Abstract: A method of shifting an automatic transmission of a motor vehicle having a hydrodynamic converter (6). The method comprising the steps of detecting a presence of predetermined stopping conditions; determining that a driver of the motor vehicle intends to cause the motor vehicle to change from a driving state to a stopped state, based on the presence of one of the predetermined stopping conditions; and automatically shifting the automatic transmission (8) into a standby mode, before the driving state has concluded. The shifting into the standby mode typically occurs when a rotational speed of the hydrodynamic converter (6) decreases to less than a rotational speed (120) of a motor and the retarder apparatus (10), of the automatic transmission, is disengaged no later than a time by which shifting into the standby mode occurs.

Abstract: A power train is provided having a power source operably coupled to a transmission to transmit a power output to at least one traction device. The power train also has a controller configured to regulate the power output so that the power output generated when the at least one traction device is moving at a maximum speed is the maximum power output that the power source and the transmission are capable of producing.

Abstract: A differential having four pinions supported for rotation on cross pins within a differential case. The differential employs a retainer system for securing the cross pins relative to the differential case. The retainer system can include a retainer, such as a clip or a pair of roll pins, that can secure at least one of the cross pins in place.

Abstract: A vehicle control apparatus includes a controller. When predetermined conditions are satisfied, the controller executes a neutral control that forcibly places an automatic transmission in a substantially neutral state, the predetermined conditions including the shift position of the automatic transmission being in the drive position. When it is determined that the amount of exhaust matter accumulated in a catalyst provided in an exhaust system of a vehicle has exceeded a first reference value, the controller executes a catalyst heating control that increases the temperature of the catalyst so as to remove the exhaust matter accumulated in the catalyst. When it is determined during the catalyst heating control that the amount of the exhaust matter accumulated in the catalyst has exceeded a second reference value that is larger than the first reference value, the controller prohibits the execution of the neutral control.

Abstract: A motorcycle includes a transmission, an ECU, an engine and a transmission operating mechanism. The engine has a crank. The transmission operating mechanism includes a shift pedal and a load sensor. The load sensor detects an operation of the shift pedal by a driver, and applies a detected value to the ECU. The ECU decreases an output of the engine when a torque (driving force) having at least a predetermined value is transmitted from the crank to the transmission when a shift operation of the driver is detected by the load sensor. Moreover, the ECU does not decrease the output when the torque transmitted from the crank to the transmission is less than the predetermined value when the shift operation of the driver is detected by the load sensor.

Abstract: An electronic control system for a transmission includes a transmission controller selectively actuating the transmission between a plurality of gear positions including a reverse position and at least two forward positions, a manually-operable gear shifter selectively providing first command signals to the transmission controller to actuate the transmission between at least a portion of the plurality of gear positions, and a voice recognition system selectively providing second command signals to the transmission controller to actuate the transmission between only a portion of the plurality of gear positions. Preferably, the voice commands actuate the transmission only between the forward gear positions.

Abstract: The drive control of the invention executed in a vehicle sets a correction coefficient keg, based on an intake air temperature and an atmospheric pressure reflecting the density of intake air supplied to an engine, and multiplies a power demand required for the vehicle by the set correction coefficient keg to specify a target engine power, which is to be output from the engine. The engine and two motors are then controlled to ensure output of the specified target engine power from the engine and output of a torque demand, which depends upon an accelerator opening. The varying density of the intake air may cause output of excessive power from the engine or output of insufficient power from the engine. A battery is charged or discharged to compensate for the excessive power output from the engine or for the insufficient power output from the engine.

Abstract: In a hybrid transmission for a hybrid motor vehicle, with split power driving ranges, discrete gear steps and two electric drive motors (33, 34), a transmission arrangement is provided which results in low rotational speeds of the transmission elements, in particular of the planets while at the same time, the electric drive motors (33, 34) are disposed adjacent to one another at the input end of the transmission next to an internal combustion engine to which the transmission is connected.

Abstract: A drive unit includes a gearset alternately producing forward and reverse drive, an inter-axle differential dividing torque at an output of the gearset between first and second wheel sets, and an inter-wheel differential dividing torque transmitted to the first wheel set differentially between wheels comprising the first wheel set.

Abstract: A device and method for preloading a transmission shaft assembly is disclosed. The transmission having the device of the present invention generally has a plurality of gears for providing a plurality of speed ratios. The shaft assembly has a first shaft, a first sleeve shaft, a second sleeve shaft and a first fastener. The first shaft has a flange end and an adjustment end. The first sleeve shaft is concentric with the first shaft and has a first end. The first end of the first sleeve shaft is in communication with the flange end of the first shaft. The second sleeve shaft is concentric with the first shaft and is axially aligned with the first sleeve shaft. The second sleeve shaft has a first end. The plurality of synchronizers for selectively connecting at least one of the plurality of gears to at least one of the first and second sleeve shafts. The first fastener is engagable with the adjustment end of the first shaft and is configured to move axially on the adjustment end.

Abstract: A drive train having a power-split transmission for distributing the power to at least one first power branch and at least one second power branch. The first power branch at least indirectly drives an electric generator, while a connection is established between the first power branch and the second power branch by a hydrodynamic circuit, which is disposed at the output end of the power-split transmission. The power flow is influenced in such a way by the hydrodynamic circuit that the speed at which the electric generator is driven is substantially constant.

Abstract: A transmission system for use in a pump system comprising a prime mover driving a pump, the transmission system comprising: an epicylic gear system comprising a sun gear and a ring gear, and a planet gear engaged between the sun gear and ring gear; a main input drive arranged to be driven by the prime mover; an auxiliary input drive arranged to be driven by the prime mover; and an output drive arranged to drive the pump; wherein the main input drive is connected to the sun gear and either (i) the auxiliary input drive is connected to the ring gear and the output drive is lead from the planet gear; or (ii) the auxiliary input drive is connected to the planet gear and the output drive is lead from the ring gear.

Abstract: A shock caused due to a change in the direction of torque transferred to an output shaft is reduced. There is provided a control device for a powertrain including a drive power source that transfers torque to an output shaft connected to a wheel of a vehicle, and a rotary electric machine that transfers torque to the output shaft via a transmission. When electric power generation performed using the rotary electric machine is restricted, if torque that decelerates the vehicle is transferred from the drive power source to the output shaft, a control is executed so that torque that does not decelerate the vehicle is transferred from the drive power source to the output shaft, and a shift control over the transmission is executed.

Abstract: Eight forward speeds and one reverse speed of an automatic transmission are achieved by: controlling a first clutch by a first pressure control valve controlled a first proportional control solenoid valve and a first pressure switching valve; controlling a second clutch by a second pressure control valve controlled by a second proportional control solenoid valve and a second pressure switching valve; controlling a third clutch by a third pressure control valve controlled by a third proportional control solenoid valve and a third pressure switching valve; controlling a first brake by first and second switching valves and a fourth pressure control valve controlled by a fourth proportional control solenoid valve and a fourth pressure switching valve; and controlling a second brake by a fifth pressure control valve controlled by a fifth proportional control solenoid valve and a fifth pressure switching valve.

Abstract: In one aspect, a real wheel drive apparatus is provided for a four wheel drive hybrid electric vehicle includes: a motor generator for driving rear wheels; a reduction gear set for reducing an output speed of the motor generator and transmitting the reduced output speed; a differential gear set interposed between the reduction gear set and right and left wheel shafts of the rear wheels and a clutch unit interposed between the differential gear set and the wheel shaft to perform a differential limiting.

Abstract: An embodiment provides a method shifting a multispeed transmission. The multispeed transmission includes multiple gear paths having alternating speed ratios and a plurality of shift members. Each shift member is selectively moveable to engage a speed ratio of the transmission. The method includes directing a shift finger to contact a first shift member, moving the first shift member generally in a first generally orthogonal direction to engage a first gear, and moving the shift finger in a second generally orthogonal direction to an intermediate configuration. The shift finger will not contact a selector rail when moved in the first direction when the shift finger is in the intermediate configuration. The method also includes moving the shift finger generally in the second generally orthogonal direction to a second engaged configuration. The shift finger will contact a second shift member when moved in the first direction when the shift finger is in the second engaged configuration.

Abstract: A method for controlling a drivetrain of a motor vehicle is provided. The drivetrain includes, as components, at least an internal combustion engine, an electric drive machine, a clutch and a transmission that can be connected to drive wheels. A control device initiates gear shifts at the transmission based on a wide variety of sensor signals by using a characteristic diagram. In order to ensure an excellent shift quality over long operating periods, a drive torque value MV of the internal combustion engine, which is determined by the control device, can be checked and if necessary corrected in dependence of given conditions by determining the drive torque value ME of the electric drive machine.

Abstract: A transaxle unit comprises a differential assembly having a differential mechanism, a power take-off unit and a torque-coupling device for selectively restricting differential rotation of a differential mechanism. The torque-coupling device includes a friction clutch assembly for selectively frictionally engaging and disengaging a differential case and one of output axle shafts and a hydraulic clutch actuator. The hydraulic clutch actuator includes a hydraulic pump and a variable pressure relief valve assembly fluidly communicating with the hydraulic pump to selectively control a hydraulic pressure generated by the hydraulic pump.

Abstract: A system for controlling a machine with a continuously variable transmission includes a first control device configured to produce a first signal based on a first operator input and a second control device configured to produce a second signal based on a second operator input. The system also includes a control system configured to receive the first and second signals from the first and second control devices and generate a raw torque value based on the first and second signals. The control system is also configured to determine an output torque value based on the raw torque value and transmit the output torque value to the transmission to control the transmission.

Abstract: The present invention provides an assembly for use in a transmission that includes a first rotating member having a first portion and a second portion, the second portion having an outer diameter greater than an outer diameter of the first portion and having a bore with an open end. An annulus has a port for providing a fluid and is disposed proximate to the first portion. A second rotating member is at least partially located within the bore and extends from the open end. A first passage is connected to the port of the annulus and a second passage is connected to the first passage. The second passage is located through the second portion. A third passage is connected to the second passage and is located in the second rotating member. Fluid is able to flow from the port through the passages to provide fluid to the second rotating member.