Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first rotation shaft selectively connected to a transmission housing, a second rotation shaft, a third rotation shaft selectively connected to the transmission housing, a fourth rotation shaft, a fifth rotation shaft directly connected to the input shaft, a sixth rotation shaft selectively connected to the fourth rotation shaft or the fifth rotation shaft, a seventh rotation shaft selectively connected to the fourth rotation shaft, and an eighth rotation shaft directly connected to the output shaft, and selectively connected to the seventh rotation shaft.

Abstract: A planetary gear train of an automatic transmission of a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting changed torque, a first planetary gear set including a first sun gear, a first planet carrier, and a first ring gear, a second planetary gear set including a second sun gear, a second planet carrier, and a second ring gear, a third planetary gear set including a third sun gear, a third planet carrier, and a third ring gear, a fourth planetary gear set including a fourth sun gear, a fourth planet carrier, and a fourth ring gear, a first rotation shaft, a second rotation shaft, a third rotation shaft, a fourth rotation shaft, a fifth rotation shaft, a sixth rotation shaft, a seventh rotation shaft, and an eighth rotation shaft.

Abstract: The described reduction gearbox of a gas turbine engine includes a first gear reduction stage having an input gear adapted to be driven by a turbine output shaft. The input gear transfers power received from the turbine output shaft laterally away from the input gear to an input speed gear. Each input speed gear engages an output speed gear to define a main speed reduction gear set, and the main speed reduction gear sets are laterally spaced apart from one another to define a gap. The gearbox has a second gear reduction stage driven by the output speed gears, the second stage adapted to drive an engine output shaft.

Abstract: A transfer case for a motor vehicle. An input is rotatable about an axis to receive torque, an output is rotatable about the axis to transmit torque, and a planetary gear set is rotatable about the axis and operatively coupled between the input and the output. A shift sleeve circumscribes and is axially slidably carried along the axis, and a shift sleeve lock is automatically engageable with the shift sleeve responsive to the transfer case exceeding a predetermined rotational speed, to prevent axial movement of the shift sleeve above that speed. A related method is also provided.

Abstract: A noise reducing apparatus of a speed reduction device for electric continuous variable valve timing (CVVT), may include the speed reduction device having an inner tooth portion formed to be faced opposing an external wheel of a ball bearing in an interior diameter surface of a housing that may be integrally formed with a sprocket and rollers arranged through a cage between an inner tooth of the inner tooth portion and the external wheel of the ball bearing, wherein a coating layer may be formed to ease impact in exterior circumference portions of the rollers.

Abstract: A vehicle automatic transmission of a multistage type includes multiple engagement elements having an engagement state switched by an oil pressure to selectively establish a plurality of shift stages based on a combination of engagement and release of the multiple engagement elements according to an oil pressure supplied from a hydraulic circuit, each of the shift stages being established by engagement of two or more engagement elements of the multiple engagement elements, at least one of the multiple engagement elements being a normally closed engagement element engaged when no oil pressure is supplied from the hydraulic circuit, and the normally closed engagement element being a meshing engagement element.

Abstract: A transmission includes a drive shaft (1), an output shaft (2), a housing (G), a first planetary gear set (PR1), a second planetary gear set (PR2) and a third planetary gear set (PR3), and six shift elements, including a first brake (B1), a second brake (B2) along with a first clutch (K1), a second clutch (K2), a third clutch (K3, K3?, K3?, K3??) and a fourth clutch (K4, K4?). The shift elements are selectively actuated, by which nine forward gears and one reverse gear can be realized through different transmission ratios between the drive shaft (1) and the output shaft (2). Each planetary gear set (PR1, PR2, PR3) has a sun gear (S1, S2, S3), one planetary gear, one planetary carrier (PT1, PT2, PT3) and one ring gear (H1, H2, H3).

Abstract: A bearing assembly and a related power transmitting component. The bearing assembly includes a first bearing, which is an angular contact bearing, and a second bearing, which is a tapered roller bearing. The first bearing has a first inner bearing race, a first outer bearing race and a plurality of spherical bearing balls disposed between the first inner bearing race and the first outer bearing race. The second bearing assembly has a second inner bearing race, a second outer bearing race and a plurality of tapered bearing rolls disposed between the second inner bearing race and the second outer bearing race. One of the first inner and first outer bearing races is fixedly coupled to one of the second inner and second outer bearing races for axial and rotational movement therewith. The first and second bearings are configured to handle thrust in a common axial direction.

Abstract: A hybrid vehicle drive system, which permits an efficient change of a vehicle drive mode from any one of constant-speed-ratio engine drive modes to one of electric motor drive modes, with reduced deterioration of drivability of the hybrid vehicle. The hybrid vehicle drive system is constructed such that one of the electric motor drive modes can be established by releasing one of two coupling elements which are placed in the engaged state in a presently established one of the constant-speed-ratio engine drive modes, when the drive system is required to be switched from the above-described one of the constant-speed-ratio engine drive modes to any one of the electric motor drive modes, whereby the drive system can be efficiently switched from any one of the constant-speed-ratio engine drive modes to the above-indicated one of the electric motor drive modes, by simply releasing one of the above-indicated two coupling elements.

Abstract: A powertrain system including an internal combustion engine rotatably coupled to a variator of a continuously variable transmission (CVT) is described. A method for controlling the CVT includes determining a desired variator speed ratio in response to a command to increase output power from the powertrain system and executing a step-down shift in the CVT based upon the desired variator speed ratio, the step-down shift. The step-down shift includes determining a preferred CVT input acceleration profile based upon the desired variator speed ratio, a present variator speed ratio, and a preferred shift time and synchronizing the preferred CVT input acceleration profile with engine torque. A change rate for the variator speed ratio is based upon the preferred CVT input acceleration profile, and the CVT is controlled in response to the change rate for the variator speed ratio and the desired variator speed ratio.

Abstract: A transmission for a vehicle may include a first input shaft to which power may be selectively transmitted by a first clutch, a second input shaft to which power may be selectively transmitted by a second clutch, wherein the second input shaft concentrically surrounds the first input shaft, first and second output shafts disposed in parallel with the first and second input shafts, a multiplicity of shifting gears disposed in the first and second output shafts so as to be meshed with gears of the first and second input shafts to respectively form gear steps, a plurality of synchronizing devices configured to selectively couple or decouple the shifting gears to or from the first or second output shafts, and a planetary gear train configured to selectively switch a revolution direction of one of the shifting gears.

Abstract: A dog clutch for an automatic transmission includes a mating clutch that defines a plurality of helical splines and a sliding clutch that defines a plurality of helical splines. The helical splines of the sliding clutch mesh with the helical splines of the mating clutch in an engaged configuration. The dog clutch also includes a synchronizer positioned at the sliding clutch. A related automatic transmission is also provided.

Abstract: In a solenoid of a hydraulic pressure control apparatus, a region adjacent to an oil flow guide portion of a stopper breathing passage is formed in a magnetism application region, through which a leakage magnetic flux leaking from a magnetic circuit at a time of turning on of a coil passes. Thereby, magnetic foreign objects made of iron or iron containing material are magnetically attracted to the leakage magnetic flux, so that intrusion of the foreign objects from an outside of the solenoid into a second volume variable chamber through the stopper breathing passage is limited.

Abstract: A compact bevel differential gear mechanism with pinion bevel gears arranged in a tightly packed array is disclosed. The compact bevel differential gear mechanism includes first and second side bevel gears that are co-axially aligned along an axis of rotation. The compact bevel differential gear mechanism also includes an array of pinion bevel gears mounted between the first and second side bevel gears. The pinion bevel gears intermesh with the first and second side bevel gears to form a torque transfer arrangement configured for transferring torque between the pinion bevel gears and the first and second side bevel gears and for allowing the first and second side bevel gears to rotate at different rotational speeds with respect to one another. Each of the pinion bevel gears has an actual gear face angle value that is within +/?10 percent of a target gear face angle value.

Abstract: Systems and methods for transitioning a torque source between speed control and torque control modes during a vehicle creep mode are disclosed. In one example, torque of an electric machine is adjusted in response to a torque converter model. The torque converter model provides for a locked or unlocked torque converter clutch.

Abstract: A differential device includes: a differential gear mechanism; and an integrated differential case housing the mechanism, the differential case including bearing bosses formed integrally on one and other side portions thereof and aligned on a same axis to be rotatably supported by a transmission case; a work window being provided in the differential case; sleeves rotatably supported by the bosses and connected to side gears of the mechanism liquid-tightly. The sleeves can be passed through an inside of the differential case from the window and fitted and inserted to inner peripheries of the bosses, sleeve retainers are provided between the sleeves and the bosses, and seal devices for preventing lubricating oil in the differential case from flowing out are provided between the side gears and the sleeves. Accordingly, when drive shafts are removed from the differential device, the oil in the transmission and differential cases does not flow out.

Abstract: A transmission has an input member, an output member, at least 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 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 method for heating a catalyst includes maintaining engine speed at a high rpm when the engine is started. The high rpm is maintained even if the driver shifts the transmission out of neutral. Engine speed is lowered when there is an indication that the driver wishes to drive off, such as the driver releasing the brake pedal. Maintaining the high rpm during the time between shifting the transmission out of neutral and providing an indication that drive off is desired contributes to additional catalyst warm up. The high rpm may be disabled if the catalyst temperature is sufficiently high or if the vehicle is parked on a slope, for example.

Abstract: A driving force distribution control apparatus includes: a driving force transmission device including a clutch which can change distribution of a driving force to front wheels and rear wheels of a four-wheel drive vehicle; and a controller which controls an engagement force of the clutch in accordance with a traveling state. The controller includes a different-diameter tire detector which detects an attachment of a different-diameter tire to one of the front wheels and the rear wheels when a rotation speed ratio between the front wheels and the rear wheels continues to be equal to or larger than a reference rotation speed ratio for a predetermined time. The different-diameter tire detector performs detection of the attachment of the different-diameter tire when it is determined that the wheels are unlikely to slip based on an outside condition.

Abstract: A drive apparatus for a vehicle includes an engine, an MG, a first rotary shaft, a second rotary shaft, a transmission disposed between the first rotating shaft and the second rotary shaft, a driving wheel, a first clutch capable of interrupting power transmission between the engine and the first rotary shaft, a second clutch capable of interrupting power transmission between the MG and the first rotary shaft, and an ECU for controlling the engine, the MG, the transmission, the first clutch and the second clutch. The ECU releases the second clutch as a rotation speed of the first rotary shaft becomes higher than a threshold value, and sets the threshold value lower in the case where an acceleration request is issued from the driver than in the case where no acceleration request is issued to reduce the operation times for the clutch to engage or disengage the MG.