Abstract: A two-mode, compound-split, electro-mechanical transmission that selectively receives power from an internal combustion engine as well as a source of electrical energy. Three power receiving planetary gear subsets, first and reverse mode selecting planetary gear subsets, a steering planetary gear subset and left and right output planetary gear subsets are employed. A steering mechanism operates a steering motor. Torque transfer devices selectively ground components of the first and second mode selecting planetary gear subsets. The left and right output planetary gear subsets present corresponding out shafts. The left and right output planetary gear subsets are connected to each other by a shaft which assures simultaneous rotation of one component in the left and right output planetary gear subsets. Another component of the left and right output planetary gear subsets are connected to each other by a retro-rational gear shaft assembly.

Abstract: A two-way clutch for allowing limited torque to be transferred until a roller clutch mechanism is forced to an engaged position. The present invention includes a roller clutch, with a torque generating device mounted thereon, including an actuator for producing an axial force onto a clutch pack. A torque transfer device is disposed between the torque generating device and the roller clutch. The torque transfer device is adapted to receive torque from the torque generating device and to transfer torque to the roller clutch. When a predetermined level of torque is produced by the torque generating device, the torque transfer device moves the roller clutch into an engaged position.

Abstract: An upshift shock reducing apparatus is provided to reduce upshift shock in a vehicle having a power train with a power source and an automatic transmission. The upshift shock reducing apparatus has a power source sensor that produces a signal indicative of a power source load, and a controller operatively coupled to the power source sensor, the power source, and the automatic transmission. The controller increases torque from the power source during the torque phase for a first predetermined period until the torque reaches a second predetermined torque, and decreases torque from the power source by a first predetermined torque at an end of a second predetermined period. The second predetermined period is determined based on the signal from the power source sensor, whereby the decreasing starts before the inertia phase. Therefore, the torque can be decreased before the inertia phase.

Abstract: An automatic transmission formed so that the axial displacement of a clutch drum is restricted without causing an increase in the manufacturing cost and number of man-hour. A first spline is formed on an inner circumferential surface of a carrier of first planetary gear mechanism, and a second spline meshed with the first spline is formed on an outer circumferential surface of a free end section of a hub portion of a clutch drum of a clutch. The second spline is formed by cutting process, and has a diagonally cut rising portion at a terminal end thereof. When the clutch drum is displaced from its set position toward an intermediate partition wall by a predetermined amount, an inclined surface of the cut rising portion of the second spline on the hub portion engages a radially inner corner edge portion of the carrier.

Abstract: In a control method for an automatic transmission, it is first determined if the automatic transmission is in a fourth speed and the vehicle is being driven in a power off state, then a damper clutch operation slip control signal is output when the vehicle is in a power off state. Next, an engine fuel cut-in rpm reduction signal is output to engine control unit when a damper clutch is operated by the damper clutch operation slip control signal. A lower engine fuel cut-in signal is transmitted from the engine control unit according to the output engine fuel cut-in rpm reduction signal. Then, it is determined if engine output is undergoing continuous reduction, and a duty ratio is controlled using a learned value during 4-3 shifting when engine output is being reduced.

Abstract: A power train for an automotive transmission includes first and second planetary gear sets disposed around an input shaft. The first and second planetary gear sets include a first sun gear, a first planet carrier, and a first ring gear. The second planetary gear set includes a second sun gear, a second planet carrier, and a second ring gear; the first planet carrier being fixedly connected to the second ring gear. The first sun gear is connected to the input shaft with a first clutch interposed between the first sun gear and the input shaft. The second planet carrier is connected to the input shaft with a second clutch interposed between the second planet carrier and the input shaft, and the second sun gear is connected to the input shaft with a third clutch interposed between the second sun gear and the input shaft. The fourth clutch and the second one-way clutch are disposed spaced away from each other in the axial direction of the input shaft.

Abstract: A shift control method for an automatic transmission includes the steps of outputting a predetermined shift control signal while driving in a second speed for controlling shifting into a third speed if signals indicating that shifting from the second speed into the third speed are applied; determining if third speed synchronization is completed; or determining if a tip-in signal has been applied if third speed synchronization is not completed; outputting a throttle compensation duty and determining if signals corresponding to 3-2 kickdown shifting are received if a tip-in signal is applied during third speed synchronization; comparing an oil temperature with a first predetermined value if signals corresponding to 3-2 kickdown shifting are received; comparing a vehicle speed with a second predetermined value if the oil temperature is greater than or equal to the first predetermined value; detecting an On/Off state of a kickdown switch if the vehicle speed is greater than or equal to the second predetermined va

Abstract: A system 10 for controlling a transfer case clutch assembly is provided and is deployed within a four-wheel drive vehicle having a front driveshaft 22, a rear driveshaft 26, and a transfer case 32 which selectively provides torque to the driveshafts 22, 26 by way of a clutch assembly 38. System 10 includes a controller 40 which is communicatively coupled to the clutch assembly 38. Controller 40 receives signals generated by sensors 44-48, utilizes the received signals to determine the onset of a slip condition, and based upon this determination, generates a command signal to selectively activate the clutch assembly 38 effective to smoothly release torque from the front driveshaft 22 and/or rear driveshaft 26.

Abstract: A ratchet assembly includes a mounting body with an inner tubular hole, a rotating shaft with a ratchet wheel which is received in the tubular hole and which has right and left toothed portions, and right and left pawl members disposed in right and left chambers of the tubular hole and each having a pawl body which is movable to respectively engage or disengage the right and left toothed portions. An actuator is mounted on and is shifted relative to the mounting body between a normal position, where the actuator releases one pawl member to engage the respective toothed portion so as to turn the rotating shaft in a clockwise direction, and depresses the other pawl member to disengage the respective toothed portion, and a reverse position, where the actuator releases the other pawl member to engage the respective toothed portion so as to turn the rotating shaft in a counterclockwise direction.

Abstract: An electric driving arrangement, particularly for press systems and/or their components, has a main electric motor for driving a flywheel. By way of a releasable coupling device, the flywheel drives an output shaft. An auxiliary electric motor can additionally be utilized for driving the drive shaft. The main electric motor and the auxiliary electric motor are arranged within the flywheel.

Abstract: A harmonic friction drive comprises a rigid ring having a cylindrical inside surface of a given circumference, the inside surface being free of gear teeth. A member having a flexible tube portion is nested in the rigid ring. The flexible tube portion has an outer surface whose circumference is smaller than the given circumference. The outer surface is also free of gear teeth. A wave generator pushes the outer surface of the flexible tube portion into frictional engagement against the inside surface of the ring, at two or more zones of contact along the inside surface and rotates the two or more zones of contact about the inside surface of the ring. The difference in circumference between the outside surface of the flexible tube portion and the inside surface of the ring causes the flexible tube portion to rotate a small amount relative to the ring upon each complete revolution of the wave generator.

Abstract: A continuously variable hydrostatic transmission in which a fixed displacement hydraulic pump and a variable displacement hydraulic motor are disposed on a drive axle, and connected via a closed hydraulic circuit. The continuously variable hydrostatic transmission shifts gears by changing the inclination angle of a movable swashplate provided for the variable displacement the hydraulic motor. The continuously variable hydrostatic transmission may perform a correction control, where the movable swashplate is moved to the TOP side, and the maximum value of the shift amount is obtained. Then, the movable swashplate is moved to the LOW side, and the minimum value is obtained. By storing the maximum and minimum values, correction data is derived. After that, the TOP and LOW transmission gear ratios are determined on the basis of the correction data.

Abstract: A differential drive for use on a vehicle to control the transfer of torque between the front and rear axles of a vehicle. The differential drive includes a rotatably driven differential housing supported in a housing. The differential drive also includes a differential gear set arranged and supporting in the differential housing. The differential gear set has at least two side shafts gears and at least two differential gears. The differential drive also includes a torque distribution device having a viscous transmission. The viscous transmission has an inner hub and an outer casing. The inner hub is connected to a first side shaft. The outer casing is connected to one of the side gears. The viscous transmission also connects the output of the first side shaft to one of the side shaft gears.

Abstract: A steering wheel cover includes an annular hollow core layer, a flexible lining layer, and a hook-and-loop fastening unit. A core layer has an inner annular peripheral edge that is formed with a slot therealong to permit access into a receiving space. The core layer further has an outer wall surface, and an inner wall surface with opposing edge parts disposed on opposite lateral edges of the slot. The lining layer has a pair of marginal portions disposed respectively on opposing sides of the covering portion. The marginal portions extend into the receiving space of the core layer via the slot, and overlap respectively the edge parts of the inner wall surface of the core layer. The fastening unit is provided on the edge parts and on the marginal portions to fasten removably the lining layer to the core layer.

Abstract: A transmission assembly is disclosed. The transmission assembly includes a continuously variable transmission driven by an input shaft at an input speed, a mechanical transmission coupled to the continuously variable transmission for selecting a first gear range and a second gear range, an output shaft driven by the mechanical transmission at an output speed, and controller operable to receive a speed command and generate a transmission ratio is command which control a ratio of the output speed to the input speed, and generate a shift command which causes the mechanical transmission to shift from the first gear range to the second gear range. An upper transmission ratio limit defined by an engine lug limit. A lower transmission ratio limit is defined by an engine overspeed limit. The controller causes the transmission to execute a shift from the first gear range to the second gear range which causes an instantaneous change in output speed.

Abstract: A hydraulic pressure distributor includes a low control valve, an N-R control valve, a line pressure control switch valve, a first fail-safe valve controlled by control pressure supplied from the low control valve and from the second pressure control valve, the first fail-safe valve undergoing port conversion to supply hydraulic pressure supplied from the third pressure control valve to the second clutch in the third and fourth speeds of the drive D range, and hydraulic pressure supplied from the third pressure control valve to the first brake in the low L range, and a second fail-safe valve controlled by reverse pressure, hydraulic pressure supplied to a fourth clutch, and hydraulic pressure supplied to the third clutch, the second fail-safe valve supplying hydraulic pressure supplied from the second pressure control valve to the second brake in the second and fourth speeds of the drive D range, and an engine brake control switch valve for supplying D-range pressure to the fourth clutch in the first and thir

Abstract: The invention provides a hydraulic drive apparatus which obtain a desired speed reduction ratio and a reduced shock during clutch engagement. Accordingly, the hydraulic drive apparatus for a working machine has a variable capacity type first (8) and second hydraulic motor (11), a first input shaft (5) and a second input shaft connected respectively (7). The hydraulic drive apparatus transmits a torque from the first and the second hydraulic motor to an output shaft (2). A planetary gear (21) is interposed between the second hydraulic motor and the second input shaft, and a clutch (10) freely engaging the second hydraulic motor with the second input shaft is provided between a ring gear (29) of the planetary gear and a housing (24). A modulation damper (22) for reducing a clutch pressure (P3) before the engagement and reducing at a time of engagement is provided.

Abstract: A clutch (25, 26) which connects an engine to a toroidal continuously variable transmission (100) is engaged and transmits a torque to the transmission (100) according to a line pressure. The toroidal continuously variable transmission (100) transmits the torque also according to the line pressure. A microprocessor (81) calculates a first pressure required to engage the clutch (25, 26) in the idle running state of the engine (99), calculates a second pressure required for torque transmission of the clutch (25, 26) based on a torque transmission amount of the clutch (25, 26) (S141), and calculates a third pressure required for torque transmission of the continuously variable transmission (100) based on the torque transmission amount of the clutch (25, 26) and the speed ratio of the continuously variable transmission (100) (S142).