Abstract: A marine propulsion system has a propulsor that propels a marine vessel, an internal combustion engine that powers the propulsor via a driveshaft, a clutch that is movable between a closed position wherein the engine is operationally connected to the driveshaft and an open position wherein the engine is operationally disconnected from the driveshaft, and an electric motor that selectively applies torque on the driveshaft. A control circuit is programmed to move the clutch into the open position; and to cause the motor to selectively apply a load torque on the driveshaft, to thereby dislodge the clutch from the closed position. The control circuit can also be programmed to compare rotational speeds of the engine and motor to thereby determine whether the clutch is in one of the open and closed positions.

Abstract: A hybrid dual configuration transmission for a vehicle having an electric motor, planetary gear set and a plurality of gear meshes is disclosed herein. The hybrid dual configuration transmission provides for a plurality of electrically variable transmission operating modes and a plurality of fixed gear operating modes. The hybrid dual configuration transmission may be operated utilizing exclusively the electric motor, exclusively an engine, or any combination of the electric motor and engine.

Abstract: A drive unit for an electric bicycle, the drive unit including a motor configured to generate a rotary force to drive a wheel of the electric bicycle, a reduction gear unit provided with a plurality of gears to decelerate a rotary force generated from the motor, and a ring gear configured to output the rotary force which is decelerated by the reduction gear, wherein a rib is formed on at least one of two lateral sides of the ring gear.

Abstract: Before the termination of the fuel-cut control, the vehicle control system reduces a pumping loss by increasing an air intake and a load torque of an auxiliary device thereby preventing the vehicle to be decelerated excessively, and after the termination of the fuel-cut control, the vehicle control system increases the load torque of the auxiliary device thereby preventing the vehicle to be accelerated abruptly. Therefore, the vehicle speed will not be lowered unnecessarily before the termination of the fuel-cut control so that an execution time of the fuel-cut control can be extended. Moreover, driving comfort can be improved by thus reducing a change in acceleration.

Abstract: The present invention utilizes the rotary kinetic power of a rotary kinetic power source to directly drive the epicyclic gear set, or to drive the epicyclic gear set through a transmission device, then a continuous variable transmission (CVT) is individually installed between two output shafts of the epicyclic gear set and the load driven thereby, so the wheel set of the driven load is enabled to randomly perform variation of the driving speed ratio and the driving torque, so as to drive the combined common load; between the output ends of the mentioned two continuous variable transmissions, a limited slip differential or a stabilize device composed of a dual shaft connecting device having slip coupling torque can be further installed according to actual needs.

Abstract: A constant speed drive includes one or more speed summing differentials operably connected to a base shaft and a machine shaft. A primary variator is operably connected to the one or more speed summing differentials to produce a selected constant rotational speed at the machine shaft across a range of engine speeds at the base shaft. An operating range adjustment element is operably connected to the one or more speed summing differentials to adjust a range of engine speeds at which the constant speed drive can output the selected constant rotational speed at the machine shaft.

Abstract: A mechanical speed variator is provided with eccentric masses having a balanced structure. The variator includes a drive shaft, provided with a cam composed of a circular disk eccentrically mounted on the drive shaft, which drives the driven shaft in rotation with interposition of a series of eccentric masses, each of them being composed of a circular disk with eccentric circular hole in which another mass of lower dimensions is ratably housed. The larger mass is housed and rotates inside the eccentric hole of a ring coupled with bolts to a flange and counter flange, respectively mounted on the driven shaft and the drive shaft.

Abstract: A drive arrangement for auxiliary equipment of an engine includes an epicyclical gear having a sun gear, a ring gear and a planet carrier. A first component is connected to the engine, a second component is connected to a first electric machine, and a third component is connected to the auxiliary equipment. The first component is guided in rotation on the engine block and includes a rigid assembly which supports the other two components. The stator of the first electric machine is fixed on a holder. The holder is guided in rotation directly or indirectly on the first component rigid assembly, and the first component is guided in rotation on the engine block independently from the holder.

Abstract: Described herein is a planetary gear train, comprising: a sun gear that can turn about an axis and comprises a plurality of first teeth; a fixed crown wheel comprising a plurality of second teeth; and two planetary gears, each comprising a plurality of third teeth, the planetary gears each meshing with the crown wheel and the sun gear and able to turn about second axes, which are in turn able to turn about the first axis; at least two third teeth simultaneously mesh with second teeth and further two third teeth simultaneously mesh with first teeth; the third teeth comprise a first and a second side, which have, respectively, a first and a second pressure angle different from one another; and the number of the third teeth is different from the absolute value of the semidifference between the number of the first teeth and of the second teeth.

Abstract: A continuously variable transmission may include a shift belt apparatus and a forward/reverse control apparatus. The forward/reverse control apparatus may include a planetary gear set consisting of first and second planetary gear sets, first clutch, and first and second brakes. The planetary gear set may include a first rotation element directly connected to an input shaft so as to be always operated as an input element, a second rotation element selectively connected to the input shaft through the first clutch so as to be operated as a selective input element and selectively connected to a transmission housing through the second brake so as to be operated as a selective fixed element, a third rotation element directly connected to an output shaft so as to be always operated as an output element, and a fourth rotation element selectively connected to the transmission housing through the first brake so as to be operated as a selective fixed element.

Abstract: A vehicle and a method for controlling the vehicle are capable of preventing slip of a belt of a continuously variable transmission at an appropriate timing. A control unit included in the vehicle includes a state information obtaining unit that obtains information indicating a state of a torque damping mechanism provided on a torque transmission path between a second pulley of a continuously variable transmission and a drive wheel, and a clamping force changing processing unit that changes the clamping forces of the first pulley of the continuously variable transmission and the second pulley, based on the state of the torque damping mechanism.

Abstract: A dump truck has a flange on an inner peripheral wall of a spindle. The flange arranges a support bearing for supporting a shaft. The spindle is formed of a chassis-side member and a reduction gear unit-side member joined together by welding. The chassis-side member is fixed on a chassis of the dump truck, and the reduction gear unit-side member is located closer to a side of the reduction gear unit than the chassis-side member. The reduction gear unit-side member is located on a side of an outer periphery of the shaft portion, where a distance to a coupling between the motor and shaft and a distance to a first sun gear between the reduction gear unit and shaft are equal to each other. On an inner peripheral wall of the reduction gear unit-side member, the flange is cast together with the reduction gear unit-side member.

Abstract: A rotary connector includes a stationary housing that includes an outer cylindrical body, and a movable housing that is disposed coaxially with the stationary housing and includes an inner cylindrical body facing the outer cylindrical body. An annular space portion is formed between the inner and outer cylindrical bodies facing each other and flat cables are wound and received in the annular space portion. An internal gear is provided on the outer cylindrical body of the stationary housing. A sun gear is provided on the inner cylindrical body of the movable housing. A planetary gear, which meshes with both the sun gear and the internal gear and is movable along the inner surface of a bottom plate portion of the stationary housing, is provided between the sun gear and the internal gear. The planetary gear and the sun gear include a plurality of void portions in the circumferential direction.

Abstract: An arrangement which comprises at least one claw clutch that can be connected to at least one component of a transmission, such that the claw clutch is arranged substantially within a bearing support (1) of the transmission.

Abstract: A method to shift a powertrain system from a first operating mode to a second operating mode wherein a common clutch is activated to effect operation in both the first and second operating modes includes, in sequence, deactivating the common clutch, activating an oncoming clutch associated with the second operating mode and deactivating an off-going clutch associated with the first operating mode, and activating the common clutch.

Abstract: A system and method for controlling a power source when a transmission malfunctions in a hybrid vehicle is disclosed. In particular, a control unit confirms a speed of a transmission output is 0 rpms, detects whether the transmission is in park or neutral, and limits a speed of an engine and a motor in response to determining that the transmission is in park or neutral and that the transmission output is 0 rpms.

Abstract: A vehicle having engine stop-start functionality includes a transmission, engine, and controller. The transmission includes a clutch, and the engine includes a crankshaft. The controller is in communication with the engine and the transmission, and is configured for detecting a commanded shut down of the engine, and then engaging the clutch to control a rate of deceleration of the crankshaft and stop the crankshaft within a calibrated range of a target stop position at the end of engine shut down. A method for controlling engine stop position includes detecting a commanded shut down of the engine, and engaging the clutch after detecting the commanded shut down to thereby control the rate of deceleration of the crankshaft and stop the crankshaft within a calibrated range of a target stop position at the end of shut down of the engine. The transmission may be automatic or it may be a dual-clutch transmission.

Abstract: A method for controlling a vehicle powertrain during launch includes controlling slip across a first clutch that transmits engine torque through the first clutch and the current gear while a transmission operates in a current gear other than a launch gear, disengaging the first clutch, engaging the launch gear, and controlling slip across a second clutch that transmits engine torque through the second clutch and the launch gear.

Abstract: An example journal pin includes a generally cylindrical body disposed on an axis having a supply passage. A first chamber and a second chamber are disposed in the generally cylindrical body and are in fluid communication with the supply passage. A recess on an outer diameter of the cylindrical body is in fluid communication with the first chamber and the second chamber. The first chamber and second chamber are each radially outward of the supply passage and including an outlet to the recess. The first chamber and second chamber each have a first section radially inward of a second section. A cross sectional area of the second section is greater than a cross sectional area of the corresponding first section.

Abstract: A time required until the friction element is completely engaged is delayed when a switch from a non-driving position to a driving position is detected or when the engine automatic stop condition no longer holds until the differential rotation of the friction element disappears after the engine automatic stop condition holds as compared with the case where the switch from the non-driving position to the driving position is detected or the engine automatic stop condition no longer holds after the differential rotation of the friction element disappears.