Abstract: The invention relates to a method and device for securely and comfortably operating a drive train of a motor vehicle, especially for operating a drive train with several clutches.

Abstract: A vehicle powertrain having multiple prime movers including a primary prime mover coupled inline to a transmission and a secondary prime mover selectively coupled to the transmission by a substantially concentric coupling. A method of powertrain control is also disclosed, wherein powertrain torque demand and torque available from the primary prime mover and the transmission within its present gear ratio are determined and compared. Output of the primary prime mover is increased if the powertrain torque demand does not exceed the torque available. Otherwise, the transmission is downshifted to a lower gear ratio. Torque demand is compared to torque available from the primary prime mover and the transmission within its now downshifted gear ratio. Output of the primary prime mover is increased if torque demand does not exceed torque available. Otherwise the secondary prime mover is started, its output increased, and the transmission is shifted to a higher gear ratio.

Abstract: A shift control apparatus for a continuously variable transmission includes a continuously variable transmission for transmitting power of an engine to a driving wheel; a shift actuator for changing a gear ratio of the continuously variable transmission; and a gear ratio controller for controlling the shift actuator such that the gear ratio of the continuously variable transmission exhibits a predetermined shift pattern. The shift controller further includes a battery monitor for detecting remaining charge of a battery charged by a generator connected to the engine, and the shift pattern is changed according to the remaining charge of the battery. The shift control apparatus ensures an operating feel similar to that during ordinary running regardless of remaining charge of a battery. A method of controlling a continuously variable transmission in a vehicle is also disclosed.

Abstract: A four wheel drive articulated mine loader is powered by a fuel cell and propelled by a single electric motor. The drivetrain has the first axle, second axle, and motor arranged in series on the work machine chassis. Torque is carried from the electric motor to the back differential via a pinion meshed with the ring gear of the back differential. A second pinion oriented in an opposite direction away from the ring gear is coupled to a drive shaft to transfer torque from the ring gear to the differential of the front axle. Thus, the ring gear of the back differential acts both to receive torque from the motor and to transfer torque to the forward axle. The in-line drive configuration includes a single electric motor and a single reduction gear to power the four wheel drive mine loader.

Abstract: A torque distribution-controlling apparatus, by which a torque from a driving power source is distributed to vehicle right and left wheels via right and left axles, includes a differential having a first torque transmitting system and a second torque transmitting system, the first torque-transmitting system which transmits the torque from the driving power source to the vehicle right and left axles, and allows differentiation between these right and left axles, and the second torque-transmitting system which is structured to be symmetric to the first torque-transmitting system, transmits the torque from the driving power source to the right and left axles, and allows differentiation between these right and left axles; a left clutch controlling transmission of the torque from the first torque-transmitting system to the left axle; and a right clutch controlling transmission of the torque from the second torque-transmitting system to the right axle.

Abstract: A dynamo-electric drive unit controlled compound system includes one dynamo-electric unit, a primary and a secondary dynamo-electric unit, or more than two dynamo-electric units incorporated with an engine or other rotating device, and one or more control units including a centrifugal clutch, one-way transmission mechanism, output clutch, or related transmission mechanism, a manual control interface, a central controller, and a storage device to create a specific control pattern and to execute the operation of a specific compound power function by selection among the control units and control of drive control device operation.

Abstract: A power transmitting system suitable for use with a hybrid vehicle is provided and preferably may comprise: (i) a first shaft and a second shaft; (ii) a planetary gear set; (iii) a power receiving apparatus that can receive power from the planetary gear set; (iv) a power transmitting member preferably in communication with the power receiving device and the second shaft to transmit power from the power receiving device to the second shaft. Because in preferred systems tension of a chain of a power transmitting system of a hybrid vehicle is not transmitted to a simple planetary gear set, damage to the simple planetary gear set may be prevented and the power transmitting system of the hybrid vehicle may be applied to many kinds of vehicles.

Abstract: A transmission can be provided which achieves multiple speeds while maintaining good balance of gear ratio steps between gears by having a first clutch which selectively connects a first intermediate output member and a fourth rotating element RE4 together, a second clutch which selectively connects an input shaft and a second rotating element RE2 together, a third clutch which selectively connects the first intermediate output member and a first rotating element RE1 together, a fourth clutch which selectively connects the input shaft and the first rotating element RE1 together, a fifth clutch which selectively connects a second intermediate output member and the first rotating element RE1 together, a first brake which selectively holds the first rotating element RE1 to a transmission case, and a second brake which selectively holds the second rotating element RE2 to the transmission case.

Abstract: A transfer case includes a two-speed range unit, a mode clutch, an actuation mechanism and a control system. The actuation mechanism includes an electric motor, an actuator shaft driven by the motor, a range actuator assembly and a mode actuator assembly. The range actuator assembly includes range, a cam driven by the actuator shaft and a shift fork having a follower retained in a groove formed in the cam and a fork engaging a shift collar associated with the range unit. The mode actuator assembly has a range cam member with cam surfaces and a control gear with rollers engaging the cam surfaces. The control gear is rotatively driven by the actuator shaft. The cam member is axially moveable for controlling engagement of the mode clutch. An anti-rotation mechanism limits rotation of the cam member in response to continued rotation of the control gear.

Abstract: A clutch mechanism includes a friction clutch with a clutch spring, a clutch lever connected to the friction clutch via clutch wires and being manually operable against the urging force of the clutch spring, and a clutch assisting device. The clutch assist device has an assist mechanism having an auxiliary force member (e.g., a spring) that urges the clutch wires in such a direction as to disengage the friction clutch while the clutch lever is moved from a disengage start position, where the clutch lever receives the reactive force of the clutch spring, to a disengaged position, where the disengagement of the friction clutch is completed. The assist mechanism maintains the urging force of the auxiliary spring applied to the clutch wires within a fixed range while the clutch lever is shifted from the midpoint between the disengage start position and the disengaged position to the disengage position.

Abstract: A planetary gear train transmission includes: an outer case fitted with a ring gear having internal teeth; at least one outlet planet carrier having planet gears meshing with the ring gear, and with a central, sun gear; an inlet gear and an inlet bearing provided in the case; and an outlet bearing from the transmission provided in the case; the transmission including an outlet member coupled to rotate with the outlet planet carrier and co-operating with the planet carrier to form elements for preloading the outlet bearing.

Abstract: A method and a device with which disturbing vibrations are diminished at least in the height of their amplitude. A control and regulating device (24) and suitable sensors (34, 36, 41) activate a device (7, 11, 15, 23, 29, 30) when previously established limiting values are exceeded with regard to procedure, with which components of the motor vehicle are influenced such that the disturbing vibrations are damped or compensated.

Abstract: A powertrain has an electrically variable hybrid transmission having an electro-hydraulic control system, plurality of electrical power units, and a plurality of torque transmitting mechanisms selectively engageable by the electro-hydraulic control system to provide four forward speed ranges, a neutral condition, an electric low and high speed mode, and an electrically variable low and high speed mode. Additionally, the electrically variable hybrid transmission provides a parallel reverse mode and a series reverse mode. The present invention provides an improved electro-hydraulic control system having a multiplexed electronic transmission range selection (ETRS) and reverse dog clutch system for an electrically variable hybrid transmission. The multiplexed control system of the present invention allows effective control of both the ETRS system and reverse dog clutch system using only one solenoid valve.

Abstract: A six speed transmission is provided that includes three planetary gear sets having a common carrier member and six torque-transmitting mechanisms operated in combinations of two to provide at least six forward speed ratios and two reverse speed ratios. A method of assembling a transmission is also provided. A reduction in components and component standardization is achieved.

Abstract: A hybrid driving unit (7) in which a second electric motor (23) is disposed on the side closer to the front of a vehicle (the side closer to an internal combustion engine (5)) than a first electric motor (20). A casing member (14) is formed such that an inner diameter of a part thereof, in which a stator (28) of the second electric motor (23) is fixed, is larger than that of a part in which a stator of the first electric motor (20) is fixed. This allows the second electric motor (23) to be constructed so as to have a large radial dimension and, to that extent, allows the length thereof in the longitudinal direction to be suppressed. Accordingly, this allows the length of the whole hybrid driving unit (7) to be shortened.

Abstract: The present invention provides a transmission capable of providing a forward and a reverse drive for a model vehicle. The transmission comprises a drive gear and at least one transfer gear which is capable of engaging the drive gear. The at least one transfer gear is contained within a gear housing. An output gear is coupled to an output shaft, and the output gear is capable of engaging the at least one transfer gear. The transmission also comprises a locker ring capable of receiving the output gear and a shift lever assembly which is coupled to the locker ring. The shift lever assembly is also capable of engaging the gear housing. The invention also provides a method of changing a direction of travel of a vehicle and a system for controlling a direction of travel of a vehicle.

Abstract: The device includes a cover coupled to a first flange on the opposite side from an internally meshing planetary reduction gear part. The cover has a hole through which the input shaft of the reduction gear extends. An oil reservoir section is formed between the cover and the first flange. Oil seals are provided between the input shaft and the cover, and between the input shaft and a second flange, respectively.

Abstract: The present invention has apparatus converting a Ford Mustang five-speed transmission for installation in other, substantially different, automobiles by having a clutch housing, adapted to fit the front face of the Ford Mustang case, with gearing for four forward speeds and has an externally splined output shaft extending 5 inches beyond the rear face of the case; an output shaft housing, also housing a set of fifth-speed gears, the speedometer drive gearing and a gear shift lever gate within a dimension of approximately 3½ inches, to provide an overall length of approximately 20½?, as measured from the engine mounting surface of the clutch housing to the rear face of the drive shaft connecting flange.

Abstract: A transmission is provided for changing gears by performing rotation control of a shift drum transmission between an internal combustion engine and a drive wheel by use of an actuator provided on one side of the shift drum and an intermittent feed mechanism driven by the actuator disposed on the other side of the shift drum.

Abstract: A six-speed powertrain of an automatic transmission is formed by combining three simple planetary gear sets, and an output element is realized as a single element without combination with a clutch. Therefore, because a torque load of a respective clutch is reduced, durability may be enhanced and a length of the transmission may be minimized.