Abstract: A continuously variable automatic transmission having a direction selection mechanism with both friction and binary torque transmitting devices. The transmission includes a torque converter which drives a ring gear of a planetary gear assembly. The sun gear of the planetary assembly drives the input of a variable ratio device. In one embodiment, the friction brake is disposed between a planetary gear carrier and a stationary housing or ground and is engaged to provide reverse direction of travel. The binary clutch is disposed between the ring gear and the planet carrier and, when engaged, locks the planetary gear assembly and provides forward direction of travel. In other embodiments, a binary brake is disposed between the planetary gear carrier and the housing and is engaged to provide reverse travel and a friction clutch is disposed between the ring gear and the planet carrier and, when engaged, locks the planetary assembly and provides forward travel.

Abstract: A radially inner race for a continuously variable transmission includes a first inner race structure and a second inner race structure spaced along an axis wherein at least one of the first inner race structure or the second inner race structure is axially movable. A sun shaft is coupled to the radially inner race and planetary members in rolling contact with the radially inner race, and a torsion damping mechanism is coupled to the first inner race structure to apply torque between the first inner race structure and the sun shaft to reduce a transition amplitude during a torque impulse.

Abstract: A work vehicle includes a control unit having a motor switch control unit and a motor command determining unit. The motor switch control unit controls a motor switching mechanism so that a third motor connects to a first motor when a first rotation speed is less than a second rotation speed. The first rotation speed is the rotation speed of the first motor corresponding to that of a rotating shaft of the third motor. The second rotation speed is the rotation speed of the second motor corresponding to that of a rotating shaft of the third motor. When the third motor is connected to the first motor, the motor command determining unit determines a command torque for the first motor and the third motor so that the command torque for the third motor is no more than the command torque for the first motor.

Abstract: A transmission is provided having an input member, an output member, at least three planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. The torque transmitting devices include clutches and brakes actuatable in combinations of three to establish a plurality of forward gear ratios and at least one reverse gear ratio.

Abstract: A multi-stage transmission for a vehicle may include an input shaft, an output shaft, first, second, third and fourth planetary gear devices disposed between the input shaft and the output shaft to transmit rotary force, each of the first, second, third and fourth planetary gear devices having three rotary elements, and at least six shifting elements connected to the rotary elements of the first, second, third and fourth planetary gear devices.

Abstract: A bicycle electronic system is described comprising a first manual command management unit having a casing configured for being fixed at a handgrip of a bicycle handlebar, comprising at least one first manually actuatable switch, a first processor and a first wireless communication device, wherein the first manual command management unit further comprises a circuit for supplying power to the first processor and the first wireless communication device, the power supply circuit comprising a battery power supply source and/or being configured for absorbing energy from a radiofrequency electromagnetic field generated within the system.

Abstract: An electric drive retrofit kit includes a rear entry electric drive motor module that includes an electric drive planetary gear assembly and a second electric drive planetary gear assembly which can be inserted into a rear final drive cavity of a frame housing for a tracked tractor with a high track drive. The electric drive retrofit kit may further include a generator, a cooling package, an additional water pump, a steering pump, a steering motor, power inverters with control modules, and electric cables.

Abstract: A hybrid power train may include a first friction element installed between an engine and a motor, a second friction element installed between the motor and the output shaft, and a planetary gear set including a plurality of rotating elements, in which the second friction element comprises a brake connected to any one rotating element of the planetary gear set.

Abstract: In order to reduce torsional vibrations in a drive including a torque converter with a turbine and impeller, clutch slip speed of the drive is adjusted by manipulation of clutch pressure. This may be done in either closed loop mode or open loop mode by setting the clutch pressure to a predetermined value or continuously adjusting clutch pressure. Pressure is adjusted to produce a positively sloped function of sensed total torque of the clutch and turbine over the clutch slip speed. This produces extended service life of the drive train components, greater efficiency of the torque converter, and smoother operation of the drive.

Abstract: A traction control device reducing an output of an engine unit for suppressing a spin of a driving wheel of a motorcycle, includes: a first spin detection unit detecting a spin of a rear wheel based on a vehicle speed calculated from a rotation of a front wheel being a driven wheel to which a driving force is not transmitted from the engine unit, and a vehicle speed calculated from a rotation of the rear wheel being the driving wheel to which the driving force is transmitted; and a second spin detection unit detecting the spin of the rear wheel based on a vehicle speed calculated from the rotation of the front wheel, and a vehicle speed calculated from a rotation of the engine unit.

Abstract: A running control system for vehicles is provided to reduce engagement shocks of a clutch and to raise the torque of drive wheels quickly upon satisfaction of a condition of engagement of the clutch. In a vehicle to which the running control system is applied, power transmission between an engine and the drive wheels is selectively enabled by the clutch. The running control system is configured to raise a speed of the engine from an idling speed if the clutch is expected to be engaged during coasting where the clutch is in disengagement to interrupt a torque transmission between the engine and the drive wheels.

Abstract: A power transmission system of a hybrid electric vehicle may include a first input device, a torque transmitting device, a second input device, an output device, and a final reduction device. The first input device may receive either or both of torques of an engine and a first motor/generator. The torque transmitting device may be disposed at a rear or downstream of the first input device and selectively receive torque from the first input device. The second input device may be disposed at a rear or downstream of the torque transmitting device, convert torque of a second motor/generator, and output the converted torque. The output device may receive torque from the torque transmitting device and/or the second input device and output the torque. The final reduction device may output the torque transmitted from the output device as driving torque.

Abstract: A planetary gearing which includes a predetermined number of planet gears and a planet gear carrier with two walls on which the planet gears are mounted, supported by supporting pins defining a respective axis and the ends of which are fixed to a respective wall of the planet gear carrier, wherein each supporting pin is provided with, at an end thereof, an annular groove obtained in the thickness thereof, and wherein the groove has an extension along the axis lower than the extension of the meshing band of the planet gear along the axis. A ring may be provided partly inserted in the groove and having a profile equal to that of the portion of groove in which it is inserted. Such a ring acts as a mechanical stop for the yielding part of the pin which yields, under a predetermined load, up to a contact with the ring.

Abstract: A transmission unit (1), particularly for a wind power plant, which has a first planetary stage (2), on the drive input side, a second planetary stage (3) and a third planetary stage (4), on the drive output side, which are coupled with one another in such a manner that a torque from the drive input side can be divided between the first and the second planetary stages (2; 3) and recombined in the third planetary stage (4). The first, the second and the third planetary stages (2; 3; 4) have a common gearwheel carrier (20) which is mounted for rotation about a rotational axis of the transmission unit (1).

Abstract: A method is provided for controlling an automatic transmission unit including at least a transmission with different selectable gear ratios and a clutch and being associated with a propulsion unit for a vehicle. The method includes operating the vehicle at a prevailing vehicle speed (v) in a downslope with the automatic transmission unit in a neutral gear or disengaged from the propulsion unit; operating the propulsion unit in an idle mode of operation; controlling the automatic transmission unit so as to select a gear which is a relatively low gear with regard to the prevailing vehicle speed (v), while maintaining the automatic transmission unit in a neutral gear or disengaged from the propulsion unit; and engaging the clutch to be slipping between the propulsion unit and the automatic transmission unit in order to adapt the rotational speed of the propulsion unit to the gear ratio of the relatively low gear.

Abstract: A transmission includes a drive train having a primary drive with a primary drive shaft (16), particularly for a vehicle, and includes a Ravigneaux planetary gearset (2) which has a double planetary gear with two sun gear shafts (10, 13), one planetary carrier shaft (18) and at least one ring gear shaft (12), as well as an upstream single planetary gearset (3) which is designed as a reduction gearing and includes the gear elements of sun gear (5a), planetary carrier (8a) and ring gear (6a). A first of the gear elements of the single planetary gear set (2), particularly the sun gear (5a), is designed to be fixed to a housing. At least one first element of the Ravigneaux planetary gear set (2) is drive-connected, preferably permanently, to a secondary drive (21) which is particularly preferred to be in the form of an electrical machine.

Abstract: Provided is a method for controlling a dual clutch transmission of a vehicle with a first clutch associated with a first set of gears and a second clutch associated with a second set of gears. The method includes the steps of a) engaging the first clutch to transmit the torque through one of the associated first set of gears, while the second clutch is not engaged, and b) thereafter engaging, before the first clutch is fully closed, the second clutch at least partially and releasing the first clutch assembly until the first clutch is completely disengaged.

Abstract: Oil pressure is produced by an electrical pump during an engine operation is temporarily stopped according to an idling-stop function and respectively supplied to multiple electromagnetic valves. A command value for a drive current is supplied to each of a driver circuit in order to adjust the oil pressure to be outputted from the corresponding electromagnetic valve. Such adjusted oil pressure is applied to a corresponding gear-change element and an oil-pressure a detecting device detects the oil pressure applied to the gear-change element to obtain detection value for the oil pressure. A current-command characteristic for each of the electromagnetic valves is updated based on the command value of the drive current and the detection value of the oil pressure.

Abstract: A control device is provided for operating a road-coupled hybrid vehicle having a first drive unit assigned to a first axle, a second drive unit assigned to a second axle, and a selector device which can be operated by the driver for manually changing between a purely electric operating mode and an automatic operating mode. At least one electronic control unit controls the drive units at least partially as a function of the operator control of the selector device. The first drive unit has an electric motor and a two-speed transmission which can be shifted automatically and interacts with the electric motor, and the second drive unit has an internal combustion engine and a further transmission which interacts with the internal combustion engine.

Abstract: A power transmission system of a hybrid electric vehicle may include an input shaft to which power from an engine is input, an output shaft, a planetary gear set including a first rotation element being driven by electrical driving force, a second rotation element being externally engaged with the output shaft as an output element, and a third rotation element being driven by rotational power of an engine, a first motor/generator directly connected to the first rotation element of the planetary gear set, a second motor/generator selectively externally engaged with the output shaft, a first transfer gear, a second transfer gear, a variable connecting unit selectively connecting the first transfer gear to the input shaft or the output shaft, and a variable direct coupling unit selectively connecting two rotation elements among the three rotation elements, of the planetary gear set.