Abstract: The invention relates to a multistage gearbox for motor vehicles, having a plurality of forward gears and at least one reverse gear, consisting of a plurality of 3-shaft gearboxes and a plurality of shifting elements, with a driveshaft (W1), an output shaft (W2) and a plurality of gearbox shafts, differential shifts and sum shafts, wherein: a first differential shaft (d1.1) of a first 3-shaft gearbox (RS1) is connected for conjoint rotation to a first differential shaft (d1.2) of a second 3-shaft gearbox (RS2); the driveshaft (W1) and a sum shaft (s2) of the second 3-shaft gearbox (RS2) are connected for conjoint rotation; a fourth gearbox shaft (W6; W76) and a second differential shaft (d2.2) of the second 3-shaft gearbox (RS2) are connected for conjoint rotation; the fourth gearbox shaft (W6; W76) or a fifth gearbox shaft (W7) is connected for conjoint rotation to a first differential shaft (d1.3) of a third 3-shaft gearbox (RS3); and a third gearbox shaft (W5) and a second differential shaft (d2.

Abstract: A method for controlling a powertrain includes, in response to an output torque request that includes deceleration, operating an internal combustion engine in a fuel cutoff state and in a cylinder deactivation state, controlling a clutch of a torque converter in an activated state, and operating an electric machine in a regenerative braking state. A state of the powertrain related to engine speed is monitored. The internal combustion engine is commanded to transition from the cylinder deactivation state to an all-cylinder state and the electric machine operates in the regenerative braking state including ramping down magnitude of regenerative braking torque when the engine speed is less than a first threshold speed. The torque converter clutch is commanded to a released state when the engine speed is less than a second threshold speed, with the first threshold speed being greater than the second threshold speed.

Abstract: A zero backlash right angle transmission system includes an input shaft with an input gear, an output shaft, first and second drive gears mounted on respective drive shafts and meshing with the input gear, and first and second pairs of meshing gears, rotation axes of which are disposed at right angle to each other. One of the pair of meshing gears is mounted on the drive shaft and the other one is mounted on the output shaft. The system may also include first and second planetary gear assemblies. All of the gears form a closed loop gear train that drives the output shaft forward and backward without backlash. A method for zero backlash right angle transmission is also disclosed.

Abstract: Various method for operating an engine responsive to transmission shifts under non-fueling conditions are provided. In one example, a method of operating an internal combustion engine comprises deactivating at least one engine cylinder, performing a diagnostic while the at least one engine cylinder is deactivated and while the engine is operating under high load, predicting a transmission shift, and responsive to the predicted transmission shift, reducing engine load below the high load and terminating the diagnostic.

Abstract: In at least some implementations, a differential for a vehicle includes a pinion gear, a pair of side gears and a housing. The side gears are meshed with the pinion gear and the housing defines a cavity in which the pinion gear and side gears are received. The housing also has an opening with an inner end leading to the cavity and an outer end spaced from the inner end. The opening is adapted to receive a shaft therethrough for coupling of the shaft to one of the side gears and the opening is defined at least in part by a journal surface. The journal surface is concave with respect to the shaft and provides a converging portion from the inner end to a central portion between the inner end and outer end and a diverging portion from the central portion to the outer end.

Abstract: A selectively lockable differential, comprising a plurality of torque sensitive pins, an outer housing, a first side gear comprising first gear teeth, a second side gear comprising second gear teeth, a pinion shaft, two pinion gears rotationally coupled to the pinion shaft, each pinion gear comprising pinion gear teeth coupled to the first gear teeth and the second gear teeth, and a collar comprising collar teeth for selectively engaging the gear lugs of the first side gear, the torque sensitive pins operatively coupling the collar to the outer housing.

Abstract: A derailleur-based electronic transmission system for an electric bicycle comprises a wheel; a driven sprocket set coupled to the wheel via at least a first one-way clutch, the driven sprocket set comprising two or more concentric sprockets of different effective diameters; a drive chain configured to engage the driven sprocket set; an electronically controllable derailleur configured to move the drive chain among the two or more sprockets; a pedal crank configured to cause rotation of the driven sprocket set by providing a user pedal force to the driven sprocket set through at least a second one-way clutch and the drive chain; a motor configured to cause rotation of the driven sprocket set by providing an electromechanical force to the driven sprocket set through at least a the drive chain; and an electronic controller configured to, responsive to a determination that a shift should occur at a time when neither the pedal crank nor the motor is causing rotation of the driven sprocket: operate the motor to rot

Abstract: A planetary gear train of an automatic transmission may include input shaft, output shaft, first planetary gear set including first to third rotation elements, second planetary gear set including fourth to sixth rotation elements, third planetary gear set including seventh to ninth rotation elements, fourth planetary gear set including tenth to twelfth rotation elements, and six control elements disposed at portions selectively connecting between the rotation elements and between the rotation elements and a transmission housing, wherein the input shaft is directly connected to the fourth rotation element and the eighth rotation element, the output shaft is directly connected to the eleventh rotation element, the tenth rotation element is directly connected to the third rotation element while being selectively connected to the seventh rotation element, the second rotation element is selectively connected to the sixth rotation element, and the first rotation element is directly connected to the transmission hou

Abstract: A continuously variable transmission control system for a vehicle has a continuously variable transmission device having a belt which is bridged over a driving pulley on a motive power source side and a driven pulley on a wheel side, and an electricity-driven actuator that moves a moveable sheave of at least one of the driving pulley and the driven pulley in the axial direction, to change a width between the moveable sheave and a fixed sheave, a control device that controls driving of the electricity-driven actuator, and an acceleration operation detection unit that detects an operation state of an acceleration operation unit. The control device moves the moveable sheave in the axial direction using the electricity-driven actuator so that a reduction ratio of the continuously variable transmission device is reduced as an amount of operation of the acceleration operation unit is increased at least in a predetermined operation amount range.

Abstract: A powertrain for a motor vehicle includes a one mode continuously variable transmission (CVT) and a torque converter connected to a planetary gear set assembly which is connected to a pulley and a chain assembly or other continuously variable unit (CVU). The planetary gear set arrangement generally includes one planetary gear set, one brake and one clutch. The CVU is connected to a final drive unit. The sheaves of the CVU have an involute spline connection.

Abstract: An output shaft is arranged to be lateral and parallel to engine input shafts and a motor input shaft. An engine side gear mechanism for transmitting a power of the engine input shafts to the output shaft is provided. A motor side gear mechanism for transmitting a power of the motor input shaft to the output shaft is provided. An input side clutch engages and disengages the engine input shafts and the motor input shaft. When the input side clutch is engaged, the power transmission between a position where the engine side gear mechanism is arranged on the engine input shafts and a position where the motor side gear mechanism is arranged on the motor input shaft is invariably possible.

Abstract: A variable transmission includes an input shaft, a planetary gear set drivingly engaged with a variator comprising, a variator carrier assembly, a first ring assembly, and a second ring assembly; and the output shaft, arranged to produce transmissions with continuously variable or infinitely variable output ratios.

Abstract: A multi-speed transmission in planetary design with a housing is proposed. A first shaft (1) is provided as a drive (AN) and a second shaft (2) is provided as an output (Ab) arranged axially parallel to the drive. Three planetary gear sets (RS1, RS2, RS3) and additional shafts (3-9) along with six shifting elements (K1, K2, K3, K4, B1, B2) are provided for the actuation of several gears. Machine elements (ST1, ST2) are provided for the transfer of torque between the drive (AN) and the output (Ab). The first shaft (1) is connectable or connected, as a drive, to a sun gear (SR1) of the first planetary gear set (RS1), to the sun gear (SR3) of the third planetary gear set (RS3), and to the planetary gear carrier (PT2) of the second planetary gear set (RS2). The second shaft (2), as an output shaft (Ab), is connectable or connected to the first machine element (ST1) and to the second machine element (ST2).

Abstract: Provided is a planetary gear train for transmission of e-bike motor, including: a carrier protrusively formed in a center with a stator axis insertion boss provided with a stator axis insertion groove in a shape corresponding to that of the stator axis for insertion of the stator axis, and mounted with a plurality of gear installation units; a plurality of planetary gears interposed rotatably mounted at an upper surface of the gear installation unit of the carrier; and a fixing pin rotatably mounting the plurality of planetary gears on the gear installation units, wherein the fixing pin includes a pin head preventing the planetary gears from deviating.

Abstract: A hybrid system includes an engine, a first rotary machine, a speed change device to which the engine is connected, a differential gear to which the speed change device and the first rotary machine are connected, a clutch and a brake causing the speed change device to change gears by engagement and disengagement between first plates and second plates, a casing configured to house therein these members except the engine and to be connected to the engine, and a cover wall configured to cover an opening of the casing which opening is provided on an engine side. The first rotary machine is placed on the engine side relative to the clutch and the brake, the clutch is placed inside a cylinder member of the brake, and the cylinder member is connected to a cover wall.

Abstract: A method of controlling a transmission includes detecting a first inflection point and a second inflection point in the movement of the accelerator pedal. An amplitude between the first inflection point and the second inflection point is then calculated, and a period of time between the first inflection point and the second inflection point is measured. An attenuation coefficient is defined from the amplitude and the measured period of time between the first and second inflection points. A current iteration temporary gear ratio is defined as the gear ratio calculated during the most recent iteration of an iterative gear ratio selection algorithm, and is adjusted with the defined attenuation coefficient to define a current iteration final output gear ratio. The operation of the transmission is then controlled to change the transmission from a previous iteration final output gear ratio to the current iteration final output gear ratio.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft configured to output changed torque of the engine, a first planetary gear set including first, second, and third rotation elements, a second planetary gear set including fourth, fifth, and sixth rotation elements, a third planetary gear set including seventh, eighth, and ninth rotation elements, and a fourth planetary gear set including tenth, eleventh, and twelfth rotation elements.

Abstract: A planetary gear train of an automatic transmission may include: an input shaft; an output shaft; first to third planetary gear sets and six control elements disposed between rotating elements, and disposed at portions where rotating elements are selectively connected to transmission housing, first rotating shaft including first rotating element and ninth rotating element and selectively connected with input shaft; second rotating shaft including second rotating element and fourth rotating element; third rotating shaft including third rotating element and selectively connected with input shaft or transmission housing; fourth rotating shaft including fifth rotating element; fifth rotating shaft including sixth rotating element and directly connected with transmission housing; sixth rotating shaft including seventh rotating element and selectively connected with second rotating shaft or fourth rotating shaft; and seventh rotating shaft including eighth rotating element and selectively connected with second rota

Abstract: An automatic transmission (1) includes, in a transmission case (2), an input shaft (3), first to third planetary gear sets (PL1-PL3) of a single pinion type, a fourth planetary gear set (PL4) of a double pinion type, five frictional engagement elements (CL1, CL2, and B1-B3), and outputs (7, 8). The outputs (7, 8) are always engaged with a fourth ring gear (R4).

Abstract: A multi-stage transmission for a vehicle may include an input shaft, an output shaft, a first to fourth planetary gear devices disposed between the input shaft and the output shaft to transmit rotary force, each of the first to fourth planetary gear devices having three rotary elements, and at least six shifting elements connected to the rotary elements of the planetary gear devices, wherein a first rotary element of the first planetary gear device is continuously connected to the input shaft, a second rotary element of the first planetary gear device is installed to be fixable by one shifting element of the at least six shifting elements, and a third rotary element of the first planetary gear device is continuously connected to a second rotary element of the second planetary gear device.