Abstract: A ratio shift control system for an automatic transmission calculates the magnitude of a difference in temperature between a detected engine coolant temperature and a detected outside air temperature, which are detected by coolant and outside air temperature sensors, respectively, during one engine start of an internal combustion engine. Ratio shift in the automatic transmission is controlled based on the detected outside air temperature during the one engine start when the magnitude of the difference in temperature is equal to or less than a predetermined cold engine evaluation threshold.

Abstract: A tractor has an engine which drives the tractor via a transmission whose operative ratio is controlled electronically. The tractor also has an auxiliary hydraulic fluid supply system with an engine driven hydraulic pump which provides pressurized fluid to one or more auxiliary outlets on the tractor. A driver operated control means is provided for selecting the oil flow rate to be delivered to the outlets, and a control system adjusts the speed of the engine to the minimum required to provide the selected oil flow rate and changes the operative ratio of the tractor transmission so that the speed of the tractor remains substantially unchanged despite any change in engine speed required to deliver the selected oil flow rate. The transmission may be a CVT or powershift transmission.

Abstract: The present invention provides a method of operating an electro-hydraulic control system for a dual clutch transmission having seven forward speeds or gear ratios and reverse. The control system includes an oil delivery subsystem, a clutch control subsystem and a synchronizer control subsystem. All three subsystems are under the control of a transmission control module. The method of operation includes gathering data from various shaft speed, clutch position and shift actuator position sensors and utilizing pressure control (PCS) and flow control (FCS) solenoid valves and a logic valve to pre-stage and engage (and disengage) hydraulic shift actuators associated with a requested and current gear and to sequentially engage one of a pair of input clutches.

Abstract: An apparatus includes a bearing assembly rotatingly supporting a pinion shaft of a differential for a motor vehicle. The bearing assembly has inner and outer rolling-contact bearings arranged in axially spaced-apart relationship and disposed in O-configuration. A driving gear is arranged on the pinion shaft between the inner and outer rolling-contact bearings and held on the pinion shaft circumferentially in fixed rotative engagement and/or formfitting engagement. Adjacent to the driving gear on the pinion shaft is an intermediate ring and adjacent thereto is an inner ring of the outer rolling-contact bearing. A locking ring is clamped in an annular groove of the pinion shaft. A spring element biases the driving gear against an annular shoulder of the pinion shaft via the intermediate ring and inner ring of the outer rolling-contact bearing, with the spring element being constrained between the inner ring of the outer rolling-contact bearing and the locking ring.

Abstract: The invention relates to a method and a device for suppressing transmission noise from automatic transmissions, in particular for motor vehicles, the transmission having at least two alternating multi-disk clutches that control a power flow via a gearing mechanism through which oil flows to cool the clutches and to reduce wear and tear on them. To create a method and a device that are of simple design and that can operate without wear and tear, it is proposed that under defined operating conditions of the transmission, the throughput amount of oil is increased in such a way that a defined drag torque occurs at the multi-disk clutch that is opened.

Abstract: A multi-step transmission having a housing accommodating eight shafts and four planetary gearsets (4, 5, 6, 7), and at least six shift elements comprising brakes and clutches which implement different transmission ratios between a drive shaft and output shaft. A carrier of gearset (4) is connected to shaft (14) which can be fixed, via brake (8), to the housing and further is connectable, via a first clutch, to shaft (15) which is coupled to a carrier of gearset (5) and is connectable, via a second clutch, to the drive shaft. A ring gear of gearset (6) is coupled to shaft (16) which can be fixed, via brake (9), to the housing. The drive shaft is additionally coupled to a sun gear of gearset (5). A ring gear of gearset (5) is connected to shaft (17). The gearset (5) is a plus planetary gearset.

Abstract: Disclosed is a parking lock mechanism of a power transmission apparatus which can stably supply lubrication oil to the sliding surface of a parking cam to decrease the sliding resistance of the parking cam. The parking lock mechanism 52 includes a support portion 73 for positioning a sleeve 71 with respect to an extension housing 6, and a first guide rib 74 provided on the support portion 73 for catching oil circulating in a transaxle case 4 to supply the oil to the support portion 73. The sleeve 71 has an upper portion formed with a notch 71c for allowing a parking pawl 62 to be held in abutment with a parking cam 61. The oil caught by the first guide rib 74 is supplied through the support portion 73 and the notch 71c of the sleeve 71 to the sliding surface of the parking cam 61, viz., the sliding surface between the parking pawl 62 and the parking cam 61 and the sliding surface between the parking cam 61 and the sleeve 71.

Abstract: A device and method are described for extending the life of check valves. An improved check valve having a double poppet and tapered guides is more robust, and a check valve protection device between the check valve and the environment into which fluid is injected protects the valve from a contaminating or corrosive environment. The check valve and check valve protection device are small and light weight to prevent vibration-induced failures. The check valve protection device preferably has an interior volume that fills quickly by relatively few cycles of the lubricant pump to reduce delay of lubricant to the injection point.

Abstract: Disclosed therein is an automatic speed control system for a manual transmission. Clutch operating means using a combination of a motor and gears, transmission lever operating means using a combination of a motor and gears, and a control part, which check a driving state of a vehicle in real time and controls the motor if gear-shifting is needed, are additionally mounted to a general manual transmission, so that the general manual transmission can automatically shift the gear like an automatic transmission.

Abstract: An overrunning coupling or clutch and control assembly including first and second coupling members and an electromechanical actuator subassembly having an electromagnetically inductive coil which creates a magnetic flux when the coil is energized is provided. A control force caused by the magnetic flux is applied to an armature member of the subassembly to move the armature member and cause the coupling members to be either coupled to or uncoupled from each other by means of struts.

Abstract: A method controls a clutch for vehicles. In a vehicle provided with a transmission such as a DCT or AMT which uses a dry clutch as a launch clutch, the clutch is controlled such that clutch control torque can smoothly vary when a driver manipulates an accelerator pedal during creep driving under a control logic so that the controlling of the clutch is converted into launch control, thus preventing the vehicle from jerking and improving the ride comfort of the vehicle, thereby enhancing the merchantability of the vehicle.

Abstract: A 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 first, second and third members. The torque transmitting devices may include clutches and brakes.

Abstract: A motor unit includes a motor shaft for receiving a motor provided driving force and an auxiliary shaft for receiving an externally provided driving force. A first torque transmission path transfers the externally provided driving force to a drive mechanism and a second torque transmission path transfers the motor provided driving force also to the drive mechanism. A first one way drive is provided in the first torque transmission path between the auxiliary shaft and the drive mechanism such that when the drive mechanism is being driven by the motor provided driving force through the second torque transmission path, the auxiliary shaft is able to freewheel. The motor unit can drive any apparatus where the externally provided driving force is provided by manually operable pedals fixed for rotation with the auxiliary shaft.

Abstract: A clamping-roller freewheel for an adjustment device in a motor vehicle includes a housing, a cylindrical lateral surface that defines an axis, at least one roller, an output shaft that is central to the axis, and a clamping contour which is located on the side of the roller opposite from the cylindrical lateral surface and rotationally connected to the output shaft. The clamping contour is a double clamping contour. The roller is allocated to the double clamping contour. The double clamping contour has a left and a right clamping area. A clamping action arises due to the cooperation of the roller with the left or right clamping area, depending on the direction of rotation, and the cylindrical lateral surface.

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: An electromagnetic clutch apparatus includes: a rotational shaft rotatable for an input and output of a rotational driving force; a rotor integrally rotated with the rotational shaft about an axis and provided with a plurality of magnetic poles each having a first polarity and a second polarity being different from the first polarity, the first and second polarities of the magnetic poles being arranged alternately along a circumferential direction of the rotor; an armature supported to be rotatable relative to the rotor; a rotational member rotated for the one of the input and output of the rotational driving force relative to the armature; an exciting coil stored in the rotor and generating magnetic flux so that the rotor electromagnetically attracts the armature; and a magnetic flux detecting element arranged to face the magnetic poles along a direction of the axis so as to detect magnetic flux of the magnetic poles.

Abstract: A propulsion system for a vehicle has output shaft (2) of a combustion engine (1), which is connected to a first component (9) of a planetary gear so that they rotate at a first speed (n1). An input shaft (3) of a gearbox (4) is connected to a second component (11) of the planetary gear so that they rotate at a second speed (n2). An electrical machine is connected to a third component (10) of the planetary gear so that the third component (10) rotates at a third speed (n3). A control unit (17) estimates in appropriate operating situations a desired speed (n2) for the gearbox input shaft (3). The unit receives information about the speed (n1) of the engine output shaft (2). It causes the electrical machine to give the third component (10) of the planetary gear a speed (n3) which in conjunction with the speed (n1) of the engine output shaft (2) results in the gearbox input shaft (3) assuming the desired speed (n2).

Abstract: A friction-plate lubricating device for an automatic transmission that includes a friction engagement element with a plurality of friction plates in which outer friction plates and inner friction plates are alternately disposed; a hub with splines engaged with teeth formed on an inner circumference of the inner friction plates, the hub having the splines on an outer circumference thereof and having uneven portions formed on an inner circumference thereof; and a nozzle that discharges lubricant to the uneven portions. Recesses of the uneven portions serve as oil reservoirs in which the lubricant gathers, and through-holes are formed in bottom surfaces of the recesses. The lubricant discharged from the nozzle is collected in the oil reservoirs formed by the recesses so as to be supplied to the plurality of friction plates of the friction engagement element through the through-holes.

Abstract: A hub assembly includes a ratchet mechanism located between the hub and the tubular portion on one end of the hub, and including a driving member which is located in the tubular portion and is movable linearly. One side of the driving member has a cone-shaped first ratchet portion located axially and is composed of two triangular contact surfaces. A passive member is movable in the first slot and one side of the passive member has a cone-shaped second ratchet portion which is engaged with the first ratchet portion. A returning member unit is located between the hub and the passive member, and between the tubular portion and the driving member. By the triangular cone-shaped first and second ratchet portions, the contact area and the friction between the ratchet portions are reduced, and the engagement and disengagement is more quick and smooth.

Abstract: An adjustable chain drive system is adapted for uses such as moving product through a conveyor system, and can be configured using a chain, belt or similar structure. Two driven sprockets are movable on a slide, allowing the distance between them to be adjusted. In one example, such adjustment allows conveyor belts to be separated by a desired distance. A drive sprocket and endless chain is used in the drive system. In one configuration, the endless chain includes an adjustable chain segment separating the first and second driven sprockets. To compensate for movement of the first and/or second driven sprockets and change in length of the adjustable chain segment between them, lengths of first and/or second secondary adjustable chain segments adjacent to the adjustable chain segment are varied.