Abstract: A transmission (68) with load distribution to two countershafts (70, 72) has a switching equipment (2) with a synchronization apparatus (14, 54) and two constant gear wheel trains (42, 44) of which at least one constant gear wheel train (42) serves to transfer torque introduced into the transmission (68) to that countershaft (70) on which an auxiliary output (PTO) is arranged. The gear wheel (40) of the second constant gear wheel train (42), which is not arranged on one of the countershafts (70, 72), is fixed radially in a coupling apparatus (32, 62, 64) such that the coupling apparatus (32, 62, 64) allows radial play of the gear wheel (40) in relation to the shaft (4) on which the gear wheel (40) is arranged. An Oldham clutch (32) represents such a coupling apparatus.

Abstract: A family of power transmissions has a plurality of family members each of which have three planetary gearsets, each having three members, and six torque transmitting mechanisms. An output shaft is continuously interconnected with at least one planetary member. An input shaft is selectively interconnected with respective planetary members through at least two of the torque transmitting mechanisms. One member of the second planetary gearset and one member of the third planetary gearset are continuously interconnected, and another member of the third planetary gearset is continuously interconnected with a transmission housing. The remaining torque transmitting mechanisms provide selective interconnections between two planetary members or between a planetary member and the housing, the input shaft, and the output shaft. The torque transmitting mechanisms are selectively engaged in combinations of four to establish at least seven forward speeds and one reverse speed.

Abstract: The invention relates to a control device (1) for an automatically and manually shiftable gearbox in a motor vehicle. The inventive control device comprises a selector lever (2) for adjusting at least the forward position (D), neutral (N), reverse (R), parking position (P) and a position (M) for manual shifting. A first and a second tip switch (3a, 3c) can be actuated in the position (M) for manual shifting. Signals for manually shifting up or down with regard to the gear ratio are supplied to a control device (7) for controlling the gearbox by means of position sensors (5) and control lines (6). Failure of the position sensors (5) and/or the control lines (6) that are allocated to said sensors can be detected.

Abstract: A seven-speed planetary transmission incorporates three planetary gearsets and six torque-transmitting mechanisms. Each of the planetary gearsets is a simple type planetary gearset, three of the torque-transmitting mechanisms are rotating type torque-transmitting mechanisms commonly termed clutches, and three of the torque-transmitting mechanisms are stationary type torque-transmitting mechanisms commonly termed brakes. A one-way torque-transmitting mechanism is included to simplify the engagement of the first of the forward speed ratios as well as to simplify the ratio interchange between the first and second of the speed ratios.

Abstract: In a first embodiment of the invention, a gear ratio multiplier has directly cooperating gears which serve to rotatably connect an input shaft to an output shaft through an intermediate shaft. The input and output shafts have parallel axes of rotation and extend, respectively, from seals in opposite sides of a housing. The inner ends of the input and output shafts are spaced from one another and are each provided with a pinion gear. The intermediate shaft is rotatably carried between the pinion gears and has an axis of rotation positioned at right angles to the axes of rotation of the input and output shafts. A pair of differently sized ring gears having different numbers of teeth are affixed on the intermediate shaft. The pinion gear on the input shaft engages the ring gear on the intermediate shaft whereas the pinion gear on the output shaft engages the ring gear on the intermediate shaft. The diameter pitch is a matter of advise per application as is the tooth size and tooth number.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least seven forward speed ratios and one reverse speed ratio. The transmission family members include three planetary gear sets having six torque-transmitting mechanisms and a fixed interconnection. Also, one planetary gear member is continuously connected with the transmission housing. The powertrain includes an engine and torque converter that is continuously connected to at least one of the planetary gear members and an output member that is continuously connected with another one of the planetary gear members. The six torque-transmitting mechanisms provide interconnections between various gear members, the fixed interconnections, the input shaft, the output shaft, and the transmission housing, and are operated in combinations of three to establish at least seven forward speed ratios and at least one reverse speed ratio.

Abstract: The present invention relates to a transmission internally meshing a planetary gear structure; more particularly, to a reducer that makes it possible to maintain the precision and continuity of power transmission reliably and also to be miniaturized, comprising a frame body provided with a toothed gear internally meshed thereto; a first shaft provided with a sun gear; a plurality of planetary gears operably coupled to the sun gear; a number of crank structures mechanically coupled to corresponding planetary gears; a planetary gear structure mechanically coupled to the crank structures and operably engaged with the toothed gear of the frame body; and a second shaft mechanically coupled to the crank structures.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least six forward speed ratios and one reverse speed ratio. The transmission family members include four planetary gear sets, two input clutches, eight or nine torque transmitting mechanisms and two fixed interconnections. The invention provides a low content multi-speed dual clutch transmission mechanism wherein the two input clutches alternately connect the engine to realize odd and even number speed ratio ranges. The torque transmitting mechanisms provide connections between various gear members, the fixed interconnections, the input shaft, the output shaft, and the transmission housing, and are operated in combinations of three to establish at least five forward speed ratios and at least one reverse speed ratio.

Abstract: When in a change speed mode, the transmission has an input shaft that provides driving power to an axially aligned but separately rotatable output shaft through a countershaft assembly situated alongside the input shaft and containing a series of change speed gears. A special slider assembly located on the input shaft and the output shaft between the input and output gears is in meshing engagement with the output gear at this time to operably connect the output gear with the output shaft. When the slider assembly is shifted to its fully forward direct drive mode, however, the countershaft assembly is decoupled from the input shaft and the slider assembly serves to directly couple the input shaft with the output shaft.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least six forward speed ratios and one reverse speed ratio. The transmission family members include four planetary gear sets, two input clutches, eight or nine torque transmitting mechanisms and two fixed interconnections. The invention provides a low content multi-speed dual-clutch transmission mechanism wherein the two input clutches alternately connect the engine to realize odd and even number speed ratio ranges. The nine torque transmitting mechanisms provide connections between various gear members, the fixed interconnections, the input shaft, the output shaft, and the transmission housing, and are operated in combinations of three to establish at least five forward speed ratios and atleast one reverse speed ratio.

Abstract: This invention provides a switch valve which can increase durability without causing driver discomfort at a time when a failure occurs. The switch valve has a spool is formed by a spool portion and a plunger which is arranged so as to freely abut against the spool portion. The switch valve also include a spool surrounding portion surrounding the spool and provided with a plurality of land portions. The spool selectively adopts a position at a normal, non-failure state and a position at a fail state. In the position at the normal state, at least one corner portion of the land in the plunger protrudes from an end portion of the corresponding land portion. Because a stepped wear portion is not formed on an inner peripheral surface of the land portion, foreign materials, such as wear powders or the like, do not enter a portion between an outer peripheral surface of the land and the inner peripheral surface of the land portion when the failure occurs.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least seven forward speed ratios and at least one reverse speed ratio. The transmission family members include three planetary gear sets having six torque-transmitting mechanisms and two fixed interconnections. Also, one planetary gear member is continuously connected with the transmission housing. The powertrain includes an engine and torque converter that is not continuously connected to the planetary gear members and an output member that is continuously connected with at least one of the planetary gear members. The six torque-transmitting mechanisms provide interconnections between various gear members, the fixed interconnections, the input shaft, the output shaft, and the transmission housing, and are operated in combinations of three to establish at least seven forward speed ratios and at least one reverse speed ratio.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least six forward speed ratios and one reverse speed ratio. The transmission family members include four planetary gear sets, two input clutches, eight or nine torque transmitting mechanisms, two fixed interconnections, and one grounded planetary gear member. The invention provides a low content multi-speed dual clutch transmission mechanism wherein the two input clutches alternately connect the engine to realize odd and even number speed ratio ranges. The torque transmitting mechanisms provide connections between various gear members, the fixed interconnections, the first input clutch, the output shaft, and the transmission housing, and are operated in combinations of three to establish at least six forward speed ratios and at least one reverse speed ratio.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least seven forward speed ratios and one reverse speed ratio. The transmission family members include three planetary gear sets having six torque-transmitting mechanisms and two fixed interconnections. Also, one interconnecting member is continuously connected with the transmission housing. The powertrain includes an engine and torque converter that is not continuously connected to any of the planetary gear members and an output member that is continuously connected with at least one of the planetary gear members. The six torque-transmitting mechanisms provide interconnections between various gear members, the fixed interconnections, the input shaft, and the output shaft, and are operated in combinations of three to establish at least seven forward speed ratios and at least one reverse speed ratio.

Abstract: There is provided a control system for a vehicle, which enables the vehicle to smoothly travel only to find a place to park when an electric throttle control device is in a condition incapable of controlling a throttle valve, thereby improving drivability. An ECU determines whether or not the electric throttle control device is in the condition incapable of controlling the throttle valve, and interrupts energization of the electric throttle control device when it is determined that the electric throttle control device is in the condition incapable of controlling the throttle valve. The throttle valve is held at a default opening position by a spring when the electric throttle control device is determined to be in the condition incapable of controlling the throttle valve. A throttle valve opening sensor detects a degree of opening of the throttle valve.

Abstract: A shaft of a planetary gear mechanism is connected via a lock mechanism to an air-conditioner compressor. A shaft is connected to an engine, and a shaft is connected to a motor-generator. The shaft or the shaft of the motor-generator is linked to the shaft through a clutch mechanism. A control unit reduces shock by changing the rotation speed of the motor-generator on the basis of the engine speed and reducing a speed difference between the input shafts of the clutch mechanism and a speed difference between the input shafts of the lock mechanism before engaging of the clutch mechanism and releasing of the lock mechanism.

Abstract: A control system for a vehicle in which an internal combustion engine whose output torque is controlled based on a required output power is coupled to a continuously variable transmission whose input rotation speed is controlled based on the required output power. A controller of the system determines a final target operating point of the engine which is defined by the output torque and the input rotation speed, on the basis of the required output power, and sets a transient operating point to one of possible operating points that can be achieved within a predetermined period of time such that the operating point of the engine approaches the final target operating point. The controller then controls the output torque and the input rotation speed of the continuously variable transmission so as to operate the engine at the set transient operating point.

Abstract: A transmission for a motor vehicle, such as a motor vehicle EVT, is configures so that the number of teeth of the first planet gear of the epicycloidal gear train, operatively connected to the output toroidal disks by the first sun gear, and of an output element of the epicycloidal gear train form a ratio not equal to one. The transmission ratio of the toroid variator can be varied in such a way, and the number of teeth of the first planet gear of the epicycloidal gear train and of an output element of the epicycloidal gear train are configured in such a way that an output shaft speed approximating zero can be selected according to the variator.

Abstract: A lock-up control apparatus for an automatic transmission in which operations of four engagement elements are required when shifting is performed from a first shift speed to a second shift speed, the first shift speed being achieved by engagement of a first engagement element and a second engagement element, the second shift speed being achieved by engagement of a third engagement element and a fourth engagement element. The lock-up control apparatus includes a lock-up control unit that performs a control for bringing a lock-up clutch into one of a disengagement state and a slip state at a start of shifting, and that prevents reengagement of the lock-up clutch at a completion of engagement of the third engagement element when shifting is performed from the first shift speed to the second shift speed during lock up.

Abstract: An electrodynamic drive system (2) for a vehicle between a drive engine (4) and a manual transmission (16) comprising a planetary transmission (12) with the three elements sun gear (50), internal gear (10) and planet carrier (32), of which a first element (32) is connected to the manual transmission (16), a second element (10) is connected to the drive engine (4), and a third element (50) is connected to at least one electrical engine (22). A clutch (40) is provided with a first shift position, in which a rigid connection exists between the planet carrier (32) and the sun gear (50) for bridging the planetary transmission (12), and a second shift position in which the connection between the planet carrier (32) and the sun gear (50) is interrupted.