Abstract: A control device for a selectable one-way clutch includes a pocket plate; a notch plate rotating relative to the pocket plate; a selector plate between the pocket plate and the notch plate rotating coaxially with the notch plate to change between a state allowing engagement members to pass through respective openings and to stand up from a side close to the pocket plate toward a side close to the notch plate and a state allowing the housing recesses to house the engagement members; and a motion detection unit detecting a motion of the selector plate. Further, when an unintended motion of the selector plate is detected, the pocket plate and the notch plate to rotate differentially at a rotation speed equal to or less than a predetermined absolute value, and the selectable one-way clutch to fall into a state of ratchet or into a state of overrun.

Abstract: A cycloidal gear pair reducer including an input shaft, mounted in a reducer casing such that it rotates about an axis referred to as “main axis”, an eccentric member carried by the input shaft and rotated by the latter, at least one cycloidal disc rotatably mounted on the eccentric member and having a cycloidal toothing, at least one ring gear provided with a receiving toothing with which the cycloidal toothing of the cycloidal disc meshes, and an output shaft, separate from the input shaft, arranged to be rotated by the cycloidal disc; the cycloidal toothing of the disc and the corresponding receiving toothing of the ring gear being helical.

Abstract: A powersplit hybrid powertrain includes an electrically actuated brake that selectively engages a ring gear attached to a flywheel. The ring gear may be, for example, a starter ring gear. Engagement of the brake while the engine is stopped permits use of both electric machines to provide torque to vehicle wheels, thereby increasing the electric torque capacity of the powertrain. The position of the brake is more space efficient than conventional input shaft brakes.

Abstract: A vehicle includes an engine, a transmission, and a controller. The transmission has clutches, a circuit configured to transport fluid to the clutches, a pump configured to circulate the fluid through the circuit, and an accumulator disposed along the circuit. The controller is programmed to, responsive to an engine start and a fluid temperature being less than a temperature threshold, discharge the accumulator to prime the pump.

Abstract: A planetary reduction gear ring gear for a turbine engine, in particular of an aircraft, the ring gear extending about an axis (X) and including first and second coaxial annular elements and respectively two inner annular teeth oriented differently. The first and second annular elements include respectively first and second radially external annular flanges to secure the first and second elements to one another, the teeth of the first and second annular elements being axially spaced from one another and from a joint plane (P) of the first and second flanges, and defining between them an annular space externally delimited by two annular rims supporting respectively the flanges. At least one of the flanges includes joint plane notches that are substantially radial for the oil to pass through by centrifugation. The ring gear further includes an annular row of oil-retention walls protruding from the rims in the space.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include: an input shaft; an output shaft disposed in parallel with the input shaft; a first planetary gear set having first, second, and third rotation elements; a second planetary gear set having fourth, fifth, and sixth rotation elements; a first shaft fixedly connected to the first rotation element and selectively connected to the input shaft and a transmission housing; a second shaft fixedly connected to the second rotation element; a third shaft fixedly connected to the third rotation element; a fourth shaft selectively connected to the input shaft; a fifth shaft fixedly connected to the fourth rotation element and fixedly connected to the output shaft; a sixth shaft fixedly connected to the fifth rotation element; and a seventh shaft fixedly connected to the sixth rotation element, selectively connected to the fifth shaft.

Abstract: A gear (10) for a bicycle transmission (20) is described, having an external contour (11) with teeth (12a, 12b) formed thereon, wherein the external contour (11) is defined by a maximum pitch diameter (Ømax) and a minimum pitch diameter (Ømin), does not have any axes of symmetry and is formed exclusively with point symmetry with respect to its centre of symmetry (M). The invention was therefore based on the problem of developing a gear (10) which improves the pedaling feel of a bicycle transmission (20). The problem is solved in that the external contour (11) exhibits a change in its curvature at every point.

Abstract: A method for coupling a rotating device, in particular a steam turbine, and a shaft device, in particular a gas turbine, having the following steps: detecting a differential angle between the shaft device and the rotating device; detecting a differential speed between the shaft device and the rotating device; predicting a coupling angle at which the rotating device and the shaft device would be coupled if the rotating device were accelerated with a known acceleration up to the start of the coupling-in; comparing the predicted coupling angle with a target coupling angle, and calculating therefrom a setpoint acceleration such that the predicted coupling angle matches the target coupling angle.

Abstract: A drivetrain assembly for a motor vehicle such as a tractor-trailer rig wherein the drivetrain assembly includes a transmission and a rear end differential that have gearing operable to lower the operational engine RPM's of the vehicle. The transmission of the present invention includes a gearing ratio having a stepped percentage difference intermediate each gear. The final gear ratio of the transmission ranges between 0.47 to 1 and 0.63 to 1. A rear end gear ratio is present within the range of 3.08 to 1 to 3.90 to 1. The rear end gear ratio is approximately five and a half to six and a half greater than the ratio of the final gear of the transmission. The engine RPM's of the vehicle are at a lower RPM when the transmission is in its final gear or speed resulting in less fuel injection cycles and improved fuel economy.

Abstract: In one aspect, there is provided a gear train having a sun gear, planet gear assemblies. Each planet gear assembly has a main gear meshed with the sun gear, a fore lateral gear and an aft lateral gear disposed on opposite sides of the main gear and rotating therewith. A diameter of the main gear is different than a diameter of the fore and aft lateral gears. Each planet gear assembly is rotatably mounted on a bearing for rotation about an axis. The bearing includes a journal defining two undercuts. A planet carrier rotatably supports the planet gear assemblies. Ring gears are meshed with the fore and aft lateral gears. One of the sun gear, the planet carrier, and the ring gears connected to an input, one is connected to an output, and rotation of a remaining one is limited.

Abstract: A control apparatus for a drive-force transmitting apparatus that includes a transmission having primary and secondary pulleys. When a detection accuracy of rotational speed of the primary and secondary pulley is not assured, the control apparatus sets each of (i) a secondary-thrust calculation thrust ratio value used for calculation of a secondary thrust that is to be applied to the secondary pulley and (ii) a primary-thrust calculation thrust ratio value used for calculation of a primary thrust that is to be applied to the primary pulley, such that each of the secondary-thrust calculation thrust ratio value and the primary-thrust calculation thrust ratio value is dependent on a result of a determination as to whether an actual gear ratio of the transmission is the highest gear ratio and a result of a determination as to whether an input torque inputted to the transmission is lower than a given torque value.

Abstract: A drive unit for a hybrid vehicle capable of improvement of fuel efficiency during HV running is provided. The drive unit includes an engine, a first motor, a second motor, a first planetary gear unit, a second planetary gear unit, a first engagement unit, and a second engagement unit. In a case where an operation state of the vehicle is high vehicle speed and a low driving force in which a requested driving force is small, by bringing the first engagement unit to an engaged state and the second engagement unit to the disengaged state, a first state where a gear ratio which is a rotation number ratio between an input element and an output element of a complex planetary gear unit becomes a first gear ratio ?2 smaller than “1” is set.

Abstract: A control apparatus for a vehicle includes a vehicle driving control portion configured to permit reverse driving of the vehicle in a reverse direction while the automatic transmission is placed in a forward-drive low-speed gear position, with the motor/generator being operated in a negative direction to generate a negative torque, and a transmission shifting control portion configured to implement a control for promotion to establish the forward-drive low-speed gear position, when switching from forward driving of the vehicle to its reverse driving of the vehicle is required in the process of a shifting action of the automatic transmission to the forward-drive low-speed gear position. The transmission shifting control portion implements the control for promotion to establish the forward-drive low-speed gear position, according to a state of control of the engaging-side coupling device to be brought into its engaged state for establishing the forward-drive low-speed gear position.

Abstract: A hybrid electric powertrain system includes a transmission, engine, e-accessory, primary and secondary electric machines, and controller. The e-accessory is powered by the secondary electric machine in response to an accessory torque demand. The engine and primary electric machine are connected to the transmission and configured, alone or in combination, to provide input drive torque to the transmission. The secondary electric machine is connected to the e-accessory and satisfies the accessory torque demand. A first clutch between the secondary electric machine and a transmission input member connects the secondary electric machine to the input member. The controller, in response to an output torque request, executes a power-sharing strategy using an objective cost function that allocates engine torque, primary motor torque, and secondary motor torque to the input member to satisfy the output torque request, while satisfying the accessory torque demand via the secondary electric machine.

Abstract: A control device includes an electronic control unit configured to selectively execute traveling in a first traveling mode and traveling in a second traveling mode, the first traveling mode being a traveling mode in which in a state where one engagement device is controlled so as to be engaged, a differential state is controlled by a first rotating machine to transmit torque of an engine, and the second traveling mode being a traveling mode in which in a state where the other engagement device is controlled so as to be engaged, a differential state is controlled to transmit torque of the engine, and perform switching to traveling in the second traveling mode in a case where a vehicle speed is equal to or higher than a predetermined vehicle speed when engine stop control that stops the engine is executed during traveling in the first traveling mode.

Abstract: The present invention provides a variable speed accelerator including: a constant-speed motor (51) having a constant-speed rotor (52) which is configured to rotate a constant-speed input shaft (Ac) of a transmission device (10) in a first direction; and a variable-speed motor (71) which has a variable-speed rotor (72) connected to a variable-speed input shaft (Av) of the transmission device (10), having a cylindrical shape centered on an axis with a shaft insertion hole (74) passing therethrough in the axial direction through which the constant-speed input shaft (Ac) inserted, and configured to rotate an output shaft (Ao) at a maximum rotation rate by rotating the variable-speed rotor (72) at a maximum rotation rate in a second direction opposite to the first direction, wherein the variable speed accelerator further includes an AC power source line (110) which connects the variable-speed motor (71) with an AC power source to allow the variable-speed motor (71) to rotate in the second direction; a rotation rat

Abstract: An infinitely variable transmission capable of shifting from infinity to zero speed ratios in forward and reverse is provided. The transmission offers reciprocal blocking and supports high torque and power, while requiring a fixed number of planetary gears and a hydraulic flow control, without brakes and/or clutch by varying the angular displacement or rotational movement separating the contained vectors (speed and torque) to exploit, in a reciprocal manner, the working flow by maintaining the full potential of the movement force source without a continuity flow break-up.

Abstract: A vehicle driveline component having a differential input, which is rotatable about a differential axis, a differential gearset that is driven by the differential input, first and second differential outputs, which are rotatable about the differential axis, a first disconnect clutch and a second disconnect clutch. The differential gearset has a first gearset output and a second gearset output that are rotatable about the differential axis. The first disconnect clutch selectively couples the first differential output to the first gearset output, while the second disconnect clutch selectively couples the second differential output to the second gearset output.

Abstract: A differential gear device including: a differential casing; and a pair of side gears which are disposed within the differential casing such that the side gears are rotatable about the above-indicated axis and are axially opposed to each other, and such that a rotary motion of the differential casing about the above-indicated axis is transmitted to the side gears through at least one pinion gear, the differential casing having a pair of bearing portions which extend from its respective inner surfaces toward back surfaces of the respective side gears, which are coaxial with said axis and which have respective annular seating surfaces which receive axial loads from the side gears, and wherein each of the pair of bearing portions has a protrusion extending from an outer circumference of corresponding one of the annular seating surfaces in a radially outward direction of the annular seating surface.

Abstract: A helical gear device includes: first and second helical gear respectively and rotatably disposed about first and third mutually parallel axes; a second helical gear meshing with the first and third helical gears so that a rotary motion is transmitted from the first to the third helical gear through the second, the second helical gear having a center bore; a support shaft disposed coaxially with a second axis parallel to the first, and extending through the center bore with a predetermined amount of radial play between the support shaft and the second helical gear, rotatably supporting the second helical gear. The second and third helical gears have a predetermined radial clearance in their reference meshing state in which their pitch circles contact. The radial clearance is smaller than a radial gap of a backlash between the second and third helical gears in the reference meshing state.