Abstract: The aim of the invention is to regulate the braking torque in a drive train comprising an internal combustion engine (2) and a gearbox unit (3) which can be coupled to the same, using a regulatable clutch (5). To this end, the power introduced by the wheels into the drive train of the vehicle is transmitted via the regulatable clutch (5), in the overrun condition. The torque which can be transferred via the regulatable hydrodynamic clutch is controlled or regulated in such a way that the drive motor connected to the gearbox unit is operated at a rotational speed nm-soil which is equal to or larger than the idling rotational speed nLeerlauf.

Abstract: A control apparatus for a vehicular automatic transmission includes a control portion that executes a neutral control in which the control portion places the automatic transmission in a neutral state by reducing an application load on a frictional apply device inside the automatic transmission when the vehicle is stopped. The control portion ends the neutral control when a torque transmitted to the frictional apply device has been continually equal to, or greater than, a predetermined value for a consecutive predetermined of time. As a result, by considering the torque transmitted to the frictional apply device in addition to the continuation time of the neutral control, it is possible to more precisely grasp the state of the frictional apply device. In other words, it is possible to execute, as quickly as possible, neutral control for an extended period of time while ensuring durability of the frictional apply device.

Abstract: An electrically operated vehicle drive controller used with an electrically operated machine, an output shaft differentially rotatably connected to an engine and the electrically operated machine, and a differential rotating unit having a first differential rotating element connected to the electrically operated machine, a second differential rotating element connected to the output shaft, a third differential rotating element connected to the engine, a rotating body rotatably arranged on a support shaft in one of the first to third differential rotating elements and meshed with the other two differential rotating elements, and an engine control processor that controls the operation of the engine on the basis of the rotating speed of the rotating body. Because the operation of the engine is controlled on the basis of the rotating speed of the rotating body, it is possible to prevent the rotating speed of the rotating body from becoming higher than an upper limit value.

Abstract: A relatively small, lightweight electromechanical actuator includes a motor assembly, a harmonic drive, and an interposed gear assembly that functions as an output mechanism. The motor assembly, harmonic drive, and gear assembly are coupled together in an in-line configuration, which reduces the overall size envelope relative to know actuators, and the relative weight and complexity of the gear assembly.

Abstract: An improved lubrication system for drive axle assemblies is provided that uses a collector in connection with a filter plug to lower the dynamic lubricant level in the drive axle assembly and filter contaminants in the lubricant sump. The collector is affixed to a cover plate attached to the drive axle housing and defines a well and a flow passage proximate the bottom of the well. The flow passage is aligned with an opening through which lubricant is inserted into the housing. A plug with a filter is inserted through the opening in the cover plate and into the flow passage. The invention reduces churning losses by lowering the dynamic lubricant level in the axle assembly without having a negative impact on lubricant life.

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 coupling has a low-torque/high-slip clutch connected between a drive output and an input constituted by a press, shear, or stamper, and a high-torque/low-slip clutch also connected between the output and the input. In a startup phase the low-torque/high-slip clutch is engaged and the high-torque/low-slip clutch is disengaged to bring the load input up to a predetermined rotary threshold speed. Thereafter in a working phase the low-torque/high-slip clutch is disengaged and the high-torque/low-slip clutch is engaged to drive the load at a rotary speed at least equal to the rotary threshold speed.

Abstract: A drive and a method to control the drive of an agricultural vehicle, especially of a tractor, is described. The drive includes a combustion engine (M) and an infinitely variable electro-mechanical torque split gear. To avoid dissipation of reactive power the drive includes a shift gear (F) which has at least two input shafts (2, 3) each connected to at least one transmission step. Each of the at least two input shafts (2, 3) is in driving condition via a clutch (K1,K2) with a planetary gear (P1, P2) each with two inputs. The first input of each planetary gear (P1, P2) can be driven by a clutch (KV) from the driven shaft (1) of the combustion engine (M). The second input of each planetary gear (P1, P2) can be driven by a respective electric motor (S1, S2). At least one of the planetary gears (P1, P2) is designed to be locked-up. The drive can be operated in pure electric mode, in electro-mechanical mode or in pure mechanical mode.

Abstract: A powertrain incorporates two electrical units, two planetary gearsets in a radially-stacked package to provide a shortened length of the transmission. The output members of the electrical units are interconnected by a gear mechanism, which is drivingly connected with a conventional differential mechanism, which is aligned within the radial package of the electrical units. The electrical units combine with power from an engine to provide a two-mode compound-split electrically-variable transmission.

Abstract: A rotation of an input shaft is accelerated and transmitted to a drive shaft of an oil pump through gears. The oil pump is provided with a lubricant hole and part of the lubricant discharged from a discharge side oil chamber is supplied to a first sliding face of a radial bearing through the lubricant hole. By provision of a cutout portion in an oil sump and a first rib, part of the lubricant supplied from the input shaft to a bearing through a plurality of oil passages and the oil sump is supplied to a second sliding face which rotatably supports a thrust washer.

Abstract: The invention concerns a motor vehicle differential comprising a case including perforations; differential pinion shafts, each differential pinion shaft having an end accommodated by a perforation; and a cap; wherein the differential pinion shafts are locked in translation relative to the differential case by the cap, the cap being mounted on at least the part of the differential case traversed by the shafts so as to cover at least partially the perforations.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least eight forward speed ratios and one reverse speed ratio. The transmission family members include three planetary gear sets having seven torque-transmitting mechanisms and a grounded planetary gear member. The powertrain includes an engine and torque converter that is continuously connected to at least one of the planetary gear members and an output member that is continuously connected with another one of the planetary gear members. The seven torque-transmitting mechanisms provide interconnections between various gear members and the transmission housing, and are operated in combinations of four to establish at least eight forward speed ratios and at least one reverse speed ratio.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least eight forward speed ratios and one reverse speed ratio. The transmission family members include three planetary gear sets having seven torque-transmitting mechanisms and three fixed interconnecting members. The powertrain includes an engine that is selectively connectable to at least one of the planetary gear members and an output member that is continuously connected with another one of the planetary gear members. The seven torque-transmitting mechanisms provide interconnections between various gear members, the input shaft and the transmission housing, and are operated in combinations of three to establish at least eight forward speed ratios and at least one reverse speed ratio.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least eight forward speed ratios and one reverse speed ratio. The transmission family members include three planetary gear sets having seven torque-transmitting mechanisms, two interconnecting members, and a grounded planetary gear member. The powertrain includes an engine that is selectively connectable to at least one of the planetary gear members and an output member that is continuously connected with another one of the planetary gear members. The seven torque-transmitting mechanisms provide interconnections between various gear members, the input shaft and the transmission housing, and are operated in combinations of three to establish at least eight forward speed ratios and at least one reverse speed ratio.

Abstract: A dual path planetary transmission includes two planetary gearsets each having a sun gear member, a ring gear member, and a planet carrier assembly member. Each of the members of the planetary gearsets are selectively connectible between an input shaft, an output drive mechanism, and a stationary member. Each of the planetary gearsets is effective to provide a reverse ratio and five forward gear ratios. The output mechanism of each of the planetary gearsets includes a different gear ratio between the output mechanism and the transmission output shaft.

Abstract: A steering quickener including at least a housing and a cap, an immobile stationary gear, an input shaft, two or more planetary gears, a drive pin, an output gear, thrust washer, an output shaft, at least one roller bearing and at least one O-ring is provided.

Abstract: A mechanical clutch-controlled planetary transmission employs three planetary gearsets and seven synchronizer clutches to establish fifteen forward speed ratios and seven reverse speed ratios between a transmission input shaft and a transmission output shaft. Two of the planetary gearsets each provide three forward speed ratios including two underdrives and a direct drive, and a third of the planetary gearsets provides a reverse speed ratio, an underdrive speed ratio, a direct speed ratio, and an overdrive speed ratio.

Abstract: A variable relief valve is inserted in a hydraulic piping for connecting a first pump/motor to a second pump/motor. The variable relief valve is controlled such that when shifting the transmission from forward to reverse or vice versa, a relief set pressure of the variable relief valve is reduced in response to switching of a forward/reverse shifting clutch mechanism and after completion of the switching of the forward/reverse shifting clutch mechanism, the relief set value is increased.

Abstract: A wave gear drive in which wide-area meshing of the rigid internal gear and flexible external gear is achieved, reducing stresses on the bottom rim of the gear teeth and in the vicinity of the major axis of the inner ring surfaces of the wave generator, thereby improving the load capabilities of the wave gear drive.

Abstract: A powertrain incorporates an engine and a multi-speed transmission to provide at least six forward speed ratios and as many as eight forward speed ratios. The transmission incorporates three planetary gearsets and six torque-transmitting mechanisms for six speeds or seven speeds, and seven torque-transmitting mechanisms for eight speeds.