Abstract: An electric drive is complementary to an internal combustion engine of a motor vehicle with a drive train having a differential and an electric motor 6 integrated into the drive train. A main shaft of the electric motor is connected directly to a gear ring of the differential in a positive and/or non-positive manner.

Abstract: A transmission with a drive shaft (10), an output shaft (20) mounted coaxially thereto and a countershaft (30), there being provided a first constant gear pair (K1) that can transmit the rotation of the countershaft (30) to the output shaft (20) and wherein respective toothed gear pairs are allocated to the individual gears, the gear pairs optionally transmitting the rotation of the drive shaft (10) to the countershaft (30). A second constant gear pair (K2) can transmit the rotation of the countershaft (30) to the output shaft (20). The toothed gears (1-1, 1-2; 2-1, 2-2; 3-1, 3-2) of a gear of a first group of gears can be optionally select to be operative between the drive shaft (10) and the countershaft (30), the rotation of the countershaft (30) being transmissible via the first constant air (K1) to the output shaft (20).

Abstract: The present invention provides a integral subassembly for the power train of an all wheel drive automotive vehicle. The subassembly includes a final drive unit coupled to a transmission output. The final drive unit itself includes a torque multiplier and an output adapted to provide power to the front wheels of the vehicle. Also included in the subassembly is a front differential coupled to the final drive's output. The front differential includes a left front wheel output and a right front wheel output. A power transfer unit in the subassembly is also coupled to the transmission output and provided with a non-parallel gear set and a rear driveline output, the latter being adapted to provide power to the rear wheels of the vehicle. The power transfer unit is coupled to the transmission output independently of the final drive unit. Finally, a housing commonly encloses the final drive unit, front differential and power transfer unit allowing them to be integrally provided as a subassembly.

Abstract: A family of power transmissions wherein each family member includes three planetary gearsets with three interconnecting members providing continuous interconnections between members of the planetary gearsets. The family members further include six selectively engageable torque-transmitting mechanisms, which are engaged in combinations of two to establish seven forward speed ratios and one reverse speed ratio between an input shaft and an output shaft of a transmission.

Abstract: A transfer case, which may be used to distribute the torque selectively between the primary and secondary driving wheels of an automotive vehicle, includes an input element and two output elements located along a common axis. It also includes a magnetic particle clutch and a planetary gear set which are both organized by about the same axis. The clutch and planetary set are connected together such that they provide a direct path through which torque is transferred from the input element to one of the output elements without slippage. The arrangement further provides a slip path through which torque is transferred from the input element to the other output element with slippage, and this path has two segments, one through the planetary set and the other through the clutch and planetary set. The clutch path accommodates slippage and the proportion of torque transferred through the slip path depends solely on the electric current conducted through the clutch.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least five forward speed ratios and one reverse speed ratio. The transmission family members include three planetary gear sets, two brakes and two clutches. The powertrain includes an engine and torque converter that is continuously connected with at least one member of the planetary gear arrangement and an output member that is continuously connected with another of the planetary gear members. The two brakes and two clutches provide interconnections between various gear members and with the transmission housing, the input or output shaft, in some instances, and are operated in combinations of two to establish at least five forward speed ratios.

Abstract: A transmission family has a plurality of members that each provide six forward speed ratios, a reverse speed ratio and a neutral condition. Each family member has three planetary gear sets that are serially arranged and interconnected to form a planetary gear arrangement and five torque transmitting mechanisms. The planetary gear sets may each be of the single pinion type or double pinion type. In either event each planetary gear set has three rotatable members, namely a sun gear member, a ring gear member, and a planet carrier assembly member. One member of each of the three planetary gear sets are continuously interconnected, in other words three members are interconnected. Another member in each of two planetary gear sets are also continuously interconnect. At least one member of one of the planetary gear sets is continuously connected with an input shaft and at least one member of another of the planetary gear sets is continuously connected with an output shaft.

Abstract: A carrier assembly for an automatic transmission comprises a cup and a plate connected to the cup. The cup has a first outside diameter, and the plate has a second outside diameter greater than the first outside diameter. The plate also has a channel extending inwardly from a circumference of the plate. A thrust washer having a tab is keyed into the channel.

Abstract: An automatic gearbox includes a control device for selecting a gearbox driving position, which device includes at least one spool valve via which at least one pressure connection may be connected to at least one consumer, and having at least one shift valve via which at least one pressure connection from at least one pressure supply of the control device may be shifted to the spool valve in order to actuate the spool valve. The control device includes a retaining device via which, if the shift valve should fail, the spool valve may be fixed in at least one control position and the selected gearbox driving position may be retained.

Abstract: A differential gear assembly including a differential housing and a ring gear mounted externally to the differential housing by a clamp. The differential housing and the ring gear each include an annular flange extending therefrom and the clamp includes a pocket which is adapted to receive the annular flanges therein. In another aspect, the flanges include opposing angled surfaces and the pocket includes opposing angled sides, whereby when the clamp is placed to the flanges, the angled surfaces of the flanges engage the angled sides of the clamp such that the clamp provides an axial clamping force to the flanges.

Abstract: An apparatus is provided to expand the direct drive region of the torque converter in a five or six-speed automatic transmission apparatus for front wheel drive to greatly improve the power performance and fuel economy thereof. The apparatus has a first shaft 10, a second shaft 31, planetary gear trains 11 and 12 disposed on second shaft 31, counter gears pairs X, Y, three clutches, and two brakes. The pair of counter gears have different gear ratios and serve to couple the first shaft with each of the structural elements of the planetary gear trains. The clutches and brakes selectively couple two elements to control the power transmission path. The pair of counter gears X is connected to the first structural element of the planetary gear trains via the first clutch and the pair of counter gears Y is connected to either the first and second structural elements or the second and fourth structural elements of the planetary gear trains via the second or third clutch.

Abstract: An inter-axle differential assembly having a lubrication pump is provided. The pump is disposed between the input and output shafts of the differential within a bore defined by a side gear coupled to or integral with the output shaft. The pump includes a housing that defines first and second ports and includes an arcuate groove in a radially outer surface. A pin extends radially inwardly from the side gear and is received within the groove. The groove and pin cooperate to enable rotation of the entire pump relative to the side gear and to thereby exchange the positions of the two ports. In this manner, the assembly provides a reversible pump that provides lubricant only during relative rotation between the input and output shafts of the differential.

Abstract: An apparatus is provided to expand the direct drive region of the torque converter in a five or six-speed automatic transmission apparatus for front wheel drive to greatly improve the power performance and fuel economy thereof. The apparatus has a first shaft 10, a second shaft 31, planetary gear trains 11 and 12 disposed on second shaft 31, counter gears pairs X, Y, three clutches, and two brakes. The pair of counter gears have different gear ratios and serve to couple the first shaft with each of the structural elements of the planetary gear trains. The clutches and brakes selectively couple two elements to control the power transmission path. The pair of counter gears X is connected to the first structural element of the planetary gear trains via the first clutch and the pair of counter gears Y is connected to either the first and second structural elements or the second and fourth structural elements of the planetary gear trains via the second or third clutch.

Abstract: A vehicle transmission controller controls switching of the gear position of a transmission. The controller has a shift lever and an actuator. The shift lever is manipulated to select a gear position of the transmission. The actuator actuates the transmission to switch the gear position in accordance with a manipulation of the manipulator. The actuator switches the transmission to the gear position selected by the manipulator. The actuator switches the transmission to a predetermined gear position from the gear position selected by the manipulator when the vehicle satisfies predetermined conditions.

Abstract: A method of keeping track of the current operating position of an actuator in an automated gear-shift transmission has the following steps: monitoring the level of energy supplied by an energy source to the actuator; comparing the energy level to a minimum energy level required by the actuator; and if the energy level is lower than the required minimum, saving the current actuator position in memory for retrieval at a later time.

Abstract: A gear drive assembly comprises two drive motors, each individually driving one propulsion element. The assembly accommodates transaxle-type mounting on a vehicle.

Abstract: A vehicular lockup clutch-equipped transmission control apparatus is applied to a vehicle that includes a heater apparatus for heating a cabin by heat from an engine, a transmission that transfers power between the engine and a wheel, and a heat exchanger that conducts heat exchange between the engine and the transmission. The control apparatus controls a lockup clutch that is disposed between the engine and the transmission and that mechanically connects and disconnects a path of power, in accordance with a state of operation of the vehicle. The control apparatus includes a controller that determines whether a heating capability requested of the heater apparatus is at least a first predetermined level based on parameter related to a temperature inside the cabin. If it is determined that the heating capability requested of the heater apparatus is at least the first predetermined level, the controller restricts engagement of the lockup clutch.

Abstract: In a shifting device which changes the gear ratio of a synchromesh-type transmission by using an electrically operated or controlled actuator, the actuator is controlled to stabilize or equalize the time durations required for effecting respective synchronizations. A driving signal for each of the synchronization controls is decided in accordance with a relationship between the driving signal to be applied to the actuator and a relative rotation number between an idle gear and a sleeve when the synchronization control is initiated. Prior to each synchronization control, the above relation is corrected based on four variables obtained at the latest synchronization control, including (i) an input rotation number deviation summation &Sgr;&Dgr;Nin, (ii) a synchronization time duration deviation &Dgr;TSYN, (iii) an elapse-time input rotation number deviation &Dgr;dNinP, and (iv) a change grade deviation &Dgr;dNin.

Abstract: A PTO transmission includes a split power transmission unit having an output member connected to a PTO shaft, a first input connected to an engine output shaft and a second input connected the output of a variable speed drive unit. A control unit controls the speed of the variable speed drive unit as a function of sensed engine speed and maintains the PTO shaft at a constant speed. The split power transmission is preferably a planetary gear unit. The variable speed drive unit preferably includes a variable displacement hydrostatic pump driving a fixed displacement hydrostatic motor which drives a sun gear of the planetary gear unit. This system transmits power to the PTO shaft from both the engine and from the variable speed drive unit. The control unit may also control the variable speed drive unit so that the speed of the PTO shaft is maintained at a desired ratio with respect to the ground speed, or so that the speed of the PTO shaft is maintained at a speed set by an operator.

Abstract: An engine control system for hybrid vehicles, so as to smoothly switch the driving operation from the cylinder-deactivated engine operation, in which at least a part of the total number of cylinders of the engine is deactivated, to the all-cylinder-activated engine operation while considering the driver's intention. When the vehicle is decelerated, the cylinder-deactivated engine operation is performed and regeneration using the motor is performed. The system includes a cylinder deactivation release determining section for releasing the cylinder-deactivated engine operation when an engine speed decreases to a reference engine speed with respect to the cylinder-deactivated engine operation; and a brake operation detecting section for detecting whether a brake pedal is depressed.