Abstract: A system for adjusting a rake of a steering column includes a rake actuator. The system also includes a jacket assembly. The system further includes a first bracket operatively coupled to the jacket assembly, the first bracket defining a first slot. The system yet further includes a second bracket defining a second slot, the second bracket fixed in a stationary position relative to the first bracket, the first and second slots oriented at different angles, but partially aligned. The system also includes a cam follower operatively coupled to the rake actuator, the cam follower having an arm extending through the first slot and the second slot, wherein translation of the cam follower adjusts the angular position of the first bracket and the jacket assembly.

Abstract: Methods and systems for a gearbox are provided. A multi-speed gearbox system in an electric vehicle includes, in one example, a planetary assembly designed to rotationally coupled to an electric machine and including a first planetary gear set that is rotationally coupled to a second planetary gear set that includes a first set of pinion gears and a second set of pinion gears. The multi-speed gearbox system further includes a first clutch designed to selectively ground a first component in one of the first planetary gear set and the second planetary gear set.

Abstract: A drive assembly for a work vehicle includes a housing arrangement, a drive shaft rotatable in first and second clock directions, and a two-stage planetary gear set coupled to the drive shaft. The gear set includes, or is coupled to, an output element. First and second clutch arrangements are configured to selectively engage the gear set to effect first and second gear ratios, respectively. A step ratio from the first gear ratio and the second gear ratio is 3:1. At least one first actuator and at least one second actuator are configured to effect movement of the first and second clutch arrangements, respectively, to selectively engage the gear set. The drive shaft and the output element rotate in a same clock direction with the first clutch arrangement engaged with the gear set, and in opposite clock directions with the second clutch arrangement engaged with the gear set.

Abstract: A speed changer includes a transmitting mechanism and at least one speed-increasing mechanism. The transmitting mechanism includes a primary sun gear mounted by a one-way bearing a fixed shaft. The primary sun gear is in mesh engagement with primary planetary gears rotatably mounted to an output frame and in mesh engagement with an inner circumference of a toothed ring. The speed-increasing mechanism is rotatably mounted by a tubular shaft to the fixed shaft. The tubular shaft is provided with a sun gear having a diameter smaller than the primary sun gear. Planetary gears in mesh engagement with the sun gear are rotatably mounted on the output frame and are combined with and synchronously rotatable with the primary planetary gears. The tubular shaft of the speed-increasing mechanism is provided with an arresting assembly to selectively stop rotation of the tubular shaft.

Abstract: A drive assembly for a work vehicle includes a drive housing including a first housing element forming a reaction member; a drive shaft; a planetary gear set coupled to the drive shaft and configured to selectively rotate an output element in the first rotation direction and in the second rotation direction; a first clutch arrangement including a first clutch ring and a second clutch ring; and a second clutch arrangement to interface with the planetary gear set to selectively effect a second rotation speed of the output element in the first rotation direction and in the second rotation direction. The first clutch ring is configured to effect a first rotation speed of the output element in the second rotation direction and the second clutch ring is configured to effect the first rotation speed of the output element in the first rotation direction.

Abstract: A powertrain may include drive gears provided in an input shaft; an output shaft configured such that a differential is connected thereto; a first driven gear and a second driven gear rotatably provided in the output shaft to be engaged with the drive gears to form respective gear stages; a first clutch and a second clutch; two driveshafts provided to output power in opposed directions from the differential; and a third clutch configured to change a connection relationship among a selected driveshaft of the two driveshafts, the second driven gear, and the output shaft by sliding along an axial direction of the input shaft while being connected to the output shaft via the second clutch.

Abstract: A powertrain for a vehicle, may include a first planetary gear set having three rotation elements, with an input shaft connected to a first rotation element of the three rotation elements; an output shaft connected to a second rotation element of the first planetary gear set; a differential connected to the output shaft; a brake configured to lock or release a third rotation element of the first planetary gear set; a hub connected to the second rotation element through a clutch; and a sleeve unit restricted in rotation with respect to the hub and configured to be linearly slidable along an axial direction of the first planetary gear set to change a restriction state of relative rotation between a selected driveshaft of two driveshafts receiving power from the differential, the second rotation element, the third rotation element, and the hub by linear sliding.

Abstract: A multi-speed transmission for a motor vehicle includes a housing, a drive shaft, an output shaft, at least four planetary gear sets, whereas each of the planetary gear sets comprises one sun gear, at least one planet, one planetary carrier and one ring gear. The transmission includes several shift elements in the form of at least three clutches and at least three brakes. The drive shaft is connectable through the second clutch to the planetary carrier of the first planetary gear set. The planetary carrier of the first planetary gear set is connected to the second brake. The ring gear of the first planetary gear set is connected to the planetary carrier of the fourth planetary gear set. The planetary carrier of the fourth planetary gear set is connected to the sun gear of the third planetary gear set. The sun gear of the fourth planetary gear set is connected to the third brake. The planetary carrier of the third planetary gear set is connected to the output shaft.

Abstract: A family of transmission gearing arrangements each establish at least one reverse gear ratio and between nine and fifteen forward gear ratios. A shiftable gearing arrangement establishes a variety of speed ratios between the input and a first shaft. In some embodiments, a fixed speed ratio is established upstream or downstream of the shiftable gearing arrangement. In reverse and low gear ratios, a low clutch couples the first shaft to the output. In the high gear ratios, a combining planetary gear set establishes a linear speed relationship between the first shaft, a second shaft rotating at a speed proportional to the input, and the output.

Abstract: A multi-stage transmission for a vehicle may include an input shaft; an output shaft; first to fourth planetary gear devices transmitting rotary force between the input and output shafts, each of them having three rotary elements; and at least six shifting elements connected to the rotary elements of the planetary gear devices; wherein first rotary element of the first planetary gear device is installed to be fixable by any one of the shifting elements and variably connected to second rotary element of the second planetary gear device, second rotary element is continuously connected to the input shaft and variably connected to third rotary element of the second planetary gear device, and third rotary element is variably connected to the second rotary element of the second planetary gear device and continuously connected to first rotary element of the third planetary gear device.

Abstract: A system including: at least one accessory device connected to an accessories drive shaft; a motor/generator including an input/output shaft; a first clutch arranged to receive torque from an engine and connected to the accessories drive shaft; a second clutch connected to the input/output shaft; and first and second torque transfer elements. The first torque transfer element is connected to the input/output shaft and the accessories drive shaft to reduce a rotational speed of the input/output shaft. The second torque transfer element is arranged to connect to a transmission input shaft, is connected to the second clutch, and is arranged to increase a rotational speed of the transmission input shaft. For a generator mode, the first clutch is arranged to be opened, the second clutch is arranged to be closed; and the transmission input shaft is arranged to rotate the input/output shaft via the second torque transfer element.

Abstract: This invention provides a control apparatus for an automatic transmission, which includes a plurality of engaging mechanisms. The plurality of engaging mechanisms include a mechanical engaging mechanism configured to function as a brake. The mechanical engaging mechanism can be switched between a first state in which rotation of a rotational element is restricted only in one direction and a second state in which the rotation is restricted in both directions. When switching from the first state to the second state, the control apparatus executes engagement control to set a plurality of hydraulic friction engaging mechanisms in an engaging state. In the engagement control, oil pressure supply control changes depending on the vehicle speed.

Abstract: A vehicle drive device includes an oil pump, a first one-way clutch, a first transmission path configured to transmit a driving force generated in an engine to the oil pump via the first one-way clutch, a second one-way clutch, a second transmission path configured to transmit a driving force from an output shaft of a transmission portion to the oil pump via the second one-way clutch, and a power transmission interruption device configured to interrupt transmission of the driving force generated in the engine to a drive wheel. A speed ratio between the engine and the oil pump in the first transmission path is set to be smaller than a speed ratio obtained by multiplying the smallest speed ratio of the transmission portion by a speed ratio between the transmission portion and the oil pump in the second transmission path.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft configured to receive torque of an engine, an output shaft outputting changed torque, a first planetary gear set having a first sun gear, a first planet carrier, and a first ring gear as rotation elements thereof, a second planetary gear set having a second sun gear, a second planet carrier, and a second ring gear as rotation elements thereof, a third planetary gear set having a third sun gear, a third planet carrier, and a third ring gear as rotation elements thereof, and a fourth planetary gear set having a fourth sun gear, a fourth planet carrier, and a fourth ring gear as rotation elements thereof.

Abstract: A planetary gear unit, having at least one first set of first planetary wheels arranged at a radial distance to a central axis, which mesh with a first sun gear that is rotatable around the central axis. The planetary gear unit further includes at least one second set of second planetary wheels arranged at a radial distance to the central axis, where the second planetary wheels mesh with a second sun gear that is rotatable around the central axis.

Abstract: A planetary gear train of an automatic transmission for a vehicle include: an input shaft; an output shaft; a first compound planetary gear set combining first and second planetary gear sets and firstly changing torque input through one input path and two variable input paths into six speeds; a second compound planetary gear set combining third and fourth planetary gear sets, secondly changing the six speeds a rotation speed of the input shaft input through one variable input path into eleven forward speeds and reverse speed, and finally outputting the changed rotation speed; and friction members including clutches interposed between two rotation shafts or between a rotation shaft and the input shaft, and brakes interposed between a rotation shaft and a transmission housing.

Abstract: A method of performing a double swap kickdown shift in a transmission having a main box and a compounder. The compounder is shifted during the hold speed phase of the downshift. The target ratio for the downshift is overshot by an overshoot RPM.

Abstract: A transmission is provided having an input member, an output member, at least four planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices include clutches and brakes actuatable in combinations of two to establish a plurality of forward gear ratios and one reverse gear ratio. The torque transmitting devices include a selectable one-way clutch.

Abstract: An automatic transmission includes an input shaft, first to fourth planetary gear mechanisms and first to seventh engagement devices. Ten forward gears of the automatic transmission are established by bringing at least three of the first to seventh engagement devices into an engagement state.

Abstract: An automatic transmission includes an input shaft, an output member, a first planetary gear system, a second planetary gear system, a third planetary gear system, a fourth planetary gear system, and an engagement mechanism. The input shaft is configured to be rotated with power of a driving source relative to the transmission case. The output member is to output rotation of the input shaft using multiple gear-shifting. The multiple gear-shifting is provided by setting at least three of first to third clutches and first to third brakes in a connection state.

Abstract: A bicycle comprising a frame and at least one wheel attached to the frame, the frame further comprising a receiver, a first planetary gear transmission disposed in the receiver, the wheel having a hub, a second planetary gear transmission disposed in the hub, and an endless member for transmitting a torque trained between the first planetary gear transmission and the second planetary gear transmission.

Abstract: A transmission for a vehicle employs parts as few as possible to provide forward 11-speed and reverse 3-speed gear ratios along with relatively simple configuration, thereby allowing the operational state of an engine connected thereto to achieve an optimal state. Thus, the transmission makes it possible to improve fuel efficiency and to secure smooth driving performance of the vehicle.

Abstract: Provided is an automatic transmission capable of reducing friction loss. The automatic transmission is provided with an input shaft (2) coupled with a sun gear (Sa), an output member (3), a first to third planetary gear mechanisms (4, 5, 6), a first engagement mechanism (C1) coupling the input shaft (2) with a ring gear (Rc) releasably, a second engagement mechanism (C2) coupling a carrier (Ca) with a carrier (Cc) releasably, a third engagement mechanism (C3) coupling the carrier (Ca) with a second coupling body (Rb-Sc) releasably, a fourth engagement mechanism (B1) fixing a first coupling body (Ra-Cb) to a transmission case (1) releasably, a fifth engagement mechanism (B2) fixing a sun gear (Sb) to the transmission case (1) releasably, and a sixth engagement mechanism (B3) fixing the ring gear (Rc) to the transmission case (1) releasably.

Abstract: A transmission is provided having an input member, an output member, a plurality of planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. One of the plurality of torque transmitting devices is an integrated friction launch clutch. A one-way clutch is in series relationship with the launch clutch and is configured to disconnect the launch clutch from at least one of the plurality of planetary gear sets. The torque transmitting devices include clutches and brakes actuatable in combinations of two to establish at least ten forward gear ratios and one reverse gear ratio.

Abstract: A gear train of an automatic transmission for vehicles has the advantages of simplifying structures of the automatic transmission and improving power delivery performance and fuel economy as a consequence of realizing at least nine forward speeds and one reverse speed by combining three simple planetary gear sets with four clutches and three brakes.

Abstract: An automatic transmission includes: a first planetary gearset including a first sun gear, a first ring gear, and a first pinion carrier; a second planetary gearset including a second sun gear, a second ring gear, and a second pinion carrier; an input shaft constantly coupled to the first sun gear; an output shaft constantly coupled to the second pinion carrier; a first rotary member constantly connecting the first ring gear and the second sun gear; a first friction element selectively connecting the first sun gear and the second ring gear; a second friction element selectively connecting the first pinion carrier and the second ring gear; a third friction element selectively interrupting a rotation of the first pinion carrier; and a fourth friction element selectively interrupting a rotation of the first rotary member, the automatic transmission attaining first to fourth forward speeds and one reverse speed.

Abstract: A transmission includes an input member, an output member, four planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. The transmission input member is connected to a dry launch clutch. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices are for example clutches and brakes.

Abstract: A vehicle drivetrain can include various structures, such as a multi-ratio transmission, a two-speed final drive assembly connected in series with the multi-ratio transmission and including a low speed final drive ratio and a high speed final drive ratio, a pair of front driveshafts driven by the two-speed final drive assembly, a pair of rear driveshafts, a rear differential assembly connected to the two-speed final drive assembly, and a control assembly including. The control assembly can include a controller in electrical communication with portions of the rear differential assembly, such as a variable displacement pump and purge valve. An input array can be in electrical communication with the controller and can include a plurality of sensors, and at least one switch accessible to an operator of the vehicle. Various related methods can also be executed for control and operation of such a drivetrain.

Abstract: A planetary gear mechanism for a bicycle, and more particularly to a planetary gear mechanism comprising a first planetary mechanism connected coaxially in series to a second planetary mechanism, which second planetary mechanism is connected coaxially in series to a third planetary mechanism, the second planetary mechanism output is a step up in speed from the first planetary mechanism output, the third planetary mechanism output is a step up in speed from the second planetary mechanism output.

Abstract: Provided is an automatic transmission capable of reducing friction loss. The automatic transmission is provided with an input shaft (2) coupled with a sun gear (Sa), an output member (3), a first to third planetary gear mechanisms (4, 5, 6), a first engagement mechanism (C1) coupling the input shaft (2) with a ring gear (Rc) releasably, a second engagement mechanism (C2) coupling a carrier (Ca) with a carrier (Cc) releasably, a third engagement mechanism (C3) coupling the carrier (Ca) with a second coupling body (Rb-Sc) releasably, a fourth engagement mechanism (B1) fixing a first coupling body (Ra-Cb) to a transmission case (1) releasably, a fifth engagement mechanism (B2) fixing a sun gear (Sb) to the transmission case (1) releasably, and a sixth engagement mechanism (B3) fixing the ring gear (Rc) to the transmission case (1) releasably.

Abstract: A gear train of an automatic transmission for vehicles has advantages of improving power delivery performance and reducing fuel consumption as a consequence of realizing eight forward speeds and one reverse speed by combining two simple planetary gear sets and one compound planetary gear set with two clutches and four brakes.

Abstract: A method for controlling brakes of an automatic transmission including a first brake arranged in parallel with an overrunning brake between a planet pinion carrier and a housing, includes using the overrunning brake to provide brake torque equal to or less than a reference brake torque under positive torque conditions, increasing a torque capacity of the first brake when brake torque is greater than the reference brake torque, and fully engaging the first brake.

Abstract: An automatic transmission includes: a first planetary gearset including a first sun gear, a first ring gear, and a first pinion carrier; a second planetary gearset including a second sun gear, a second ring gear, and a second pinion carrier; an input shaft constantly coupled to the first sun gear; an output shaft constantly coupled to the second pinion carrier; a first rotary member constantly connecting the first ring gear and the second sun gear; a first friction element selectively connecting the first sun gear and the second ring gear; a second friction element selectively connecting the first pinion carrier and the second ring gear; a third friction element selectively interrupting a rotation of the first pinion carrier; and a fourth friction element selectively interrupting a rotation of the first rotary member, the automatic transmission attaining first to fourth forward speeds and one reverse speed.

Abstract: A vehicle speed setting of cruise control is changed based on an operation by a driver. At this time, it is determined whether the vehicle is traveling in a passing lane or a traveling lane (S202). If the vehicle is traveling in a passing lane, the speed at which the vehicle speed setting is changed is increased (S206). If a blinker on the passing lane side of the vehicle is on (S205), the speed at which the vehicle speed setting is changed is also increased (S206) even if the vehicle is traveling in the traveling lane.

Abstract: An automatic transmission includes a first single-pinion planetary gear mechanism including a first sun gear, a first ring gear, and a first carrier that each correspond to one of first to third elements in a velocity diagram. The second element is connected to the input shaft. A second single-pinion planetary gear mechanism including a second sun gear, a second ring gear, and a second carrier that each correspond to one of fourth to sixth elements in a velocity diagram. The fourth element is connected to the first element to form a first connected body. A double-pinion third planetary gear mechanism includes a third sun gear, a third ring gear, and a third carrier that each correspond to one of seventh to ninth elements in a velocity diagram. The eighth element is connected to the fifth element to form a second connected body that is connected to the output member.

Abstract: A multi-speed transmission for a vehicle is provided with a selectable one-way braking clutch (SOWBC). The transmission has one or more planetary gear sets, and a set of intermeshing gears, which may be a planetary gear set. Multiple torque-transmitting mechanisms are engagable in different combinations to establish at least one reverse speed ratio and multiple forward speed ratios between an input member and an output member. A selectable one-way braking clutch is configured to brake in one rotational direction and is selectively reversible to brake in an opposite rotational direction, and freewheels in some speed ratios.

Abstract: A speed changing apparatus includes a planet gear set having a sun gear, planet pinions, a planet pinion carrier and a ring gear mounted inside a rotary sleeve. The sun gear is driven by a D.C. motor to rotate in either of two opposed rotary directions. Clutch arrangements are operative to lock one of either the carrier arm or the ring gear to a rotationally fixed component and to drivingly couple the other of the carrier arm and the ring gear to the sleeve ring depending on the direction of rotation of the motor. Different gear ratios are selected by reversing the direction of rotation of the motor whilst the sleeve ring is always driven in same direction. The speed change apparatus may be part of a hub of an electric vehicle in which the sleeve ring is a hub shell and the apparatus is mounted about an axle.

Abstract: A gear train of an automatic transmission for vehicles has the advantages of improving power delivery performance and reducing fuel consumption as a consequence of realizing more than eight forward speeds by combining four planetary gear sets with three clutches and three brakes.

Abstract: To provide an automatic transmission apparatus for forward 8-speed, which keeps a transmission gear ratio step in good balance. The apparatus includes: a first planetary gear device PG0 having a ring gear R0 connected to an input shaft; a second planetary gear device PG1 having a carrier C1 connected to a carrier C0 of the first planetary gear device, and a sun gear S1 connected to R0; a third planetary gear device PG2 having a ring gear R2 connected to C1; a fourth planetary gear device PG3 having a sun gear S3 connected to a sun gear S2 of the third planetary gear device; a first clutch C-1 that selectively connects S2 to the input shaft; a second clutch C-2 that selectively connects C2 to the input shaft; a first brake B-1 that selectively regulates the rotation of R0; a second brake B-2 that selectively regulates the rotation of R2; a third brake B-3 that selectively regulates the rotation of S0; and a fourth brake B-4 that selectively regulates the rotation of R3.

Abstract: In a planetary gear type stepped automatic transmission, a gear shift control to shift a gear shift stage between a first gear shift stage and a second gear shift stage is performed by a first shift control section by referring to a first gear shift control data used when the gear shift stage is switched between the first gear shift stage and the second gear shift stage, an abnormality state due to a failure of at least one of a first frictional engaging element and a second frictional engaging element is detected, and an abnormality state gear shift control is performed to shift the gear shift stage between a third gear shift stage (for example, first speed) and a fourth gear shift stage (for example, 2.5 speed) by the first shift control section, while forcefully releasing the first frictional engaging element, when detecting the abnormality state.

Abstract: A gear train of an automatic transmission for a vehicle includes: a first planetary gear set that receives an input speed from an input shaft and outputs a reduced speed; a second planetary gear set that receives the reduced speed of the first planetary gear set and selectively outputs a same speed or a reversed speed; and a third planetary gear set that receives the reduced speed of the first planetary gear set, the input speed from the input shaft, and the output speed of the second planetary gear set, and then outputs a shifted output speed.

Abstract: A power train of an automatic transmission with eight forward speeds and two reverse speeds includes: a speed reduction unit including a first variable input member connected to an input shaft via a first clutch, first and second variably stopped members connected to a transmission case, and a reduced speed output member; an output unit including a reduced speed input member connected to the reduced speed output member, second and third variable input members connected to the input shaft via second and third clutches, respectively, a third variably stopped member connected to the transmission case, and a shifted speed output member connected to an output gear. A first brake variably stops the third variable stopped member; a second brake variably stops the first variable stopped member; and a third brake variably stops the second variable stopped member.

Abstract: There is provided an automatic transmission comprising a first shaft capable of receiving torque from an engine, and four planetary gear sets arranged coaxially on the first shaft and in series in an axial direction of the first shaft. Each of the four planetary gear sets has a single sun gear and a single ring gear. Further, the automatic transmission comprises an output wheel arranged coaxially on the first shaft, and capable of outputting torque transmitted from the engine through some of the four planetary gear sets. The output wheel is arranged between two of the four planetary gear sets. Accordingly, the noise or vibration from the planetary gear sets in the automatic transmission may be reduced, while the overall length of the first shaft may be made shorter, and the overall size of the automatic transmission may be made smaller.

Abstract: A multiple speed transmission includes an input and output; a first, second, third and fourth planetary gear sets, each gear set including a sun gear, a ring gear, a carrier, and pinions supported on the carrier and meshing with the sun gear and the ring gear; a first epicyclic gearing assembly including the first gear set, the second gear set, a first clutch, a first brake, a second brake, and first, second, third and fourth rotating members, said first clutch being operable to couple said first rotating member to the input, said first brake being operable to hold said fourth rotating member against rotation, and said second brake being operable to hold said second rotating member against rotation; and a second epicyclic gearing assembly including the third gear set, the fourth gear set, a second clutch, a third clutch, a third brake, and fifth, sixth, seventh and eighth rotating members, the third rotating member being secured to the eighth rotating member, said second control clutch being operable to coupl

Abstract: A power train for eight forward and one reverse speeds may include input shaft, output gear, transmission case, speed shift unit, output unit, four clutches and two brakes. The speed shift unit includes a first operational member fixedly connected to the input shaft, a second operational member selectively coupled to the input shaft; a third operational member fixedly connected to the transmission case; a fourth operational member selectively coupled to the sixth operation member; and a fifth operational member selectively coupled to the fourth operational member. The output unit includes a sixth operational member fixedly connected to the fifth operational member, a seventh operational member selectively coupled to the input shaft and the transmission case, an eighth operational member selectively coupled to the input shaft, and a ninth operational member connecting the output gear. The four clutches and two brakes control pertinent operation members to change the rotational speed.

Abstract: An automatic transmission is provided comprising a transmission case, a first shaft housed in and rotationally supported by said transmission case, and capable of receiving torque from an engine, a first shifting gear mechanism arranged coaxially with the first shaft, and a second shifting gear mechanism including a second planetary gear set. The second planetary gear set is housed within the transmission case and arranged coaxially with the first shaft, one of its sun and ring gears is capable of rotating together with the input shaft, and the other of the sun and ring gears is fixed to the transmission case. The automatic transmission further comprises first and second frictional elements arranged at least partly overlapped with the second planetary gear set in the axial direction between the planetary gear set and the transmission case in the radial direction.

Abstract: A power train of an automatic transmission realizing seven forward speeds and three reverse speeds includes an input shaft, a transmission case, a speed reduction unit including an output unit, a first clutch, a second clutch, a second brake, a third brake, and a fourth brake. The output unit generates seven forward speeds and three reverse speeds at the shift speed output member by operations of the first and second variable input members and third and fourth variably stopped members in response to operation of the clutches and brakes.

Abstract: A transmission is provided that utilizes a unique packaging scheme for torque-transmitting mechanisms and gear drive members in order to minimize the overall axial length of the transmission. Specifically, the transmission may include a clutch housing that is connected for common rotation with a transmission input member. A rotatable hub member may be connected for common rotation with both the clutch housing and a gear member, thereby connecting the gear member for common rotation with the input member. Preferably, the rotatable hub member is connected to the clutch housing by the reaction plates that extend from the clutch housing. First and second torque-transmitting mechanisms may be packaged within the clutch housing.

Abstract: A transmission assembly is powered by an electric motor and includes a transmission having an outer ring gear, a connector moveable relative to the outer ring gear between a first position, in which the connector is rotatable with the transmission in response to torque received from the motor, and a second position, in which the connector and the outer ring gear are non-rotatable, and a control mechanism operable to detect the operating current of the motor and compare the operating current to a threshold current. The control mechanism is operable to move the connector from the first position to the second position in response to the motor operating current exceeding the threshold current.

Abstract: A power train of an automatic transmission attains eight forward speeds and one reverse speed. The power train includes first, second, and third planetary gear sets, four clutches, and two brakes. The first planetary gear set generates a reduced rotational speed, the second planetary gear set generates a reverse rotational speed, and the third planetary gear set generates the eight forward speeds and the one reverse speed by using the reduced rotational speed, the reverse rotational speed, and a rotational speed of an input shaft.