disengage the gear sets to and from the shafts. A shifter rail includes a plurality of shift forks that are each in operative engagement with at least one of the synchronizers. A motor assembly provides a first motive force to cause the shifter rail to selectively engage one shift fork and further adapted to provide a second motive force to operatively drive the shifter rail to cause the associated shift fork and synchronizer to engage and disengage the associated gear set to and from the associated shaft. A solenoid assembly controls when the motor assembly provides the first motive force and the second motive force.

Abstract: A method is disclosed for limiting coolant temperature at a coolant flow exit port for a hydrokinetic torque converter in a powertrain for a vehicle having an engine and a power transmission mechanism, wherein the transmission and the torque converter are disposed in a common coolant flow circuit whereby a coolant flow line from the torque converter to a cooler is protected from failure due to excessive coolant temperature.

Abstract: A torque transfer mechanism is provided for controlling the magnitude of a clutch engagement force exerted on a multi-plate clutch assembly that is operably disposed between a first rotary and a second rotary member. The torque transfer mechanism includes a clutch actuator assembly for generating and applying a clutch engagement force on the clutch assembly. The clutch actuator assembly includes an electric motor/brake unit and a torque/force conversion mechanism. The motor/brake unit can be operated in either of a motor mode or a brake mode to cause bi-directional linear movement of an output member of the torque/force conversion mechanism. The thrust force generated by the torque/force conversion mechanism is applied to the clutch assembly. The dual mode feature of the electric motor/brake unit significantly reduces the power requirements. A torque vectoring drive axle is equipped with a pair of such torque transfer mechanisms.

Abstract: A drive mechanism for a mobile vehicle having two motors, the torque of which is added up on a common output shaft (30), one motor being connectable with the output shaft (30) via a first reduction gear step (28) or a second reduction gear step (29) and at the maximum rotational speed of the output shaft (30), one motor (12) has zero displacement and is separated from a common high-pressure line (2).

Abstract: An operating position select device for an automatic transmission has a select lever unit having a select lever operated by a driver; a mode shift unit mounted on the automatic transmission to shift operation modes of the automatic transmission; a first and second control cables and others for mechanically connecting the select lever and the mode shift unit, and an actuator for outputting assist torque to shift the mode shift unit. An operating angle sensor detects an operating angle of the select lever and an assist angle sensor detects an assist angle of the assist actuator. A control unit controls a drive current supplied to the assist actuator based on the operating angle and the assist angle.

Abstract: A controller (5) performs open loop control of the engaging state of a lockup clutch (2) through a switching mechanism (3, 4) when a torque converter (1) transitions from a first state in which the lockup clutch (2) is disengaged to a second state in which the lockup clutch (2) is at least partially engaged. At this time, the controller (5) estimates the engine torque at the time when open loop control ends, estimates a necessary lockup capacity required for the converter (1) at the time when open loop control ends, based on the estimated engine torque, and controls the engaging state of the lockup clutch (2) through the switching mechanism (3, 4) to make the lockup capacity at the time when open loop control ends become the necessary lockup capacity.

Abstract: The powertrain includes an arrangement of three single planetary gearsets to form six operational elements, among which a first operational element that always operates as an input element. A second operational element selectively operates as an input element and a stationary element. A third operational element selectively operates as an input element. A fourth operational element selectively operates as a stationary element. A fifth operational element always operates as an output element. A sixth operational element selectively operates as a stationary element.