Abstract: A roller (20) for a pendulum mass (4, 5, 6) of a centrifugal force pendulum (1), including a rolling section (42), a first maintaining section (26) and a second maintaining section (27). The maintaining sections have a larger diameter than the rolling section, and the roller (20) has a width (44) which is smaller or the same size as the first depth (9) of the centrifugal force pendulum. Due to roller (20), a centrifugal force pendulum can be constructed for particularly flat couplings. In particular, the total weight of the friction clutch is reduced and the mounting is simplified.

Abstract: A centrifugal pendulum device for vibration isolation of a power take-off system of a drive unit, having a first pendulum element with a first mass and a second pendulum element with a second mass, which are set up to counteract vibrations of the drive unit in a resonance range. The first pendulum element has a first resonance range and the second pendulum element has a second resonance range, where the first and the second resonance ranges differ. Using the centrifugal pendulum device it is possible in a small construction space using efficient means to isolate an extended frequency range of vibrations from the drivetrain. In particular, with drive units which are designed as internal combustion engines having activatable cylinders, it is possible, using the centrifugal pendulum device proposed here to achieve a vibration isolation for many states of the drive unit.

Abstract: If a predicted compression-time in-cylinder temperature Tp having a positive correlation with the intensity of predicted pre-ignition is equal to or higher than a pre-ignition threshold value Tig when a request for automatic start is made, a forward/reverse switching mechanism is placed in a released state, and an engine is automatically started. If the predicted compression-time in-cylinder temperature Tp is lower than the pre-ignition threshold value Tig, the forward/reverse switching mechanism is placed in an engaged state, and the engine is automatically started.

Abstract: The present invention provides a reduction mechanism in which high torque output can he achieved, thinness and size and weight reduction can be achieved, and the number of teeth of a gear and reduction ratio can be freely set. In a gear motor that includes a reduction mechanism in which a planetary two-stage gear is arrayed between a sun gear of a planetary gear mechanism and an internal gear of a planetary gear mechanism, the reduction mechanism has at least a single planetary two-stage gear arrayed such as to be positioned between the sun gear and the internal gear and including a small gear or a large gear that meshes together with a large gear or a small gear of the planetary two-stage gear, and both end portions of the at least a single planetary two-stage gear are supported by ball bearings.

Abstract: A torque converter including a stator, a one way clutch permitting rotation of the stator in a first direction and preventing rotation of the stator in a second opposite direction, and an adapter device including a first adapter portion connected to the stator and a second adapter portion connected to the one way clutch, so that the one way clutch is positioned offset and remote from the stator.

Abstract: A power transfer device that includes an automatic transmission that includes a plurality of engagement elements and a speed change gear mechanism capable of establishing a multiplicity of shift speeds by changing a power transfer path by engaging or disengaging the engagement elements; and a control device that is configured to control the automatic transmission.

Abstract: When an alternator load torque Talt is larger than a threshold ?, a lockup clutch is released. Thus, a deceleration G can be restrained from becoming too large due to the alternator load torque Talt. Besides, the threshold ? is changed in accordance with a speed ratio ? of a continuously variable transmission. Thus, the deceleration G can be favorably controlled within a predetermined range. For example, in a vehicle state where a deceleration is unlikely to be achieved due to the smallness of the speed ratio ?, the threshold ? is large. Therefore, the lockup clutch is unlikely to be released, and the deceleration G is likely to be secured.

Abstract: A power transmission apparatus for a vehicle may include a first shift module configured to change torque input from an engine into four speed stages and to output the four speed stages, a motor/generator directly connected an output side of the first shift module, a second shift module configured to change the four speed stages input from the first shift module into eight speed stages by using a planetary gear set and to output the eight speed stages, and an output device connected to an output side of the second shift module through an output shaft.

Abstract: A clutch device for arrangement in a drive train of a motor vehicle between a drive unit and a gearbox, which comprises a clutch for optional torque transmission between the drive unit and the gearbox, a clutch input side to which a torque from the drive unit can be transmitted, and an electric machine allocated to the clutch input side, wherein an overrun to transmit the torque from the drive unit in only one rotational direction is arranged upstream of the clutch input side in relation to the torque transmission path.

Abstract: A method for operating a powertrain system of a vehicle includes determining an initial creep torque command in an operator-selected direction of travel, adjusting the initial creep torque command responsive to an operator braking request and responsive to a change in direction of vehicle speed relative to the operator-selected direction of travel, and operating the hybrid powertrain to generate axle torque in response to the adjusted creep torque command.

Abstract: A parking mechanism arrangement for a motor vehicle transmission has a housing and a shaft supported so that it can rotate in relation to the housing. A parking mechanism gear is rotationally fixed to the shaft and comprises a parking mechanism tooth system. A parking mechanism pawl is supported so that it can pivot about a pawl axis in relation to the housing and comprises a pawl tooth, which is capable of engaging in a tooth space of the parking mechanism tooth system in order to establish a locked position. An actuating mechanism comprises an actuating element, which acts upon an actuating portion of the parking mechanism pawl in order to pivot the parking mechanism pawl from a release position into the locked position. The actuating element is embodied as a cam ring, which is arranged concentrically with the shaft and which comprises a cam portion, which acts on the actuating portion in order to establish the locked position.

Abstract: A dual clutch transmission for motor vehicles, has two transmission sections, a dry dual clutch (1), which transmits the torque from the engine selectively to one of the two transmission sections, and a cooling system having a fan impeller system for active air cooling of the dual clutch (1). To optimize the individual functional parts of the cooling system and to reduce the clutch masses, it is proposed that the central disk (3) and/or at least one contact pressure plate (4, 5) is/are designed as a fan impeller of the fan impeller system (21). The central disk (3) and/or at least one of the contact pressure plates (4, 5) has/have passages which extend radially or have a radial component.

Abstract: The present disclosure provides a multiple speed transmission having an input member, an output member, a plurality of planetary gearsets, a plurality of interconnecting members and a plurality of torque-transmitting mechanisms. The plurality of planetary gear sets includes first, second and ring gears. The input member is continuously interconnected with at least one member of one of the plurality of planetary gear sets, and the output member is continuously interconnected with another member of one of the plurality of planetary gear sets. At least eight forward speeds and one reverse speed are achieved by the selective engagement of the five torque-transmitting mechanisms.

Abstract: A torsional vibration damper, including: an axis of rotation; a drive plate; an output flange; and a spring retainer plate including a first side facing in a first axial direction, a second side facing in a second axial direction, and a plurality of spring stops formed of a same material forming the spring retainer plate. Each spring stop: extends from the first side at least partially in the first axial direction; and includes first and second circumferentially separated end surfaces separated, in the first axial direction, from the first side by first and second gaps, and a plurality of springs. Each spring includes a first circumferential end engaged with a respective first end surface and a second circumferential end engaged with a respective second end surface. The spring retainer plate partially surrounds the plurality of springs and retains the plurality of springs in a radially outward direction.

Abstract: An electric portal axle (1) for electrically driving a motor vehicle has a housing (28), a single electric machine (2) and two spur gear stages (13, 14) for driving two wheels of the axle. A shiftable transmission (5) is downstream of the electric machine (2) and is embodied as a planetary gear mechanism with a freewheel (6) and a differential (7). The portal axle (1) has a shifting mechanism (23) for shifting two gear stages of the portal axle (1). In a first gear stage, a ring gear (9) of the transmission (5) and a clutch body (27) that is fixed to the housing are connected, and a clutch (29) between the ring gear (9) and a planetary carrier (11) of the transmission (5) is opened. In a second gear stage the ring gear (9) and the clutch body (27) are disconnected and the clutch (29) is closed.

Abstract: A viscous clutch (20) includes a housing assembly (28), a rotor assembly (26), a reservoir (38) to hold a supply of a shear fluid, a working chamber (40) operatively positioned between the housing assembly and the rotor assembly, and a fluid return bore (26-1B) that optionally extends radially through at least an outer diameter portion of the rotor assembly to the working chamber. Selective introduction of the shear fluid to the working chamber facilitates selective torque transmission between the housing assembly and the rotor assembly. The fluid return bore can form at least a portion of a fluid return path (50) from the working chamber to the reservoir.

Abstract: A multi-speed transmission in planetary design for a vehicle with a housing includes a first shaft provided as a drive and a second shaft provided as an output that is arranged axially parallel to the drive. Three planetary gear sets and additional shafts along with six shifting elements are provided, through which the actuation of several gears are realized. Machine elements are provided for the transfer of torque between the drive and the output. The first shaft is connectable, as a drive, to the sun gear of the third planetary gear set, to the planetary gear carrier of the second planetary gear set, to the planetary gear carrier of the third planetary gear set, and is connectable or connected to the sun gear of the first planetary gear set. The second shaft is connected or connectable, as a drive, to the first machine element and to the second machine element.

Abstract: A shift control apparatus for an automatic transmission includes a controller. The controller is configured to control the automatic transmission. The automatic transmission includes a first input shaft, a second input shaft, an output shaft, a first clutch, a second clutch, and gear trains. In a case where a standby shift stage does not lie between a predetermined current shift stage and a target shift stage, the controller controls the first clutch to be disengaged and the second clutch to be engaged, and then controls a synchronizing device among synchronizing devices for the predetermined current shift stage to be disengaged and a synchronizing device among the synchronizing devices for the target shift stage to be engaged during a disengagement of the first clutch, and then controls the second clutch to be disengaged and the first clutch to be engaged.

Abstract: A controller is capable of controlling a coupled engine running mode, in which an engine is coupled to wheels and an engine brake is activated by driven rotation of the engine, and a coasting mode, in which an engine brake force is reduced with respect to that in the coupled engine running mode with mode with the engine brake on, and starts the coasting mode on the basis of the steering angle of a steering member. The controller starts the execution of a first coasting mode when the steering angle is equal to or less than a preset upper limit value and starts the execution of a second coasting mode when the steering angle is greater than the upper limit value. In the first coasting mode, the engine rotation is stopped, and in the second coasting mode, the engine remains rotating.

Abstract: A clutch includes a clutch housing configured to hold a clutch plate, and a clutch gear configured to transmit rotary drive power to the clutch housing via a damper. The clutch housing has a rib that regulates a position, of the damper, in an axial direction. The dampers are accommodated in accommodation holes that are spaced from each other in a circumferential direction of the clutch gear. The rib is formed in an annular shape so as to be aligned with the accommodation holes.