Abstract: The invention concerns a power transmission system of a turbomachine, comprising: a speed reducer (12) comprising a sun gear (15) rotationally secured to a power shaft (5) with a longitudinal axis, an outer ring gear (18) rotating a rotor shaft along the longitudinal axis, and a planet carrier (17), and a device (40) for recovering oil ejected by centrifugal effect and comprising an annular gutter (41) for recovering the ejected oil, the gutter being attached to a fixed annular housing (26) and having a recovery chamber (42) and a first wall portion (43) disposed at least partially facing oil ejection means (30) of the speed reducer for directing the oil to the recovery chamber. According to the invention, the recovery chamber is provided with an inlet opening (45) directed radially outwardly and defined in a plane radially lower than a plane where an outlet port (33) of the ejection means is defined.

Abstract: A road vehicle with an electric drive having: a heat engine provided with a carrier shaft; a gearbox; at least one pump actuated by a carrier shaft; at least a reversible electric machine; a first mechanical transmission, which transmits the motion from the drive shaft of the heat engine to the carrier shaft and is provided with a first freewheel; a second mechanical transmission, which transmits the motion from the shaft of the electric machine to the carrier shaft and is provided with a second freewheel; and a third mechanical transmission, which is arranged in parallel to the second mechanical transmission, transmits the motion from the shaft of the electric machine to the carrier shaft, is provided with a third freewheel and reverses the direction of motion with respect to the second mechanical transmission.

Abstract: An axle assembly and a method of assembly. The axle assembly has a drive pinion, a through shaft, and at least one support bearing. The through shaft may extend through a drive pinion passage that may extend through the drive pinion. One or more support bearings may be disposed in the drive pinion passage and may rotatably support the drive pinion.

Abstract: A connection mechanism is provided for connecting an implement to a tractor PTO. The connection mechanism includes a PTO stub shaft, a coupler frame, an adapter holder, a PTO adapter shaft, and a resilient member. The coupler frame is adapted to be attached to the implement. The adapter holder is mounted to the coupler frame and is pivotal and slidable with respect to the coupler frame. The adapter holder receives and rotatably supports the PTO adapter shaft. The PTO adapter shaft has adapter splines. The PTO stub shaft has stub splines for meshing engagement with the adapter splines. The resilient member is coupled between the coupler frame and the adapter holder, and is biased to urge the adapter holder and the PTO adapter shaft towards the PTO stub shaft.

Abstract: A first bearing device (68) rotatably supports a rotor shaft (30) of a motor (MG2) on a driven gear (24) side in an axial direction of the rotor shaft (30). A second bearing device (70) rotatably supports one (32) of a driven gear shaft (28) and an output shaft (32). The one (32) of the driven gear shaft (28) and the output shaft (32) is arranged radially inward of the other (28) one of the driven gear shaft (28) and the output shaft (32). A third bearing device (72) is arranged between an outer periphery of the one (32) of the driven gear shaft (28) and the output shaft (32) and an inner periphery of the rotor shaft (30) or an inner periphery of the other one (28) of the driven gear shaft (28) and the output shaft (32). The third bearing device (72) rotatably supports the one (32) of the driven gear shaft (28) and the output shaft (32).

Abstract: A first retaining ring is disposed between a first outer circumferential groove provided in an outer circumferential surface of a radial bearing, and an inner circumferential groove of a cylindrical portion of a transmission case. A ring piece is provided with an outer ring of the radial bearing. The ring piece protrudes outward in a radial direction and is in contact with an output gear side end surface of the cylindrical portion in the axial direction. A return spring urges the piston in a direction opposite to a direction in which the pressure is applied by the piston. The return spring is retained in the axial direction by a second retaining ring. The second retaining ring is locked in a second outer circumferential groove of the ring piece.

Abstract: A vehicle driving system includes an engine, an electric motor, a clutch, a torque converter, a transmission, a front module, and a housing. The clutch is configured to selectively connect or interrupt a power transmission path between the engine and the electric motor. The front module includes the clutch and the electric motor. The housing has an accommodation space that accommodates the front module and an accommodation space that accommodates the torque converter. The housing is a single member. The engine, the electric motor, the clutch, the torque converter and the transmission are arranged in series with one another.

Abstract: An integrated control valve body and hydraulic pump for an automatic transmission includes a control valve body having a plurality of control valves and passageways and an internal cavity having an inlet and an outlet, a pump rotor received within the internal cavity and having a plurality of radially and axially extending slots, radially moveable vanes and a shaft, and a device for transferring drive energy from a drive shaft extending between an output of a torque converter and an input of the transmission to the shaft of the hydraulic pump. The device for transferring drive energy may be a pair of chain sprockets and a chain, a pair of spur or helical gears or other inter-axis power transfer components and may affect a speed increase or reduction.

Abstract: In control apparatus and method for a hybrid vehicle, a line pressure control valve disposed at a downstream side of each of mechanical oil pump (M-O/P) and electrically driven oil pump (S-O/P) to decrease a supplied hydraulic pressure from at least one of the mechanical oil pump and the electrically driven oil pump by opening drain ports thereof in accordance with a control valve command value is provided, the control valve command value is set by adding a predetermined additive correction quantity to a required line pressure set in accordance with operating states of a hydraulic pressure clutch (CL1) and a transmission and the drain ports of the line pressure control valve are controlled to a closure side, during an actuation of the electrically driven oil pump.

Abstract: A method of operating at least one form-locking shifting element of an automatic transmission integrated in a drivetrain which comprises an oil pump that can be driven mechanically by an internal combustion engine and an auxiliary oil pump that can be electrically driven, before start-up of the internal combustion engine. The method including the steps of recognizing the start-up of the combustion engine and, when a start-up of the combustion engine is recognized, controlling the electrically driven auxiliary oil pump and the at least one form-locking shifting element such that, directly after the generation of a defined rotational speed difference of the at least one form-locking shifting element by the internal combustion engine, the at least one form-locking shifting element is engaged.

Abstract: An oil supply system is provided for an automatic transmission of a vehicle that includes, but is not limited to a valve body and an electric oil pump. The valve body houses a plurality of hydraulic pressure control valves to control main pressure, torque converter and gear shifts of the automatic transmission. The valve body is in flow communication with an oil pan. The electric oil pump is driven by an electric supply and is configured to pump oil into the automatic transmission via the plurality of hydraulic control valves. The electric oil pump is positioned within the valve body or within the oil pan.

Abstract: A hybrid transmission is provided, including a transmission housing with an input cover attached to a main housing portion, and a hydraulic fluid reservoir in fluid communication with and attached to the transmission housing. The transmission also includes an input shaft in driving communication with an engine. A pump cover is attached to the input housing to define a pump pocket therebetween. A torque transmitting assembly is secured to the pump cover. The torque transmitting assembly includes a piston housing member that is coaxial with and longitudinally spaced from the pump cover to define an inlet passage therebetween. The inlet passage is configured to communicate the hydraulic fluid reservoir with the transmission housing, and is oriented at least partially radially adjacent to the pump pocket. A gasket member is disposed between the pump cover and piston housing member, and configured for fluidly sealing the same.

Abstract: An automotive air blower includes an air pump (14) connected to the output shaft of a transmission system, whose input shaft is connected, in use, to the engine (16) of a motor vehicle. The input and output shafts are connected to the ring gear (10) and sun gear (13), respectively, of a three-branch epicyclic differential gearset. The planet carrier (12) of the gearset is connected to the rotor (2) of an electric motor/generator and the input shaft is connected to the rotor of an electrical machine (1), which constitutes at least a generator. The electrical connections of the stators of the two machines are connected together via a controller arranged to control the flow of electrical power between them. A selectively engageable mechanical connection (15) is provided between two of the branches of the gearset and arranged to connect the two branches together such that the gearset will rotate as a single unit.

Abstract: A transmission is provided having an input member, an output member, four planetary gear sets, a plurality of coupling members and a plurality of torque-transmitting devices. Further, a hydraulic fluid control circuit is provided for controlling the operation of the plurality of torque-transmitting devices. The hydraulic fluid control circuit receives pressurized hydraulic fluid from an off-axis hydraulic fluid pump and has a plurality of fluid passages disposed in the transmission house, input member and other coupling members.

Abstract: When the shift position is changed to the drive position, the amount of oil that is supplied to an automatic shift unit is increased by a larger amount as the standby hydraulic pressure is lower. Therefore, even if the standby hydraulic pressure is decreased, the required hydraulic pressure is more easily achieved when the shift position is changed to the drive position. Therefore, it is possible to decrease the standby hydraulic pressure without slowing down the response to the automatic shift unit to the hydraulic pressure and reducing the useful life of the automatic shift unit. Thus, the amount of electricity consumed by the electric oil pump is reduced. As a result, it is possible to enhance the fuel efficiency.

Abstract: The present disclosure relates to a vehicle transmission with fluid pump having a recirculation circuit. The recirculation circuit is configured to direct fluid from an outlet of the pump to an inlet during pump cycling. A method of manufacturing a fluid pump for use in a vehicle transmission is also disclosed.

Abstract: A hydraulic circuit control device that selectively supplies oil to a first oil passage and a second oil passage by an oil pump, the control device includes: an oil passage switching unit adapted to connect the oil pump to either the first oil passage or the second oil passage; a control mode switching unit adapted to switch the control mode of the electric motor to either a torque control mode or a speed control mode; an oil passage selecting unit adapted to select whether to connect the oil pump to the first oil passage or the second oil passage; and a control unit adapted to perform control so that the control mode switching unit switches the control mode to the torque control mode when the first oil passage has been selected, and perform control so that the control mode switching unit switches the control mode to the speed control mode when the second oil passage has been selected.

Abstract: An automatic transmission of a motor vehicle driven by an internal combustion engine with a transmission oil circuit, a main oil pump, mechanically driven by a combustion engine, and an auxiliary oil pump (1) that can be electrically driven and is located inside an oil sump (4). It is proposed that the auxiliary oil pump (1) is arranged transversely with respect to the travel direction (x) of the motor vehicle.

Abstract: A vehicular automatic transmission including a first planetary gear device and a first set of frictional coupling elements, which can be supported by a pump housing via first and second retainer rings, at predetermined axial positions within the pump housing, during assembling of the automatic transmission. The first retainer ring is fixed to a radially inner spline-fitting part of a cylindrical extending portion of the pump housing, while the second retainer ring is fitted in a first circumferential groove formed in a ring gear of the first planetary gear device and a second circumferential groove formed in the inner circumferential surface of a splined cylindrical portion of a first hub splined to the outer circumferential surface of the ring gear and the radially inner portions of the first set of frictional coupling elements. The automatic transmission is manufactured by assembling a subassembly with respect to a stationary cylindrical housing to which the pump housing is fixed.

Abstract: In a method of operating an electric motor which drives an auxiliary oil pump for supplying a hydraulic pressure of an ATF to a transmission, only at an idle stop of an engine via a rotation shaft pivotally supported by ball bearings, the electric motor is rotated at a very low speed or in an intermittent manner when an automobile is traveling and the auxiliary oil pump is not used. According to the configuration, the electric motor is slightly rotated during when the automobile is traveling, whereby impressions are prevented from being formed on the ball bearings.

Abstract: When the shift position is changed to the drive position, the amount of oil that is supplied to an automatic shift unit is increased by a larger amount as the standby hydraulic pressure is lower. Therefore, even if the standby hydraulic pressure is decreased, the required hydraulic pressure is more easily achieved when the shift position is changed to the drive position. Therefore, it is possible to decrease the standby hydraulic pressure without slowing down the response to the automatic shift unit to the hydraulic pressure and reducing the useful life of the automatic shift unit. Thus, the amount of electricity consumed by the electric oil pump is reduced. As a result, it is possible to enhance the fuel efficiency.

Abstract: An oil film is formed between side faces of a pump gear and side faces of a pump casing to thereby reduce wear and reduce sliding resistance. To form the oil film predetermined numbers of recesses are provided in both side faces of a drive gear and in both side faces of a driven gear of the gear pump. The recesses serve to hold oil. The oil held in the recesses oozes out to between the opposing and contacting side faces to thereby form the oil films therebetween.

Abstract: A fluid recovery system for an automatic transmission unit of a vehicle, provided with a tank containing a fluid, a hydraulic circuit receiving this fluid from the tank, an electrovalve unit supplied by the hydraulic circuit and adapted to control actuator units in order to actuate the opening and closing of a clutch and to perform the selection and engagement/disengagement of the gears of a gear change, the system comprising at least one collection zone adapted to recover the fluid escaping from the actuator units and at least one duct connecting the collection zone to the tank so that the fluid recovered in the collection zone can be returned to the tank.

Abstract: The automatic transmission for motor vehicles, especially with transverse drive with six gear steps, has a main wheel train (2), a front-mounted wheel train (1) and five wet running clutches and brakes (A to E) and is connected to the output shaft of an internal combustion engine via a torsional-vibration damper; the front-mounted wheel train (1) located in force flow direction before the main wheel train (2) is spatially situated behind the main wheel train (2).

Abstract: A hydraulic pressure control apparatus for controlling an automatic transmission of an automotive vehicle, with a pressurized working fluid delivered from a hydraulic pump driven by an electric motor, wherein a pump control device is operated upon starting of the electric motor to start the hydraulic pump, for controlling the electric motor, such that a rate of increase of the operating speed of the hydraulic pump decreases with a decrease in the temperature of the working fluid detected by a temperature detector.

Abstract: An oil film is formed between side faces of a pump gear and side faces of a pump casing to thereby reduce wear and reduce sliding resistance. To form the oil film predetermined numbers of recesses are provided in both side faces of a drive gear and in both side faces of a driven gear of the gear pump. The recesses serve to hold oil. The oil held in the recesses oozes out to between the opposing and contacting side faces to thereby form the oil films therebetween.

Abstract: A hydraulic control system for a transmission including: a first transmission mechanism for transmitting a torque between rotary members and a transmission member by clamping the transmission member between the rotary members with a clamping pressure based on an oil pressure; and a second transmission mechanism for changing the transmission state of the torque by applying/releasing frictional engagement elements with an oil pressure, comprises: an oil pressure source; a first pressure regulator mechanism for regulating an oil pressure outputted from the oil pressure source, to a first oil pressure for establishing the clamping pressure for the transmission member by the rotary members; and a second pressure regulator mechanism for regulating the first oil pressure, as regulated and outputted by the first pressure regulator mechanism, to a second oil pressure for applying the frictional engagement elements.

Abstract: An auxiliary pressure system is described for a hydraulic activated automotive automatic transmission having a hydraulic fluid reservoir and a line pressure circuit. The system includes an automatic transmission hydraulic fluid connector line having an intake end configured for attachment to a hydraulic fluid reservoir. A pressurization device is connected to the automatic transmission hydraulic fluid connector line, configured and operable to receive hydraulic fluid from the hydraulic fluid reservoir and place such hydraulic fluid under positive pressure sufficient to actuate the automatic transmission. A pressure delivery line including a fitting configured for connection to the line pressure circuit of the automatic transmission, is connected to the pressurization device to deliver hydraulic fluid under positive pressure from the pressurization device to the line pressure circuit and thereby provide operating hydraulic pressure to the transmission for normal operation.

Abstract: A transmission for an auxiliary device arranged for transmitting a driving force of an engine to an auxiliary device has a planetary-gear-type speed increasing mechanism having a first gear driven by the engine through an input shaft, a second gear connected to the auxiliary device and a third gear for locking. It is further provided with a friction clutch for connecting the third gear to a stationary member, a hydraulic actuator for pressing the friction clutch and an oil pump for feeding an oil pressure to the hydraulic actuator. A damper is disposed between the stationary member and the friction clutch.

Abstract: A device for transmitting torque between two rotatable shaft members (2, 3) in a stationary housing (1) contains a number of alternate clutch discs (10, 11) engageable to counteract differential rotational speed between the two shaft members, to which they are connected, a hydraulic clutch piston (12) to engage the clutch discs and a hydraulic pump arrangement (13-22) driven by the speed differential between the two shaft members. An externally controllable pressure-reducing valve (25-27) is provided in the hydraulic connection from the clutch piston to the low pressure side of the pump arrangement, whose high pressure side is connected to the clutch piston.