Abstract: A straddle-type four wheeled vehicle according to the present invention includes: a gear-type transmission capable of switching forward/backward traveling gears; a change drum, which is disposed substantially in parallel to a crankshaft of an engine and is turned at every predetermined angle to thus change the gear of the gear-type transmission; and a reverse lock device. The reverse lock device has: a stopper rotated integrally with the change drum; a reverse lock pin disposed substantially perpendicularly to an axial direction of the change drum and capable of moving in a direction of a pin length between a lock position, at which the reverse lock pin is locked to the stopper so as to prevent the change drum from being rotated to a backward traveling position, and an unlock position, at which the reverse lock pin is unlocked from the stopper; and an unlocking transmission mechanism for moving the reverse lock pin to the unlock position.

Abstract: An automatic transmission is provided having an input member, an output member, four planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices may be either brakes or clutches. Eight forward speeds or gear ratios and reverse are achieved by engaging various combinations of the brakes and clutches.

Abstract: A continuously variable transmission mechanically coupled with an automated mechanical transmission is adjusted during a shifting process. At the completion of the shifting process, an engine mechanically coupled with the automated mechanical transmission is provided a fueling pulse. Additionally, the speed of an output shaft of the automated mechanical transmission is filtered by a second order variable time constant low pass filter.

Abstract: A device for use with a vehicle transmission system includes a housing having a clutch provided therein and a first member extending from the housing and configured for coupling to a vehicle differential. The first member includes a generally hollow tube configured to carry a rotatable shaft therein. The device does not include a second member for directly coupling the device to a transmission housing or to the differential.

Abstract: The transmission has a plurality of members that can be utilized in powertrains to provide eight forward speed ratios and one reverse speed ratio. The transmission includes four planetary gear sets having five torque-transmitting mechanisms, two fixed interconnections and a grounded 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 five torque-transmitting mechanisms provide interconnections between various gear members and are operated in combinations to establish eight forward speed ratios and one reverse speed ratio.

Abstract: A synchronizing mechanism includes a synchronizer hub, a coupling sleeve, a clutch gear and a synchronizer ling. The synchronizer hub is fixedly coupled to a rotational shaft. The coupling sleeve is coupled to an outer circumference of the synchronizer hub with a spline engagement to slide with respect to the rotational shaft in an axial direction upon an operation of a shift fork. The clutch gear is rotatably supported on the rotational shaft. The synchronizer ring is configured and arranged to produce a synchronized load between the coupling sleeve and the clutch gear. The coupling sleeve includes a guide section configured and arranged to guide at least a portion of lubricating oil supplied from a shift fork engagement part of the coupling sleeve toward at least one of the clutch gear and the synchronizer ring.

Abstract: A drive axle assembly includes first and second axleshafts connected to a pair of wheels and a drive mechanism operable to selectively couple a driven input shaft to one or both of the axleshafts. The drive mechanism includes a differential, a speed changing unit operably disposed between the differential assembly and one of the first and second axleshafts, and first and second mode clutches. The first mode clutch is operable to decrease the rotary speed of the second axleshaft which, in turn, causes a corresponding increase in the rotary speed of the first axleshaft. The second mode clutch is operable to increase the rotary speed of the second axleshaft so as to cause a decrease in the rotary speed of the first axleshaft. A control system controls actuation of both mode clutches.

Abstract: A system and method of operation for golf cars or the like employing electrically operated fuel injected engines for that can be operated in substantially the same manner as electrically powered cars to effect rapid restarting of the engine after stopped and with the main switch left on without excessively depleting the battery power.

Abstract: A control apparatus for a vehicular drive system including (a) a differential portion having a differential mechanism operable to distribute an output of an engine to a first electric motor and a power transmitting member, a second electric motor disposed in a power transmitting path between the power transmitting member and a vehicle drive wheel, and a switching clutch and a switching brake provided in the differential mechanism and operable to limit a differential function of the differential portion, and (b) a step-variable automatic transmission portion constituting a part of the power transmitting path and operable to perform a clutch-to-clutch shifting action by a releasing action of a coupling device and an engaging action of another coupling device, the control apparatus including a step-variable shifting control configured to change an amount of racing of an input speed of the automatic transmission portion during the clutch-to-clutch shifting action, depending upon whether the differential function

Abstract: A parallel hybrid vehicle includes a heat engine, a transmission including an input and output, and an electrical device. The transmission input is coupled to the engine and the transmission output is coupled to the electrical device such that substantially all of the torque generated by the heat engine is channeled through the transmission to the electrical device, and a differential, the electrical device coupled to the differential such that during a first mode of operation the electrical device functions as a motor to receive substantially all the torque generated by the engine through the transmission, and such that during a second mode of operation the electric device functions as a generator to receive substantially all the torque generated by the vehicle through the differential.

Abstract: A clutch control apparatus is provided for a hybrid vehicle having at least two different power sources and a clutch disposed between the power sources and the drive wheels arranged to vary a transmission torque capacity. A separate clutch input and output speed sensing device senses the actual clutch input and output speeds respectively. A controller is configured to calculate a target vehicle driving torque according to a driver's operation and the vehicle running condition.

Abstract: A stop control method which is intended for a heat engine of a vehicle that is equipped with a reversible electric machine. According to the invention, a decision is made to stop the heat engine as a function of: (i) steady conditions which are essentially stable prior to a stopping phase; and (ii) variable conditions which can change following a positive test on the steady conditions and prior to a stopping phase, said steady conditions being tested prior to the variable conditions. The invention is suitable for motor vehicles.

Abstract: A differential assembly includes an electrically operated input device and a first planetary assembly in driving engagement with the input device. The first planetary assembly is drivingly connected to a first output assembly. A second planetary assembly is in driving engagement with the first planetary assembly and the second planetary assembly is drivingly connected to a second output assembly. The first planetary assembly co-acts with the second planetary assembly to provide substantially the same torque to the first and second output assemblies and the first and second planetary assemblies include axes of rotation substantially aligned with an axis of rotation of the input device.

Abstract: Variable motion control devices and methods of use. The devices and methods relate to providing an output, such as a rotational shaft output, transmitted from a rotational shaft input, with the output varying based on a control input. The devices and methods are used, for example, to provide a variable output for use with a compressor, power take off, or transmission or differential application. To provide the variable output, the devices and methods include use of mechanical component systems, such as spur gear planetary systems, ring gear planetary systems, bevel gear arrangements, or combinations of such features. The control input is implemented, for example, by arrangements of bindably meshed gears, tension between pulleys joined by belts or similar arrangements of sprockets and chains, use of magnetic clutches, hydraulic or pneumatic controls, or braking devices.

Abstract: The invention relates to a transmission module, especially a transmission module in countershaft design, having at least one input and one output which are connected with each other by way of at least one speed-torque converter device, with a reverse gear which is arranged between a countershaft and the transmission output, with a hydrodynamic retarder. The hydrodynamic retarder having at least one rotor blade wheel and a stator. The rotor blade wheel is connected via a high gear with the transmission output. The high gear is a component of the reverse gear.

Abstract: A drive unit located in a power path between a transmission output and the wheels of a vehicle for reversing the direction of the transmission output includes a gear set including an input driveably connected to the transmission output, and a gearset output alternately rotating in a forward rotary direction and an underdriven reverse rotary direction relative to the speed and direction of the transmission output. A drive mechanism transmits power between the gearset output and the wheels.

Abstract: A gear drive assembly (33) includes a housing (24), an external base (28) movable with respect to the housing, and an external gear member (12) associated with the external base. The assembly includes an internal gear member (14) surrounded by the external gear member and in meshing relation therewith. The assembly also includes a plurality of conductive polymer actuators (26) defining actuator sets. Each actuator set is coupled at one portion thereof to the housing with another portion thereof being coupled to the external base. Each actuator is constructed and arranged to deflect when voltage is applied thereto such that when voltage is selectively applied to the actuator sets, deflection of the actuators causes the external base to move causing the external gear member to move in an orbiting manner with respect to the internal gear member.

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

Abstract: A twin clutch device wherein a second clutch is arranged coaxially and radially inside of a first clutch outer which forms an annular plate portion. One clutch inners of both clutches is arranged between a clutch member which constitutes a portion of the outer of the first and second clutches and an annular plate portion. Lifter pins have axes arranged parallel to a rotary axis of first and second clutches and axially movably penetrate both clutch inners to bring one ends thereof into contact with pressure plates. First and second drive control members are capable of applying control forces to disconnect the first and second clutches against spring forces of first and second clutch springs. A second clutch outer is rotated together with the first clutch outer and is arranged coaxially with the first clutch. A pair of clutch outers are connected in a relatively non-rotatable manner with each other.

Abstract: A twin-clutch device includes first and second clutch actuating mechanisms; a first clutch disconnection/connection control mechanism for exerting on the first clutch actuating mechanism a controlling force for switching disconnection/connection of the first clutch actuating mechanism; and a second clutch disconnection/connection control mechanism for exerting on the second clutch actuating mechanism a controlling force for switching disconnection/connection of the second clutch actuating mechanism. The first and second clutch disconnection/connection control mechanisms include control actuating members that are supported on a fixing member in a non-rotating state while being allowed to move in a direction along rotation axes of a first driven rotary member and second driven rotary member, the control actuating members being respectively connected to first and second clutch actuating mechanisms via bearings.