Abstract: In a planetary gear device series composed of eight kinds of planetary gear devices with gear reduction ratios of 3 to 10, the planetary gear device of each gear reduction ratio uses an internal gear with 108 teeth or a slightly different number of teeth, and the module is common among the planetary gear devices of all gear reduction ratios. The combinations of the sun gear teeth number Za and the internal gear teeth number Zc in the planetary gear device of each reduction ratio are given in Table 1 of this application.

Abstract: An electronically controlled variable speed mechanical drive to be used in high power applications where using a direct drive motor is not feasible due to weight and size constraints. The variable speed drive components convert an externally driven fixed displacement pump into a variable displacement pump by electronically setting the pump speed to meet flow demands. A single stage pump and a multi-stage pump are so converted, according to the present disclosure.

Abstract: A speed reducer includes an input shaft, an output shaft, and a gear assembly coupled to the input shaft. The gear assembly includes a housing, an external gear, and at least two internal gears. The external gear is located within the housing and inscribes the at least two internal gears. One side of the at least two internal gears is rotatably coupled to the input shaft, and another side of the at least two internal gears is coupled to a connecting column of the output shaft. The at least two internal gears are offset on the input shaft, and the input shaft drives the at least two internal gears to maintain engagement with the external gear. The connecting column maintains transmission of the output shaft and the at least two internal gears.

Abstract: An apparatus and method for controlling gear shift of a hybrid vehicle prevent frequent gear shift by adjusting output of a driving motor or a gear shift time point of a transmission based on road condition or vehicle state while the hybrid vehicle is driven in a specific road condition or a specific vehicle state in a HEV mode. The apparatus includes a driving state detector that detects a road condition and a vehicle state and a controller that receives the road condition and the vehicle state from the driving state detector to differentiate and select a hybrid electric vehicle (HEV) mode into a normal mode and a compensation mode. The controller adjusts the output of a driving motor or a gear shift time point of a transmission according to different conditions from the driving state detector in the compensation mode.

Abstract: A vehicle control device includes: a unit that acquires a first transmission torque transmitted in a first state in which a control pressure is controlled to a first pressure value, and a second transmission torque transmitted in a second state in which the control pressure is controlled to a second pressure value; a control unit including a storage unit that stores control data including data indicating a relationship between a friction coefficient and a surface pressure. The control unit calculates a first friction coefficient based on the data and the first pressure value, calculates a second friction coefficient based on the data and the second pressure value, calculates an estimated value of the touch point pressure based on the first and second pressure values, the first and second transmission torques, the first and second friction coefficients to control data based on the estimated value.

Abstract: An electric vehicle is provided with an electric motor serving as a driving source and is not provided with an internal combustion engine from which power is transmitted to drive wheels driven by power from the electric motor. The electric vehicle includes: a torque converter that is disposed coaxially with an output shaft of the electric motor, and to which the power is transmitted from the electric motor; an automatic transmission disposed on a power transmission path between the electric motor and the drive wheels, and configured to achieve a shift stage at which the power is interrupted; and a mechanical oil pump driven by the power from the electric motor, and disposed on the power transmission path, at a position upstream of the automatic transmission in a direction of power transmission from the electric motor to the drive wheels. The mechanical oil pump is disposed in the electric motor.

Abstract: A control system that controls a driveline of a motor vehicle to operate in a selected one of a plurality of configurations is configured to receive a brake signal responsive to the application of a braking system. The control system causes the driveline to operate in a second configuration and not a first configuration in dependence at least in part on the brake signal. In the first configuration a first group of one or more wheels and in addition a second group of one or more wheels are arranged to be driven by the driveline, and in the second configuration the first group of one or more wheels and not the second group are arranged to be driven by the driveline.

Abstract: A power transmission apparatus includes a first input shaft receiving an input torque, second and third input shafts coaxially disposed and selectively connected with the first input shaft, first and second torque mediating shafts coaxially disposed with the first input shaft, first and second intermediate shafts and an output shaft disposed in parallel with the first input shaft, a first shifting section receiving a torque from the third input shaft and outputting a plurality of first shifted torques, a second shifting section including a first planetary gear set selectively connected with the first input shaft and outputting a plurality of second shifted torques, and a compound shifting section forming an output torque by the input torque and the first and second shifted torques.

Abstract: An accessory drive gear for use in the integrated drive generator includes a gear body extending between a first end and a second end and having a plurality of gear teeth at a radially outer surface adjacent the first end, and the gear teeth having a gear tooth profile, with roll angles A, B, C, and D, and the roll angle at A being between 17.0 and 18.5°, the roll angle at B being between 20.0 and 21.5°, the roll angle at C being between 29.5 and 31.0°, and the roll angle at D being between 32.5 and 34.0°. In addition, an integrated drive generator is disclosed as is a method of replacing an accessory drive gear in an integrated drive generator.

Abstract: A system and method are disclosed for controlling shifting of a vehicle having an automated manual transmission. In the system and method, an amount of fuel being provided to a first grouping of cylinders is reduced, where the first grouping of cylinders are fewer than all of the available cylinders; the first grouping of cylinders are placed in an engine braking mode; a first gear of the vehicle transmission is disengaged; an amount of fuel being provided to a second grouping of cylinders which does not include the first grouping of cylinders is reduced; engine speed is reduced by braking; and a second gear of the transmission is engaged.

Abstract: A power train and related vehicle have a multi-mode power transmission with a first continuously variable power source (“CVP”) that may convert rotational power received by the engine for transmission to a second CVP. A variator assembly may receive rotational power from the second CVP at a first input and directly from the engine at a second input. A control assembly may include one or more output components and a plurality of clutch devices arranged between the one or more output components and the variator assembly and engine. In a first state of the control assembly, the plurality of clutch devices may collectively provide direct power transmission between the engine and the one or more output components. In a second state of the control assembly, the plurality of clutches may collectively provide power transmission between the variator and the one or more output components.

Abstract: A vehicle is equipped with a torque sensor configured to detect a torque, and which is disposed between an internal combustion engine and a first switching device on a first transmission path. When the first switching device is switched from a disconnected state to a connected state, a control device calculates a torque difference between a target torque of the internal combustion engine corresponding to a specified point on the first transmission path, and a detected torque or the like detected by the torque sensor. Further, the control device generates in a first rotary electric machine or a second rotary electric machine a compensation torque that compensates for the torque difference.

Abstract: The power transmission apparatus includes: a gear chamber, used for accommodating gears disposed on a rotating shaft used for transmitting power to a drive wheel; a clutch chamber, disposed adjacent to the gear chamber in an axial direction of the rotating shaft, and used for accommodating a clutch used for disconnecting or connecting the power transmitted by the rotating shaft to the drive wheel; and a communicating hole, used for communicating the clutch chamber with the gear chamber, where an inclined surface facing toward the communicating hole is provided on an inner surface inside the clutch chamber opposite to an outer peripheral surface of the clutch.

Abstract: The power transmission apparatus is a power transmission apparatus mounted on a vehicle. A gear chamber includes a gear accommodating portion used for accommodating a gear and a strainer accommodating portion used for accommodating an oil strainer. The gear accommodating portion and the strainer accommodating portion are disposed abreast in an axial direction. One clutch chamber of a pair of clutch chambers adjacent to the strainer accommodating portion only directly communicates with the strainer accommodating portion of the gear accommodating portion and the strainer accommodating portion, and the one clutch chamber communicates with the gear accommodating portion only by using the strainer accommodating portion.

Abstract: An oil pressure control device applied to an oil pressure device includes a calculation unit that estimates a delay of an actual oil pressure actually supplied from an oil pressure circuit to an friction engagement element of the oil pressure device with respect to an instruction pressure that instructs an oil pressure to be supplied from the oil pressure circuit to the friction engagement element, and calculates an estimated actual oil pressure obtained by taking the estimated delay of the actual oil pressure into consideration, a determination unit that determines whether a slip amount that occurs in the friction engagement element in an intermediate state between an engagement state and a disengagement state reaches a predetermined reference slip amount, and a setting unit that sets the estimated actual oil pressure as the instruction pressure when the determination unit determines that the slip amount reaches the reference slip amount.

Abstract: A dual clutch transmission which can reduce the overall length of a transmission and improve mountability in the vehicle by simplifying the constituent elements of the transmission, is configured by reducing the number of synchronizers and external gears and shafts, and a drive motor is not disposed on the same axle as other constituent elements to reduce the overall length of the transmission, reducing cost and weight of the transmission to improve mountability of the transmission in the vehicle.

Abstract: A controller for a vehicle transmission includes a storage part that stores data and a control part that executes processing by using the data stored in the storage part. The storage part stores a plurality of control processes of the vehicle transmission. The storage part further comprises a table including a start address and an end address of each of a first software program and a second software program as duplicated software programs, and the control unit executes the second software program instead of the first software program if the abnormal address is located between the first address and the end address of the first software program, and no abnormal address is located between the first address and the end address of the second software program.

Abstract: A hybrid transmission for a front-wheel drive vehicle includes a multi-speed transmission, a differential, an electric motor, and a planetary gear set. The multi-speed transmission includes an input shaft with a first axis. The differential includes a housing with a second axis, radially offset from the first axis. The electric motor is concentric with the second axis. The planetary gear set connects the multi-speed transmission, the differential, and the electric motor. In some example embodiments, the planetary gear set includes a sun gear drivingly engaged with the multi-speed transmission, a planet carrier drivingly engaged with the differential, and a ring gear drivingly engaged with the electric motor.

Abstract: A gas turbine engine includes a fan section that includes a fan rotatable about an engine axis. A compressor section includes a low pressure compressor rotatable about the engine axis. A turbine section includes a fan drive turbine for driving the fan and the low pressure compressor. A speed reduction device connects the fan drive turbine to the fan and the low pressure compressor. The speed reduction device includes a sun gear driven by an inner shaft. A plurality of intermediate gears surround the sun gear. A carrier supports the plurality of intermediate gears for driving the low pressure compressor. A ring gear is located radially outward from the intermediate gears and includes a forward portion for driving a fan drive shaft and an aft portion.

Abstract: A method for compensation of a support torque at a combustion engine and transmission which provide an overlay of combustion engine and electric machine. The combustion engine, the electric machine, and a transmission gearset are connected with each other via a planetary gearset, which is positioned in front of a downstream transmission gearset. The invention concerns a transmission gearset of a three-shaft transmission, each with a transmission input shaft for the electric machine, and for the combustion engine, and an output shaft. For the connection or disconnection of the transmission input shaft of the electric machine while driving, the electric machine is used for the synchronization of the input shaft of the electric machine, and the created support torque at the combustion engine is determined, based on this support torque, to match a combustion engine torque and thus to compensate the support torque.