Abstract: An axle drive system for a motor vehicle, in particular a commercial vehicle, has a drive unit. The axle drive apparatus also has a first drive axle for drive-connecting to the drive unit. The first drive axle has a first intermediate gear stage and a first bevel gear stage. The axle drive system also has a second drive axle which is drive-connected to the first drive axle. A transmission ratio of the first intermediate gear stage is not equal to 1. A transmission ratio of the first drive axle, in particular a common transmission ratio of the first intermediate gear stage and the first bevel gear stage, corresponds to a transmission ratio of the second drive axle.

Abstract: The control device for the hybrid vehicle including: an engine; a first motor generator which generates electric power by power of the engine; a battery; and a second motor generator connected to driving wheels and driven by supplying electric power from at least one of the battery and the first motor generator. In the control device, a braking control, which drives the first motor generator as an electric motor by regenerative power obtained by operating the second motor generator as a generator at the time of braking of the hybrid vehicle, and in which the engine is utilized as a load of the first motor generator, is executed when a variable representing a charging state of the battery by a level of a value is equal to or greater than a predetermined value and use of a mechanical brake of the hybrid vehicle is restricted.

Abstract: A planetary power transmission device includes a ring member; a sun member; a first shaft disposed concentrically with the sun member and fixed to the sun member; a plurality of planetary members provided between the ring member and the sun member; support shafts configured to respectively support the planetary members such that the planetary members are rotatable; a carrier member to which the support shafts are fixed, the carrier member being configured to rotate in accordance with revolution of the planetary members along an inner peripheral surface of the ring member; a second shaft fixed to the carrier member so as to be concentric with the first shaft; and a housing configured to accommodate the ring member, the sun member, the planetary members, and the carrier member. An outer peripheral surface of the carrier member is rotatably supported by the housing via a bearing.

Abstract: A remote vehicle control is activated. A throttle position on the control is maintained for a specified time. A transmission of a vehicle is engaged based on the throttle position.

Abstract: A vehicle control device includes a belt slippage determination unit which determines whether or not slippage of a belt has occurred based on rotation of a drive pulley and rotation of a driven pulley, an output state determination unit which determines an output state of a sensor that acquires a signal corresponding to the rotation of the driven pulley, and a speed of rotation limitation unit which controls an upper limit of the speed of rotation of the drive source based on the output state of the sensor when slippage of the belt is detected by the belt slippage determination unit.

Abstract: A powertrain, such as a vehicular electric powertrain, includes a cycloidal speed reducer configured to reduce a speed of an output of a traction motor. The cycloidal speed reducer includes an input member configured to couple with the output of the traction motor. A cycloidal disc has a main body made of a first material and defining a plurality of circumferentially-arranged holes extending through the body. The cycloidal disc has a plurality of inserts each extending through one of the holes. The inserts are made of a second material. A plurality of circumferentially-arranged pins are each disposed in one of the holes and contacting one of the inserts. The inserts provide reinforcement in contact areas between the disc and the pins.

Abstract: A power transmission apparatus may include a first input shaft, a second input shaft external and selectively connectable to the first input shaft, a third input shaft external to the second input shaft and selectively connectable to the first input shaft, an intermediate shaft, first and second output shafts, first and second idle shafts, a planetary gear set mounted on the intermediate shaft and having first to elements and where two elements are selectively connectable to the intermediate shaft, a plurality of gear sets allowing torque flows between the various shafts and the planetary gear set, first and second synchronizers respectively mounted on the first and second output shafts, selectively receiving a torque from the second and third input shafts through two paths, and transmitting the received torque to the first and second output shaft, and four clutches.

Abstract: A transmission may include a first input shaft, a second input shaft external and selectively connectable to the first input shaft, a third input shaft external to the second input shaft and selectively connectable to the first input shaft, an intermediate shaft, an idle shaft, and an output shaft, a planetary gear set mounted on the intermediate shaft and having first to third elements where the third element and one the first and second elements are selectively connectable to the intermediate shaft and the first and second elements are connected to the third and second input shafts, a plurality of gear sets allowing torque flows between the various shafts and the planetary gear set, first and second synchronizers on the output shaft, receiving torques from the input shafts, and selectively transmitting the received torque to the output shaft, and four clutches.

Abstract: A powertrain arrangement for a transverse mounted motor for an electric powered automotive passenger vehicle including opposing wheel shafts for powering two parallel mounted wheels, the shafts rotating about a first axis, the shafts having at least one end torsionally connected with a differential, an electrical rotor torsionally connected with the wheel shafts via a planetary gear train, an electrical stator surrounding the rotor, a casing supporting the rotor and the wheel shafts, the casing encompassing the stator, the casing having a floor forming a lubricant reservoir, and a baffle located in the lubricant reservoir, the baffle having barriers generally transverse to the first axis and at least one of the barriers having a lower window allowing fluid communication underneath the barrier.

Abstract: A gas turbine engine comprises a gearbox including a first epicyclic gearbox and a second epicyclic gearbox. The first epicyclic gearbox comprises a first sun gear meshing with the first planet gears and the first planet gears meshing with a first annulus gear. The second epicyclic gearbox comprises a second sun gear meshing with the second planet gears and the second planet gears meshing with a second annulus gear. An input shaft is arranged to drive the first sun gear and a first planet gear carrier is arranged to drive a propulsor. The first and second annulus gears are fixed to a static structure. A first clutch is arranged between the first planet gear carrier and the second planet gear carrier and a second clutch is arranged between the second sun gear and the input shaft. The gearbox is more efficient at cruise conditions.

Abstract: An apparatus and a method of retaining a bearing assembly having a bore to a shaft received within the bore, the method comprising physically limiting the axial movement of the bearing assembly on the shaft by a retainer mounted to an end of the shaft and having a portion extending radially beyond the shaft and into an axial path of the bearing assembly.

Abstract: A mechanical locking differential includes a drive lock motor supported by the differential housing. The drive lock motor is disposed opposite the input bevel gear assembly, higher than the differential input and the differential outputs. The drive lock motor is coupled to a differential lock with a gear train that includes a worm drive, to output rotational motion on a lock output gear. The lock output gear causes sliding motion of a rack and a rack follower, pressing the differential lock into or out of engagement. The drive lock motor assembly is disposed fully between the right and left extents of the differential.

Abstract: The geared window shade bracket comprises a sprocket having a ring gear on an inside circumference of the sprocket; a chain configured to be engaged with the sprocket such that, in response to pulling on the chain, the sprocket rotates; a sun gear that is configured to be restricted from rotation; one or more planet gears configured to rotate around the sun gear, wherein the one or more planet gears interface with the ring gear; and a planetary carrier configured to mate with the one or more planet gears. In response to the chain being pulled, the sprocket rotates, causing the planet gears to rotate, causing the planetary carrier to rotate, causing the hub to rotate, and causing a shade tube to rotate.

Abstract: A gas turbine engine includes a turbine rotor connected to a main compressor rotor. A tail cone is mounted inward of an exhaust core flow. A generator rotor is adjacent a generator stator. The generator rotor and stator are mounted within the tail cone. A passage connects a bypass flow path to the tail cone. A cooling air compressor is operable within the passage. The turbine rotor drives a shaft to drive the generator rotor and the cooling compressor. A method is also disclosed.

Abstract: A clutch control method may include generating a current-hydraulic pressure model by obtaining an increasing slope of a measured hydraulic pressure which is applied to a clutch in accordance with an increase of a primary ramp current while applying the primary ramp current to a solenoid valve that controls hydraulic pressure to be supplied to the clutch; obtaining a difference between a virtual hydraulic pressure according to the current-hydraulic pressure model and a measured hydraulic pressure applied to the clutch for a secondary ramp current while applying the secondary ramp current to the solenoid valve after removing the primary ramp current; performing updating by learning a secondary ramp current, at which the difference between the virtual hydraulic pressure and the measured hydraulic pressure is maximum, as a Volumetric Kiss Point (VKP); and controlling the clutch on the basis of the learned VKP.

Abstract: A powertrain includes a first planetary gearset configured to establish a fixedly linear speed relationship among a first rotor, an engine crankshaft, and a second rotor. The powertrain further includes a gearing assembly configured to alternately selectively establish a plurality of proportional speed relationships between the second rotor and an output shaft. The gearing assembly further includes a second planetary gearset having a lockup clutch configured to selectively couple two rotatable elements of the second planetary gearset.

Abstract: An automatic transmission according to one aspect of the present invention includes: a transmission mechanism including a rotational element; a valve body configured to control the transmission mechanism; an electronic control unit configured to perform electronic control of the valve body; and a transmission casing in which the transmission mechanism, the valve body, and the electronic control unit are arranged. The electronic control unit is formed such that an inner peripheral surface of the electronic control unit extends in a circumferential direction along an outer peripheral surface of the transmission mechanism.

Abstract: A power transmission apparatus of a hybrid electric vehicle may include an input shaft receiving an engine torque, an output shaft disposed at a same axis with the input shaft and outputting a shifted torque, first and second motor/generators, a first shifting section including a compound planetary gear set formed as a combination of first and second planetary gear sets, forming an adjusted torque from the engine torque received through two paths and torques of the first and second motor/generators, and outputting the adjusted torque, and a second shifting section including a third planetary gear set and outputting a shifted torque of two stages from a torque received from the first shifting section to the output shaft.

Abstract: A method for controlling a positive gearshift unit includes, in an engagement procedure, a coupling element, which is connected to a first coupling half and which has a beveled coupling toothing, is brought into engagement with a blocking element, which has a blocking toothing and which is connected to a second coupling half, and is brought into engagement with a catch element, which is connected to the second coupling half, which has a beveled catch toothing, and which is able to move circumferentially with respect to the blocking element. In the engagement procedure, a touch-point is set which comes after a crossing of a synchronous rotational speed in a rotational speed difference profile.

Abstract: A method of controlling a drive train comprising an electric motor (12), a gearbox (1) and an internal combustion engine (13). The gearbox (1) is placed between the electric motor (12) and the internal combustion engine (13) in the drive train. The speed of the electric motor (12) is synchronized to the speed of the internal combustion engine (13) in order to shift the gearbox. The gearbox (1) is shifted between different operation modes by means of controlling the position of a dog clutch (6).