Abstract: The present invention relates to a lockable or releasable transmission with bidirectional input and one-way output, which is forward or reversely driven by human's foot for achieving the output at constant rotation direction to drive the load wheel group, and has the anti-locking function, through releasing the lockable or releasable mechanism, when reverse drive caused by back move occurs at output terminal.

Abstract: A control device for a vehicle continuously variable transmission 4 comprises: inertia phase processing completing means for completing an instruction relating to inertia phase processing before an input rotation speed of the subtransmission mechanism 30 actually reaches an input rotation speed of the second gear position; and torque phase processing starting means for starting an instruction relating to torque phase processing, in which reception of an input torque of the subtransmission mechanism 30 is shifted from a disengagement side frictional engagement element to an engagement side frictional engagement element before the input rotation speed of the subtransmission mechanism 30 actually reaches the input rotation speed of the second gear position, after completing the instruction relating to the inertia phase processing.

Abstract: A vehicle drive includes a first gear set and a second gear set both having a sun gear, a ring gear and planetary gears which couple the sun gear to the ring gear. The planetary gears of both sets are rotatably supported by respective planetary gear carriers which are coupled to each other. The vehicle drive also includes an engine, a first clutch which selectively engages the engine to the ring gear of the first gear set, a first motor/generator coupled to the sun gear of the first gear set and a second motor/generator coupled to the sun gear of the second gear set and electrically coupled to the first motor/generator, a second clutch which selectively engages the engine to the second motor/generator, and a third clutch and a third gear set which operate to selectively engage the ring gear of the second gear set to the planetary gear carriers.

Abstract: A system and method for altering the axial thrust load path within an automobile transmission eliminates the component end play in the transmission's roller clutch inner race and induces component end play in the transmission's rear sun gear. The resulting configuration moves portions of the axial thrust load path to across the roller clutch inner race and away from at least the transmission's sun gear and the reaction shell splines of the reaction shell. The system may include a kit in which an axially shortened roller clutch inner race and an appropriately sized bearing are provided. Additional kit components may include an axially shortened reaction shell. Alternatively, the roller clutch inner race and/or reaction shell may be shortened manually. A method of altering a preexisting transmission to have a new axial thrust load path is also provided.

Abstract: A gear train of an automatic transmission realizes at least ten forward speeds and one reverse speed by combining four simple planetary gear sets with four clutches and two brakes and three friction elements are operated at each shift-speed such that the gear train has advantages of simplifying structures of the automatic transmission and improving power delivery performance and fuel economy.

Abstract: A power split transmission for a working machine, such as a wheel loader, having a continuously variable power branch and a mechanical power branch that are summed with one another via a summing gear (13). The summing gear (13) can be connected, via a clutch for forward drive (4) and a clutch for reverse drive (8), to an input drive. The power split transmission has shafts (2, 7; 32, 33) and only a single clutch is located on each shaft.

Abstract: A method of operating a drive train of a motor vehicle whereby the drive train comprises at least a hybrid drive with a combustion engine and an electric motor, a transmission, positioned between the hybrid drive and an output, and a clutch, positioned between the combustion engine and the electric motor. When the electric motor is exclusively driving, the combustion engine can be started by engaging a clutch positioned between the combustion engine and the electric motor.

Abstract: A power split transmission for a working machine, such as a wheel loader, for example, has a hydrostatic and a mechanical power branch which are summed with one another via a summation gear (12). A reversing gear (7) is connected downstream of the summation gear (12) and a gear shifting mechanism (20) is connected downstream of the summation gear (12).

Abstract: A continuously variable transmission includes a variator capable of varying a speed ratio continuously, and a subtransmission mechanism provided in series with the variator. On the basis of an operating condition of a vehicle, a transmission controller sets a destination through speed ratio, which is an overall speed ratio of the variator and the subtransmission mechanism to be realized in accordance with the operating condition, and controls the variator and the subtransmission mechanism on the basis thereof. When shifts are prohibited in the subtransmission mechanism, the destination through speed ratio is limited to a speed ratio range that can be realized only by a shift in the variator.

Abstract: A hybrid vehicle driving device is capable of causing a motor-powered travel of a hybrid vehicle in which only an electric motor is used as a drive force source, by driving the electric motor with electric power from an electric storage device while a rotational driving of an internal combustion engine has been stopped. A control device for the hybrid vehicle driving device includes a rotational drive portion that determines whether or not supply of a lubrication oil to at least a portion of the power transmission device by the lubrication oil supply device is necessary based on a travel distance in the motor-powered travel following a stop of the rotational driving of the internal combustion engine, and rotationally drives the internal combustion engine based on determination as to need for the supply of the lubrication oil.

Abstract: A drive system of a hybrid vehicle, including an engine, a first electric motor, a second electric motor operatively connected to a drive wheel of the hybrid vehicle, and two planetary gear mechanisms, and wherein the two planetary gear mechanisms have at least four rotary elements arranged to permit the drive system to be placed in a selected one of a first operation mode in which the rotary element connected to the engine and the rotary element connected to the first electric motor are disposed on opposite sides of the rotary element connected to the drive wheel and the second electric motor, as seen in a collinear chart in which the four rotary elements are located at respective four different positions along a base line, and a second operation mode in which the rotary element connected to the first electric motor and the rotary element connected to the drive wheel and the second electric motor are disposed on opposite sides of the rotary element connected to the engine, as seen in said collinear chart.

Abstract: A controlled differential actuator particularly adapted for differential applications for motor vehicle powertrains. The differential operator incorporates an electromagnetically applied first or primary clutch coupled to a second multi-disc clutch pack through a ball ramp operator. Energization of the solenoid coil selectively applies the main clutch pack which is coupled to a differential carrier and one of the axle half shafts connected with the differential assembly. Modulation of current applied to the solenoid coil allows a selective frictional coupling between the differential axle half shafts which provides desirable traction features for the associated motor vehicle.

Abstract: A planet gear assembly, including: a planet pin; a bearing comprising an inner race secured to the planet pin at a planet pin bearing end; a planet gear; and a compliant annular plate arranged to secure the planet gear to the planet pin. Compliance of the annular plate permits rotation of the planet gear when a planet gear axis of rotation is not coincident with an axis of rotation of a portion of the planet pin in the annular plate.

Abstract: A method for controlling a powertrain system includes monitoring voltage of an energy storage device. The method further includes modifying a preferred voltage limit when the voltage of the energy storage device transgresses a trigger voltage limit, and determining the power constraint of a first power actuator based on the estimated output power of the energy storage device when the voltage of the energy storage device transgresses the preferred voltage limit.

Abstract: The invention relates to a transmission unit (1), particularly multi-range transmission (2), comprising an input (E) and an output (A) and arranged between them a continuously variable transmission part (3) and a mechanical transmission part (4), comprising two three-shaft planetary gear sets (5, 6), each having a first (5.1, 6.1), second (5.2, 6.2) and third shaft (5.3, 6.3), wherein the first shafts of both planetary gear sets can be connected to the input and at least one second or third shaft of the respective planetary gear set can be non-rotatable connected to the output (A). The invention is characterized in that the planetary gear sets can be connected via two shiftable coupling units (K1, K2), which can be selectively and alternately actuated, to form a four-shaft planetary gear set and that the first coupling unit (K1) is arranged between the first shaft (6.

Abstract: A transmission is has an input member, an output member, two stacked planetary gear sets, a third planetary gear set, a plurality of coupling members and a plurality of torque transmitting devices. The stacked planetary gear sets have a first, second, third, fourth and fifth member and the third planetary gear set has a first, second and third member. The torque transmitting devices include clutches and brakes.

Abstract: An internal combustion engine is fluidly connected to an exhaust aftertreatment system and operatively connected to an electro-mechanical transmission to transmit tractive power to a driveline. The engine is controlled during an engine operating cycle by determining a temperature of the exhaust aftertreatment system and adjusting power output of the engine based upon the temperature of the exhaust aftertreatment system and a preferred temperature range of the exhaust aftertreatment system. The electro-mechanical transmission is controlled to transmit tractive power to the driveline to meet an operator torque request based upon the adjusted power output of the engine.

Abstract: An actuation system includes a prime mover, a mechanical option module, an actuator, and a controller. The prime mover includes a drive shaft. The mechanical option module includes a housing, an input shaft coupled to the drive shaft, an output shaft, and a planetary gear module. The planetary gear module includes a sun gear coupled to the input shaft, a planet carrier coupled to the output shaft, an outer ring, and planet gears meshed with the sun gear and the outer ring. The application-specific module is connected to the housing and configured to selectively influence movement of the outer ring of the planetary gear module. The actuator includes an actuator input shaft coupled to the output shaft of the mechanical option module. The controller controls an operation of at least one of the prime mover, the mechanical option module, and the actuator.

Abstract: An internal combustion engine is connected to a transmission to transmit tractive power to a driveline. Engine coolant temperature is determined, and power output of the engine is adjusted based upon the coolant temperature and preferred coolant temperature range. The transmission is controlled to transmit tractive power to the driveline to meet an operator torque request based upon the adjusted power output of the engine.

Abstract: An actuator (100) includes a differential (105), the differential comprising a gear train comprising a first leg (106a) and a second leg (106b); a motor (101) configured to power a rotating ball screw (104) through the first leg (106a) of the differential (105); and a brake (103) connected to the second leg (106b) of the differential (105), the brake (103) having a holding force, such that in the event a torque in the differential (105) exceeds the holding force, the brake (103) is configured to dissipate the torque in the differential (105).