Abstract: The method and controller regulate a machine having a powertrain including an engine connected to a transmission having a plurality of gear ratios for changing the speed ratio. Disposed between the engine and the transmission is a torque convertor associated with a lockup clutch. A shift signal can be received that indicates a gear shift between gear ratios. In response, the fluid pressure in the lockup clutch can be reduced to an unlocked pressure at which the lockup clutch is unlocked but does not slip. The speed ratio in the transmission is thereafter monitored for an inertia phase and a torque phase. In the inertia phase, the speed ratio of the transmission begins to change and in the torque phase, the speed ratio remains constant. During the inertia phase, the fluid pressure in the lockup clutch is reduced to a hold pressure in which the lockup clutch slips.

Abstract: A compact five-speed transmission planetary gear train includes a first, second, third, and fourth planetary gear sets between an input and an output as well as first, second, and third brakes and first, second and third clutches. The first, second and third brakes and first, second and third clutches are selectively actuatable to provide five different forward speeds and a four different reverse speeds between the input and the output.

Abstract: A compact five-speed transmission planetary gear train includes a first, second, third, fourth and fifth planetary gear sets between an input and an output as well as first, second, third and fourth brakes and first and second clutches. The first, second, third and fourth brakes and first and second clutches are selectively actuatable to provide five different forward speeds and a plurality of different reverse speeds between the input and the output.

Abstract: A compact five-speed transmission planetary gear train includes a first, second, third, fourth and fifth planetary gear sets between an input and an output as well as first, second, third and fourth brakes and first and second clutches. The first, second, third and fourth brakes and first and second clutches are selectively actuatable to provide five different forward speeds and a plurality of different reverse speeds between the input and the output.

Abstract: A compact five-speed transmission planetary gear train includes a first, second, third, and fourth planetary gear sets between an input and an output as well as first, second, third, and fourth brakes and first and second clutches. The first, second, third and fourth brakes and first and second clutches are selectively actuatable to provide five different forward speeds and a four different reverse speeds between the input and the output. The compact transmission also includes a first brake, second brake, third brake, fourth brake, first clutch, and second clutch associated with the planetary gear train, the first brake, second brake, third brake, fourth brake, first clutch, and second clutch being configured such that setting each forward and reverse speed of the compact transmission is accomplished via actuation of two of the first brake, second brake, third brake, fourth brake, first clutch, and second clutch.

Abstract: A compact five-speed transmission planetary gear train includes a first, second, third, and fourth planetary gear sets between an input and an output as well as first, second, and third brakes and first, second and third clutches. The first, second, third and fourth brakes and first and second clutches are selectively actuatable to provide five different forward speeds and a four different reverse speeds between the input and the output. The compact transmission also includes a first brake, second brake, third brake, fourth brake, first clutch, and second clutch associated with the planetary gear train, the first brake, second brake, third brake, fourth brake, first clutch, and second clutch being configured such that setting each forward and reverse speed of the compact transmission is accomplished via actuation of two of the first brake, second brake, third brake, fourth brake, first clutch, and second clutch.

Abstract: A compact five-speed transmission planetary gear train includes a first, second, third, fourth and fifth planetary gear sets between an input and an output as well as first, second, third and fourth brakes and first and second clutches. The first, second, third and fourth brakes and first and second clutches are selectively actuatable to provide five different forward speeds and a plurality of different reverse speeds between the input and the output.

Abstract: A compact five-speed transmission planetary gear train includes a first, second, third, fourth and fifth planetary gear sets between an input and an output as well as first, second, third and fourth brakes and first and second clutches. The first, second, third and fourth brakes and first and second clutches are selectively actuatable to provide five different forward speeds and a plurality of different reverse speeds between the input and the output.

Abstract: A compact five-speed transmission planetary gear train includes a first, second, third, and fourth planetary gear sets between an input and an output as well as first, second, and third brakes and first, second and third clutches. The first, second and third brakes and first, second and third clutches are selectively actuatable to provide five different forward speeds and a four different reverse speeds between the input and the output.

Abstract: A power source is provided for use with selective catalytic reduction systems for exhaust-gas purification. The power source includes a first cylinder group with a first air-intake passage and a first exhaust passage, and a second cylinder group with a second air-intake passage and a second exhaust passage. The second air-intake passage is fluidly isolated from the first air-intake passage. A fuel-supply device may be configured to supply fuel into the first exhaust passage, and a catalyst may be disposed downstream of the fuel-supply device to convert at least a portion of the exhaust stream in the first exhaust passage into ammonia.

Abstract: A belt damper for a gear train is provided. An endless belt is wrapped around pulleys mounted to an idler gear and an output gear. The pulleys are mounted to splined shafts which are axially aligned with and connected to splined gear shafts on which the idler and output gears are mounted. Pressurized lubricant is supplied to both splined connections. The combination of the lubricant in the spline connections and the damping effect of the belt provides for an effective damping system. A tension device may also be applied to vary tension imposed on the belt.

Abstract: A belt damper for a gear train is provided. An endless belt is wrapped around pulleys mounted to an idler gear and an output gear. The pulleys are mounted to splined shafts which are axially aligned with and connected to splined gear shafts on which the idler and output gears are mounted. Pressurized lubricant is supplied to both splined connections. The combination of the lubricant in the spline connections and the damping effect of the belt provides for an effective damping system. A tension device may also be applied to vary tension imposed on the belt.

Abstract: A shaft damping device includes a damping ring having a splined bore, a shaft having at least one spline, and a fluid feed system. The shaft is disposed within the splined bore such that the splines of the shaft mesh with the splined bore, forming a damping space therebetween. The fluid feed system is operable to control a quantity of a fluid within the damping space.

Abstract: An anti-backlash gear system including a splined shaft and a gear is disclosed. The splined shaft has at least one spline. The gear has a splined bore having at least one spline, through which the splined shaft passes. The gear and the shaft have a clearance therebetween. The splined bore and the splined shaft are engaged in a driving direction, and the splined bore and the splined shaft are disengaged, thereby producing a backlash motion, in a direction opposite the driving direction.

Abstract: At least two torque paths between a driver and a camshaft distribute dynamic torque applied to the camshaft, allowing for cancellation of undesirable torque components. The second torque path has a greater number of gears than the first torque path, and acts as a constraint on the camshaft, ameliorating discontinuities in camshaft rotation due to sudden changes in load on the camshaft.

Abstract: At least two torque paths between a driver and a camshaft distribute dynamic torque applied to the camshaft, allowing for cancellation of undesirable torque components. The second torque path has a greater number of gears than the first torque path, and acts as a constraint on the camshaft, ameliorating discontinuities in camshaft rotation due to sudden changes in load on the camshaft.

Abstract: At least one redundant torque path between a driver and a first camshaft distributes dynamic torque applied to the first camshaft, allowing for cancellation of undesirable torque components. The second torque path includes a second camshaft and acts as a constraint on the first camshaft, ameliorating discontinuities in first camshaft rotation due to sudden changes in load on the first camshaft.

Abstract: A fluid stream pulse damper having a fluid conduit defining a fluid path and a fluid flow direction. The conduit has an inlet end and an outlet end. A damper body in the conduit intersects the fluid path. An energy absorber attached to the damper body operates in resistance to fluid flowing in the conduit.

Abstract: A fluid stream pulse damper having a fluid conduit defining a fluid path and a fluid flow direction. The conduit has an inlet end and an outlet end. A damper body in the conduit intersects the fluid path. An energy absorber attached to the damper body operates in resistance to fluid flowing in the conduit.