Abstract: A device for controlling a rotating shifting element of an automatic transmission for a start/stop operation. The shifting element is actuated by an axially moving piston which is biased, in a disengaging direction, by a spring and biased, in an engaging direction, by hydraulic pressure supplied to a pressure space. At least one spring-loaded latch, which is able to move in the radial direction, is arranged in the pressure space. The spring-loaded latch, when the combustion engine is operating, rotates with the piston and acts upon the piston such that if the engine stops, the previously engaged shifting element is locked by spring force and, as the pressure decreases, the shifting element disengages, at most only slightly, and when the engine is re-started, the locking action is again released by centrifugal force, in opposition to the spring force, so that the piston remains engaged during the hydraulic pressure build-up in the pressure chamber.

Abstract: A transmission includes epicyclic gearing including first, second, third and fourth gearsets, each gearset including first, second and third members; a first member of the first gearset and a first member of the second gearset being secured against rotation; and clutches, each clutch selectively opening and closing a drive connection between members of the gearsets.

Abstract: In a hydraulic control device, when a solenoid pressure from a linear solenoid valve is not supplied to a brake, which is normally not engaged at the same time as a brake, not to engage the brake, a switching valve is supplied with a line pressure as a signal pressure for establishing a blocked/discharge state in which supply of the solenoid pressure to the brake is blocked and a hydraulic pressure can be discharged from the brake. When the solenoid pressure is supplied to the brake to engage the brake, the switching valve is supplied with a modulator pressure, which is lower than the line pressure, as a signal pressure for establishing a communicated state in which the solenoid pressure can be supplied to the brake.

Abstract: A clutch unit includes a lever-side clutch portion on an input side, and a brake-side clutch portion on the output side, in which the lever-side clutch portion includes a retainer for retaining a plurality of cylindrical rollers for controlling transmission/interruption of the torque input through engagement/disengagement between the lever-side outer race and an inner race transmitting the torque from the lever-side outer race to the brake-side clutch portion, and an inner centering spring including a lock portion to be locked to an end surface of the retainer, for accumulating an elastic force obtained by the torque input and for restoring the retainer to a neutral state by releasing the elastic force obtained by the torque input from the lever-side outer race and thus accumulated, and on the end surface of the retainer, a hook portion holds the lock portion of the inner centering spring in a protruding manner.

Abstract: A continuously variable transmission is provided having a driven element. The continuously variable transmission also has at least one operator input device configured to transmit a transmission operating mode request and at least one other operator input device configured to transmit a driven element output request. In addition, the continuously variable transmission has at least one sensor configured to sense at least one parameter indicative of an operating condition of the transmission. The continuously variable transmission further has a controller configured to regulate an output of the driven element in response to the operating mode request, the driven element output request, and the at least one sensed parameter indicative of an operating condition of the transmission.

Abstract: A front wheel drive transmission is provided having an input member, an output member, four planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes a sun gear member, a planet carrier member, and a ring gear member. The torque transmitting devices include clutches and brakes arranged within a transmission housing.

Abstract: A method for operating a powertrain in a hybrid vehicle is provided. The method comprises providing torque to drive the vehicle from both an electric drive and an engine, where engine torque is varied within an allowable range. When operating the engine at an edge of the range, the range may be adjusted based on conditions. In this way, it is possible to compensate for an engine that has a variable maximum torque output depending on operating conditions.

Abstract: A straddle vehicle comprises a single actuator that controls clutch engagement as well as gear shifting. The actuator can be connected to the clutch and the shiftable transmission with a rotating shaft. When an engine speed reaches or exceeds a preset value during an up-shift operation, an ECU or other controller reduces the engine output to facilitate a smooth gear shift.

Abstract: A device for creating a large transmission ratio for actuating drives the device comprising a first shaft supported rotatably about a first rotation axis, an eccentric supported by the first shaft, a transmission part, which is provided with a gear rim including a first gear tooth system, and a gear wheel, which is supported rotatably about a second rotation axis and which is provided with a second gear tooth system, wherein the eccentric is in driving connection with this transmission part, wherein the first gear tooth system of the gear rim engages in the second gear tooth system of the gear wheel and wherein additionally the second rotation axis is at a distance from the first rotation axis.

Abstract: A dual clutch for a transmission with a first transmission input shaft and a second transmission input shaft that is positioned in coaxial relation to the first transmission input shaft. The dual clutch comprises a clutch portion comprising a hollow cylinder portion for transmitting torque, wherein the hollow cylinder portion is provided in a radial position between a clutch axle and a clutch hub, is rotatable in relation to the clutch axle and the clutch hub, and comprises at least one opening allowing oil to be fed from the clutch axle to the clutch hub. This design allows supply of hydraulic oil, sufficient cooling oil, and at the same time flexibility in attaching auxiliary engines such as an electromotor to the dual clutch.

Abstract: A shift control device is provided for a vehicle transmission having first and second clutches arranged to be selectively engaged when one of gear ranges in first and second gear groups, respectively, is selected. The shift control device includes a rotational speed detecting section, a deceleration detecting section, a rotational speed estimating section, a gear determining section and a pre-shifting section. The rotational speed estimating section is configured to determine an estimated rotational speed of a drive source after downshifting based on a current rotational speed and a deceleration rate. The pre-shifting section is configured to control the vehicle transmission to achieve a waiting state before switching engagement states of the first and second clutches to obtain a next gear range when the next gear range is on a downshift side of a current gear range and the estimated rotational speed is lower than a first prescribed rotational speed.

Abstract: In a continuously variable transmission apparatus, by adjusting the transmission ratio of a toroidal continuously variable transmission, an output shaft can be stopped while an input shaft is left rotating in one direction by a drive source. And, when, while the vehicle is running, a select lever is operated to a select position in the reverse direction to the vehicle running direction, in a state where a clutch device is connected, the speed ratio of the continuously variable transmission apparatus is changed from a value corresponding to the vehicle running state to a value 0 capable of realizing the above-mentioned stopping state along a preset condition.

Abstract: An axle assembly that includes a differential case which is rotatable about an axis, a pair of side gears that are disposed within the differential case, a spacer ring and a cross pin. The spacer ring is disposed between the side gears. The cross pin is fixed to one of the differential case and the spacer ring and extends through the spacer ring. The aperture in the spacer that receives the cross pin may be larger than the cross pin so that the spacer ring can control end play of the side gears independently of the cross pin.

Abstract: An apparatus comprising an engine, a drive shaft, a first electric motor, and a fly wheel assembly. The engine may be positioned in a vehicle. The drive shaft may be configured to rotate an axle. The first electric motor may be configured to rotated the drive shaft. The fly wheel assembly may be coupled to the engine and may be configured to drive the first electric motor based on data stored within the fly wheel assembly.

Abstract: A powertrain is provided, comprising: an internal combustion engine and an electro-mechanical transmission. The internal combustion engine has two torque output nodes operatively connected to two torque input nodes of the electro-mechanical transmission. The transmission comprises first and second electrical machines operatively connected to first and second planetary gear sets that are selectively operative to transmit torque to an output shaft. The two torque output nodes of the engine comprise an engine block comprising a cylinder with a pair of opposed pistons inserted therein, and each piston operatively connected to one of a first and a second crankshaft. The first and second crankshafts are operatively connected.

Abstract: This planetary roller driving device includes: a planetary roller speed up gear having a first carrier being a first input axis and a first sun roller being a first output axis; a planetary roller reduction gear having a second sun roller being a second input axis and a second carrier being a second output axis, the second input axis being joined with the first output axis; a roller ring driving mechanism; a housing which accommodates the planetary roller speed up gear, the planetary roller reduction gear, and the roller ring driving mechanism; a roller ring rotation control circuit which controls a rotation of the roller ring driving mechanism corresponding to an external environmental condition; and a torque-assisting mechanism which is provided in the housing and provides an assisting torque to the first input axis or the second output axis.

Abstract: Described herein is a hydraulic servo for a gear change provided with a control shaft; the servo has: a frame; a first hydraulic actuator, which is carried by the frame and has two first chambers, which are alternatively filled with a pressurized fluid for displacing the control shaft axially in the two directions; two first solenoid valves, which control filling of the two first chambers; a second hydraulic actuator, which is carried by the frame and has at least one second chamber that is filled with a pressurized fluid for rotating the control shaft about its central axis; a second solenoid valve, which controls filling of the second chamber; and a supporting body, which is fixed to the frame, houses the solenoid valves, and has inside it a series of hydraulic circuits, which connect the solenoid valves themselves both to the chambers of the actuators and to a supply of the pressurized fluid.

Abstract: A method of correcting shift position sensors of a vehicle, the sensors including an inhibitor switch and two or more analog sensors that detect angle displacement between a shift lever and a lever housing as a voltage change. The method includes determining a current condition of a transmission as a range P, when the inhibitor switch outputs signals corresponding to the range P; and inputting signals from the inhibitor switch and from the analog sensors, and determining the current condition of the transmission as a shift range that is indicated by a majority of the signals, when the inhibitor switch outputs signals corresponding to a range other than the range P.

Abstract: A power transmission apparatus has an input member rotated by an engine output. First and second clutch sections, respectively, have a plurality of driving clutch discs and a plurality of driven clutch discs. Each driving and driven clutch disc being alternately arranged. First and second output shafts are rotated by driving force transmitted from the first and second clutch sections. Transmission members transmit the driving force from the first and second clutch sections, respectively, to the first and second output shafts. A selecting mechanism selectively presses or separates the driving clutch discs and driven clutch discs, respectively, of the first and second clutch sections against each other. The first and second clutch sections are coaxially arranged with the first and second shafts. The transmission members extend from either side of a group of the first and second clutch sections to the first and second output shafts. The selecting mechanism is arranged between the transmission members.

Abstract: A transmission operating apparatus for a vehicle includes a shift lever manipulable by a driver, and at least one counterforce applying unit which electrically applies a counterforce counteracting a shifting operation of the shift lever to the shift lever corresponding to a respective position of the shift lever. The counterforce to be applied to the shift lever by the counterforce applying unit is changed when predetermined conditions are satisfied.