Abstract: A planet carrier (2) for a gearbox is provided, especially for an automatic transmission or a power-shift gearbox. The planet carrier (2) includes at least one planet gear (4) that is in constant contact with a sun gear and an internal geared wheel. The planet carrier (2) is formed from two parts and includes a single piece flange part (11) and a single piece cup body (12) formed in a step-type manner. The two components are rotationally symmetrical or approximately rotationally symmetrical, and are arranged with one at least partially inside the other. The internal diameter of the external part is adapted to the internal diameter of the internal part in an overlapping area. The two components are connected together at contact points. The components are positioned in a precise manner in relation to each other in the axial, radial and peripheral directions based on the construction. The individual components can be produced in a simple and economical manner through deep drawing.

Abstract: A large gearshift shock that occurs if a renewed gearshift operation is forcibly carried out in order to meet a new gearshift request made through a driver's operating an accelerator pedal or a signal from an operation lever during a current gearshift operation. Gearshift response lag occurs due to an attempt to avoid the large gearshift shock. To solve these problems, a control system for a gear type transmission is mounted. The control system is provided with a renewed gearshift disabling period, during which any renewed gearshift request to a third predetermined gearshift position made during a gearshift operation from a first predetermined gearshift position to a second predetermined gearshift position is disabled.

Abstract: For regenerative generation at deceleration of a vehicle, a regenerative control apparatus for vehicles equipped with a lock-up clutch comprises a control unit for controlling rotary electric machine and the lock-up clutch. When the clutch is in a complete disengagement state or a slipping state at deceleration, the control unit controls the rotary electric machine to execute regenerative generation at a partial generation level lower than a regenerative generation level in a complete engagement state. When the clutch is in a complete engagement state at regenerative generation, the control unit controls the clutch so that the coupling state is transferred to a slipping state or a complete disengagement state when the number of revolutions having correlation to engine speed becomes lower than a predetermined threshold. Thus, recovering efficiency of the regenerative braking energy can be enhanced, while suppressing engine stall due to drastic increase of engine load torque.

Abstract: A powertrain has an electrically variable hybrid transmission having an electro-hydraulic control system, plurality of electrical power units, and a plurality of torque transmitting mechanisms selectively engageable by the electro-hydraulic control system to provide four forward speed ranges, a neutral condition, an electric low and high speed mode, an electrically variable low and high speed mode, and a hill hold mode. The electro-hydraulic control system permits operation in the electrically variable low mode of operation if the electrical power is interrupted when the powertrain is operating in the first forward range, electric low speed mode, electrically variable low speed mode, and hill hold mode. Additionally, the system permits operation in the electrically variable high speed mode of operation if the electrical power is interrupted when the powertrain is operating in the second through fourth forward range, electric high speed mode, and electrically variable high speed mode.

Abstract: In a lubrication groove, which is formed in an insertion hole into which is inserted an output shaft, and which winds around the circumference of the insertion hole while advancing in the axial direction of the insertion hole, there is a portion that is farther to the outside than a perpendicular plane that is perpendicular to a center plane of a differential case on which lie the axial centers of the insertion hole and a pinion gear shaft, the perpendicular plane including a line of intersection of the center plane and the insertion hole. That portion is a perpendicular groove portion which is parallel to a plane that is perpendicular to the axial center of the insertion hole. Accordingly, when extracting a core for forming the insertion hole and the lubrication groove from a die, projections formed on the core for forming the lubrication groove will not interfere with the die. As a result, it is possible to form the lubrication groove during casting of the differential case using that core.

Abstract: A power system of a hybrid vehicle having a decreased total length includes a first planetary gear set and a generator disposed on a first input shaft, which receives rotation power of an engine, and a motor disposed on an axis parallel to the first input shaft. An output power speed of the first planetary gear set is reduced by a second planetary gear set on a counter shaft and is then transmitted to a driving wheel via a differential.

Abstract: According to a preferred embodiment of the present invention, a clutch is applied when the vehicle comes to a stop. The application of this clutch locks the output shaft with energy stored therein. When the shift selector is then moved to the park position, the clutch releases the stored energy in a controlled manner by slipping the clutch plates. The controlled slipping reduces the noise as the park pawl tooth contracts an output gear tooth.

Abstract: A seven-speed powertrain of an automatic transmission includes an input shaft; an output shaft disposed in-parallel with the input shaft; a primary shift portion including a compound planetary gear set having four operational elements and a first simple planetary gear set having three operational elements; a secondary shift portion including a second simple planetary gear set having three operational elements; and a transfer gear device. The operational elements of the primary shift portion are combined by three clutches, two brakes, and one one-way clutch. The operational elements of the secondary shift portion are combined by one clutch, one brake, and one one-way clutch.

Abstract: A gearless locking differential includes clutch housings containing V-shaped slots that cooperate with a cross pin to disconnect from the differential drive shaft an overrunning driven shaft, characterized in that the wall surfaces that define the V-slots extend parallel with the axis of rotation of the differential housing, and the cross pin has tapered convergent end portions. The frictions packs that releasably connect the side gears to the clutch members include annular friction plates that are arranged between pairs of reaction plates and include polygonal internal surfaces that slidably and non-rotatably engage a corresponding polygonal circumferential surface on the associated side gear. The locking lug and locking slot that cooperate to provided limited angular relative displacement between the clutch housings each have parallel side walls. As a consequence of the invention, the machining and finishing of the components of the differential are achieved in a simplified cost-effective manner.

Abstract: An input shaft, a stepless speed change unit, a forward-reverse switching mechanism, and an output shaft are arranged in that order in a power transmitting path of a continuously variable transmission. The forward-reverse switching mechanism includes i) a gear mechanism having a sun gear which rotates in the same direction as the rotation output from the stepless speed change unit, a carrier which is always fixed (stationary), and a ring gear which rotates in the reverse direction, ii) a clutch between the sun gear and the output shaft, and iii) a clutch between the ring gear and the output shaft. This structure enables the transmission of power between the gear mechanism and the stepless speed change unit and the vehicle drive wheels to be interrupted by the clutches when the vehicle is being towed or is stopped suddenly, and also obviates the need for a brake able to withstand a large amount of torque.

Abstract: A method for controlling a coasting downshift in an automatic transmission having a torque converter that includes an impeller driveably connected to an engine and a turbine hydrokinetically coupled to the impeller and driveably connected to the transmission input. During a coast condition, the speed of the turbine decreases, and the speed of the engine decreases to and is maintained at an engine idle speed. After the downshift event begins, the turbine speed increases due a transfer of torque from an off-going transmission control element to an oncoming control element. Engine speed increases steadily until it reaches the target engine speed. The downshift is completed, and engine speed decreases until it again reaches the idle speed.

Abstract: An automatic transmission includes a first power path producing a first ratio of a speed of the input and a speed of a first power path output; a second power path producing a second ratio of a speed of the input and a speed of the second power path output, the second ratio being is less than the first ratio; a double planetary gear unit including first, second, third and fourth members, the second member being secured to the output; a first clutch being operable to connect the first member to the input through the first power path; a second clutch being operable to connect the fourth member to the input through the first power path; a third clutch being operable to connect the third member carrier to the input through the second power path; a fourth clutch being operable to connect the fourth member to the input through the second power path; a first brake being operable to hold the fourth member against rotation; and a second brake being operable to hold the third member against rotation.

Abstract: The invention relates to an automatic gearbox, especially for a motor vehicle, comprising a drive shaft (7), a driven shaft which is non-coaxially arranged on the drive shaft (7), a planetary gearbox which is non coaxial in relation to the drive shaft (7), a planetary gear which is coaxial in relation to the drive shaft (7) and which comprises at least one set of planet wheels (14) and at least one switch element (10) for the selective transmission of the speed of a driving motor of the drive shaft (7) on an output element of the planet gear. The automatic gearbox also comprises a chain drive (18) with constant transmission, whose drive wheel (19) is connected to the output element of the planetary gear and is coaxially arranged on the drive shaft (7), and whose driven wheel (22) is actively connected to the driven shaft by means of a constant transmission. The chain drive (18) is adjacent to the housing wall (2) of the automatic gearbox directly in the axial direction thereof.

Abstract: A power transmission device includes a housing, a differential assembly having a case and a bearing assembly rotatably supporting the case within the housing. A preload is applied to the bearing assembly along a load path. A shim is positioned in the load path with the bearing assembly. The shim is constructed at least in part from a material having a predetermined coefficient of thermal expansion such that the shim is operable to compensate for different rates of thermal expansion in the components within the load path to maintain a desired bearing preload or a range of operating temperatures.

Abstract: A throttle control system is presented. A throttle has a throttle actuator coupled to a throttle plate. A control module is coupled to the throttle actuator. The control module sends a first signal within a gear change time period to the throttle actuator to position the throttle plate for an increased throttle opening. The control module terminates the first signal after the gear change time period. The control module sends a second signal to the throttle actuator to position the throttle plate. The control module positions the throttle plate by the throttle actuator to attain a lower throttle opening limit. A downshift from a higher gear to a lower gear occurs.

Abstract: A differential assembly includes a differential housing including a substantially spherically shaped chamber. A pair of spherically shaped side gears are rotatably positioned in the chamber in driving communication with a pair of spherically shaped pinion gears. A pair of springs are positioned in engagement with the end faces of the side gears to minimize gear lash between the side gears and the pinion gears.

Abstract: Fine adjustment of the rotation speed ratio or intentional control of the rotation speed ratio is carried out, centered on a desired speed ratio, including 1:1, for the rotation speed ratio between an input shaft and an output shaft. A planetary-roller speed-increasing mechanism whose input shaft is a carrier and whose output shaft is a sun roller, a planetary-roller speed-reduction mechanism whose input shaft is a sun roller and whose output shaft is a carrier, and a worm speed-changing mechanism for rotationally driving a roller ring in contact with planetary rollers of the planetary-roller speed reduction mechanism are provided in a housing. The output shaft of the planetary-roller speed-increasing mechanism and the input shaft of the planetary-roller speed-reduction mechanism are linked.

Abstract: With the automatic transmission 10-1 for vehicle according to the present embodiment, since multistage transmission of eight forward gear stages can be obtained by means of four sets of planetary gear sets 12, 16, 18 and 20, four clutches C1 through C4 and three brakes B1 through B3, the transmission can be fabricated to be light in weight and made compact, wherein the mountability thereof in a vehicle can be improved. Further, as has been made clear in FIG. 1(b), since speed change in the respective gear stages can be carried out only by a shifting action of any two of the clutches C1 through C4 and brakes B1 through B3, the speed change control can be facilitated and it is possible to prevent a shock to the transmission from occurring.

Abstract: A multi-speed transmission for transmitting power from a power source includes a torque converter as well as dual clutches which may be arranged as dual input clutches or dual output clutches. To combine the smoothness and ratio boosting effects of a torque converter with the low spin loses associated with synchronizers used in dual clutch designs. The torque converter and dual clutches as well as synchronizers and a plurality of intermeshing gears are utilized to transfer torque from an input member to an output member at a plurality of speed ratios.

Abstract: A reduced cost, compact parallel hybrid transmission having only a single motor/generator is provided. The transmission utilizes a reduced number of components, preferably only three interconnecting members and four torque-transmitting mechanisms, to provide a reverse speed mode and seven forward speed modes (i.e., operating states achieved by engagement of a particular torque-transmitting mechanism or torque-transmitting mechanisms, whether encompassing a continuous range of speed ratios or only a fixed speed ratio). At least five of the forward modes are fixed speed ratios.