Abstract: An apparatus for diagnosing an automatic transmission for detecting abnormality during driving of a vehicle includes a G-sensor configured to measure a vibration signal including a longitudinal vibration signal, a status detection unit configured to obtain the vibration signal of the G-sensor and status data of transmission and engine sensors of the vehicle, and a controller configured to check an operational element for each shifting operation by using a current shift-stage, a target shift-stage, and a shifting time detected as the status data, measure the longitudinal vibration signal of the G-sensor to calculate fluctuation level of the longitudinal vibration signal for each operational element, and determine a shift shock event when a longitudinal vibration signal value after adjustment based on driving acceleration of the vehicle exceeds a reference value.

Abstract: A drive system for a vehicle includes a first planetary gear set including a first carrier, a second planetary gear set including a second carrier, and a third planetary gear set including a sun gear, a ring gear, a plurality of planetary gears coupling the sun gear to the ring gear, and a third carrier rotationally supporting the plurality of planetary gears. The third planetary gear set is directly coupled to the first carrier and the second carrier. The drive system further includes a first electromagnetic device coupled to the first planetary gear set, a second electromagnetic device coupled to the second planetary gear set, and an output shaft coupled to the first planetary gear set.

Abstract: A park lock roller assembly (10) includes at least one roller (12), a shaft rod (16), and a guide plate (14). The roller (12) is rotably coupled to one of the shaft rod (16). The shaft rod (16) is located within the guide plate (14) for longitudinal movement relative thereto. The park lock roller assembly (10) is pulled towards a pawl (30) to actuate the pawl (30) into locking engagement with a locking gear (38) to reliably lock a vehicle transmission in a parked position.

Abstract: An electronically actuated locking differential includes a gear case having opposite first and second ends, a differential gear set disposed in the gear case, a lock plate disposed at the gear case first end and configured to selectively engage the differential gear set, and an electronic actuator disposed at the gear case second end and coupled to the lock plate via at least one rod. The electronic actuator is operable between an unlocked first mode where the lock plate does not lockingly engage the differential gear set, and a locked second mode where the electronic actuator pulls the at least one rod to thereby pull the lock plate into locking engagement with the differential gear set to thereby lock a pair of axle shafts.

Abstract: Proposed is a disconnector apparatus including: a support ring provided in a differential casing and configured to support a pinion gear mounted therein; a clutch ring configured to be coupled to or decoupled from the support ring in the differential casing; an actuator including an armature provided at an outer side of the differential casing opposite to the clutch ring, the actuator being configured to couple the clutch ring and the support ring by pulling, with an electromagnetic force, the armature connected to the clutch ring by an application rod; and an elastic member coupled to a portion of the application rod in the differential casing and having one end in contact with the differential casing and the other end in contact with the clutch ring to elastically support the clutch ring.

Abstract: A method of controlling an EOP of a hybrid vehicle may include controlling the EOP in a predetermined high-speed mode when the vehicle is started; controlling the EOP in a predetermined middle-speed mode in which the EOP is driven at revolutions per minute (RPM) lower than RPM of the high-speed mode when the high-speed mode is terminated; and controlling the EOP in a predetermined low-speed mode in which the EOP is driven at RPM lower than the RPM of the middle-speed mode when the vehicle is stopped.

Abstract: Presented are clutch control systems for torque converter (TC) assemblies, methods for making/operating such TC assemblies, and vehicles equipped with such TC assemblies. A TC assembly includes a housing that drivingly connects to an electric motor, and an output member that drivingly connects to a multi-gear transmission. Rotatable within the TC housing are a turbine attached to the TC output member and an impeller juxtaposed with the turbine. A lockup clutch is operable to lock the housing to the output member. A system controller is programmed to receive a shift signal to shift the powertrain from a neutral or park operating mode to a forward driving operating mode; responsive to receipt of this shift signal, the lockup clutch is opened. The system controller then receives a TCC lock signal to lock the lockup clutch; responsive to receipt of the TCC lock signal, the lockup clutch is closed.

Abstract: An axle assembly having an input shaft, an output shaft, and an interaxle differential unit. The interaxle differential unit includes a first side gear, a second side gear, a spider, at least one pinion gear, and a case. The case encircles the first side gear and the spider and has an integral drive gear.

Abstract: A transmission provides nine forward gears from the first gear to the ninth gear, including a first and a second planetary gear set configured axially in series, each planetary gear set configured to provide a first and a second forward speed reduction and one direct speed with a one to one (1:1) speed ratio, the first forward speed reduction being larger than the second forward speed reduction, wherein each planetary gear set is individually shiftable between three forward speeds with different speed ratios. The transmission is configured to provide the first to third gears by utilizing the first speed reduction of the second set, the fourth to fifth gears by utilizing the first speed reduction of the first set, the sixth to seventh gears by utilizing the second speed reduction of the first set, and the eighth to ninth gears by utilizing the direct speed of the first set.

Abstract: A clutch engagement booster system is an apparatus used to support and improve clutch engagement on motor vehicles, both as a modification to existing clutch assemblies or as a standalone installation in various embodiments. The clutch engagement booster system utilizes a casing and pressure housing supporting a diaphragm, an expansion chamber, an engagement member, and at least one clutch element. The expansion chamber is formed between the diaphragm and the pressure housing in fluid communication with at least one pressure source through the at least one regulator device. The at least one clutch element is positioned within the casing, opposite the diaphragm across the engagement member. As the expansion chamber is pressurized the diaphragm deforms towards the engagement member, thereby forcing the at least one clutch element into engagement to transfer power through a host transmission.

Abstract: A torque converter, including: a cover arranged to receive torque and supported for rotation around an axis of rotation; an impeller; a turbine in fluid communication with the impeller; a stator including a stator blade axially disposed between the turbine and the impeller; a vibration damper including a cover plate, an output flange arranged to non-rotatably connect to an input shaft of a transmission, and a spring engaged with the cover plate and the output flange; a hub non-rotatably connected to the cover; a lock-up clutch including a piston plate; and a first washer directly connected to the output flange, axially disposed between the hub and the output flange, and separated, in an axial direction parallel to the axis of rotation, from the hub by a first gap. A straight line, parallel to the axis of rotation, passes through, in sequence, the output flange, the first washer, and the hub.

Abstract: An apparatus and methods for a double coast engagement diaphragm spring for a torque converter are provided. The double coast engagement diaphragm spring includes first and second coast engagement diaphragm springs. The first coast engagement diaphragm spring exerts a first, continuous axial thrust onto a turbine comprising the torque converter. The second coast engagement diaphragm spring applies a second axial thrust onto the turbine only during coasting conditions. A drive flange includes ramps for engaging the second coast engagement diaphragm spring during coasting conditions and causing the second coast engagement diaphragm spring to apply the second axial thrust onto the turbine. A retainer plate disengages the second coast engagement diaphragm spring during drive conditions. A spacer ring between the first coast engagement diaphragm spring and the second coast engagement diaphragm spring causes the first and second coast engagement diaphragm springs to operate in series.

Abstract: A transmission includes an input assembly, an electric machine, a variator and a power shift assembly. The input assembly has directional clutches and is configured to receive rotational engine power. The variator has only a single planetary set configured to selectively receive rotational power from the electric machine and from the input assembly. The power shift assembly is configured to receive rotational power from the variator. Power shift clutches are configured to dissipate energy from asynchronous gear meshing and include a first power shift clutch carried by a first countershaft and a second power shift clutch carried by a second countershaft. The power shift assembly is configured to effect multiple different rotational power flows to effect unique gear ratios.

Abstract: A hybrid power transmission apparatus for a vehicle is disclosed. The transmission includes an engine and first and second motor-generators as power sources. The transmission may include: a planetary gear set configured to include a first rotation element that is operatively connected to the first motor-generator, a second rotating element that is operatively connected to the engine and operatively connected to a first intermediate shaft, and a third rotation element to which a second intermediate shaft is operatively connected; a synchronizer configured to optionally operatively connect the second motor-generator to the first intermediate shaft, the second intermediate shaft, or both the first and second intermediate shafts; and an output shaft operatively connected to the second intermediate shaft to output power.

Abstract: A transmission (G) for a motor vehicle includes an electric machine (EM1), a first input shaft (GW1), a second input shaft (GW2), an output shaft (GWA), two planetary gear sets (P1, P2, P3), and at least five shift elements (A, B, C, D, E). Different gears are implementable by selectively actuating the at least five shift elements (A, B, C, D, E) and, in addition, in interaction with the electric machine (EM1), different operating modes are implementable. A drive train for a motor vehicle with the transmission (G), and to a method for operating the transmission (G) are also provided.

Abstract: A centrifugal mass assembly for a clutch includes a central axis, an arc-shaped centrifugal mass with a pair of radially offset apertures, and a guidance plate with a first annular ring. The first annular ring includes a pair of radially offset protrusions disposed in respective ones of the pair of radially offset apertures, or the first annular ring includes a radially extending slot and the arc-shaped centrifugal mass has a pair of pins fixed in respective ones of the pair of radially offset apertures and disposed in the radially extending slot. In an example embodiment, the first annular ring has a raised portion and the pair of radially offset protrusions or the radially extending slot is disposed on the raised portion.

Abstract: A reaction plate suitable for use in a torque converter is disclosed. The reaction plate has a main plate area and a webbing area at the perimeter of the main plate area, wherein the webbing area is curved out of the plane of the main plate area. The reaction plate has two sizes of coupling windows. The wider windows have both a drive torque transfer tooth and a coast torque transfer tooth. The narrower windows have only a drive torque transfer tooth. This allows for more material to be present in the webbing area, increasing its durability or allowing the use of lighter or less expensive materials in the construction of the reaction plate.

Abstract: The present invention provides a disconnector apparatus including: a support ring provided in a differential casing and configured to support a pinion gear mounted therein; a clutch ring having one end penetrating the differential casing, provided in the differential casing, and configured to be coupled to or decoupled from the support ring; an actuator configured to press the other end of the clutch ring to couple the support ring and the clutch ring; and an elastic member coupled to an exposed portion of the clutch ring positioned outside the differential casing, the elastic member having one end in contact with the differential casing and the other end in contact with the actuator.

Abstract: A cycloid speed reducer includes an input shaft, a rolling assembly, first and second cycloid discs, a crankshaft and an output disc. The first and second cycloid discs are disposed around the input shaft and driven by the input shaft. The first and second cycloid discs are located at two opposite sides of the rolling assembly, respectively. The crankshaft includes first and second eccentric ends and first and second concentric ends integrally formed as a one-piece structure and arranged sequentially. The first and second eccentric ends are linked with the first and second cycloid discs respectively. An eccentricity value is between any neighboring two of the concentric and eccentric ends. The diameters of all the concentric and eccentric ends are equal. The output disc is linked with the first or second concentric end. The output disc is a power output end of the cycloid speed reducer.

Abstract: Methods and systems for an epicyclic gear mechanism that includes a primary differential assembly to selectively drive the fore secondary differential assembly and the aft secondary differential assembly. The fore secondary differential assembly selectively drives one or more fore interfaces (e.g., output gears), whereas the aft secondary differential assembly selectively drives one or more aft interfaces (e.g., output gears). Each of the primary differential assembly, the fore and aft secondary differential assemblies, and the interfaces rotate about a common central axis. The primary differential assembly drives the fore secondary differential assembly via a first sun gear, and drives the aft secondary differential assembly via a second sun gear, both of which rotate about the common central axis. Further, one or more actuators are to activate or deactivate in order to drive or be driven by a selected interface.