Abstract: An electric-axle device for a commercial vehicle that can minimize the frequency of using a main brake when braking, may include a first clutch device disposed between a motor and a differential casing to transmit or block power, a second clutch device disposed between the differential casing and a disc, an electromagnetic brake applying a braking force to the disc, and that can increase a coasting distance and improve energy efficiency and durability of the motor by disengaging the first clutch device and the second clutch device such that kinetic energy, which is transmitted to the motor from an axle shaft, is blocked as if a neutral gear of a transmission is engaged, when the vehicle coasts.

Abstract: The present teachings provide for a clutched component including a first member, a second member, and a clutch. The first member can have an output portion. The second member can have an input portion that is disposed within the output portion. The clutch can include a plurality of first lock members and a control member for coordinating radially inward movement of the first lock members to drivingly couple the output portion and the input portion.

Abstract: A lock-up control apparatus includes a kick-down instruction detector configured to detect a kick-down shift transmission instruction during application of a lock-up clutch. A first lock-up control amount changer is configured to change the lock-up control amount when the kick-down shift transmission instruction is detected. An intermediate gear speed determinator is configured to determine whether the kick-down shift transmission instruction includes an intermediate gear speed shift transmission instruction to an intermediate shift transmission gear speed. A second lock-up control amount changer is configured to change the lock-up control amount when the kick-down shift transmission instruction includes the intermediate gear speed shift transmission instruction. A target gear speed shift transmission instruction detector is configured to detect a target gear speed shift transmission instruction.

Abstract: A controller has a command section, a control section, a time measurement section, and a command fixing section. The command section generates a command regarding the actuation state of a lock-up clutch in accordance with a condition value that is determined by the accelerator operating amount and the vehicle speed. The time measurement section starts to measure time when the accelerator operating amount drops to 0 with the current condition value maintained in a hysteresis range and the command section generates the acceleration slip executing command. When the accelerator operating amount is increased from 0, the time measurement section stops the measurement of time and resets the measured time to 0. The command fixing section fixes the command of the command section as an acceleration slip executing command in the period from when the time measurement by the time measurement section has started to when the measured time reaches a determination value.

Abstract: The family of transmissions has a plurality of members that can be utilized in powertrains to provide at least five forward speed ratios and one reverse speed ratio. The transmission family members include three planetary gear sets, first and second interconnecting members, and four clutches. The powertrain includes an engine and torque converter that is continuously connected to at least one member of the third planetary gear set and an output member that is continuously connected with another member of the third planetary gear set. The second interconnecting member continuously connects members of the first and second planetary gear sets with the transmission housing. The four clutches provide interconnections between various gear members, the first interconnecting member, and with the input and the output shaft, and are operated in combinations of two to establish at least five forward speed ratios.

Abstract: A variable transmission is disclosed. An input shaft for rotational input has a first gear securably mounted at the terminal end of the input. A cross shaft is spaced apart from the terminal end of the input shaft and a second gear is securely mounted at the second end of the cross shaft with the second gear in direct mechanical communication with the first gear. A fifth gear with a hub is rotatably mounted on the input shaft. A third gear is securably mounted at the first end of the cross shaft with the third gear being in direct mechanical communication with the fifth gear. An output shaft terminates in a fourth gear with the fourth gear positioned opposite the fifth gear and in direct mechanical communication with the third gear.