6588results about "Fluid gearings" patented technology

A hybrid propulsion system (100) for use in road vehicle operations, which propulsion system includes a power splitting mechanical transmission (108), suitably a three shaft epicyclic gearbox (117, 118, 119), for coupling to a tailshaft (115) of the vehicle; a first drive unit (105) arranged for regenerative operation and coupled to the power splitting mechanical transmission (108); a second drive unit (110) arranged for regenerative operation and coupled, independently of said first drive unit, to the power splitting mechanical transmission (108); a non-regenerative third drive unit (113) for coupling, in parallel to said power splitting mechanical transmission, to the tailshaft; and a propulsion control system (122) for coordinating operation of the drive units in accordance with a plurality of predetermined modes corresponding to a drive cycle of the vehicle. Two forms of the invention are disclosed, being suited to non-transit and transit operations, respectively. Methods for the optimal control of the hybrid propulsion system of each form of the invention are also disclosed.

Traction planets and traction rings can be operationally coupled to a planetary gearset to provide a continuously variable transmission (CVT). The CVT can be used in a bicycle. In one embodiment, the CVT is mounted on the frame of the bicycle at a location forward of the rear wheel hub of the bicycle. In one embodiment, the CVT is mounted on and supported by members of the bicycle frame such that the CVT is coaxial with the crankshaft of the bicycle. The crankshaft is configured to drive elements of the planetary gearset, which are configured to operationally drive the traction rings and the traction planets. Inventive component and subassemblies for such a CVT are disclosed. A shifting mechanism includes a plurality of pivot arms arranged to pivot about the centers of the traction planets as a shift pin hub moves axially.

A torsional damper (10) rotatably supported for translating torque between a prime mover and the input of a transmission including a torque input member (12) that is operatively connected for rotation with the power take-off of a prime mover, an output member (14) operatively connected for rotation with the input to a transmission and a plurality of damping elements (16) interposed between the input member and the output member. The damping members (16) act to translate torque between the input and output members and to dampen torsional forces generated between the prime mover and the transmission. A bypass clutch (40) acts to translate torque directly between the input and output members thereby providing a path for partial torque translation that bypasses the damping elements at low rotational speeds of the input and output members. In addition, the torsional damper (10) includes a clutch release mechanism (42) that is responsive to centrifugal forces acting on the torsional damper to disengage the bypass clutch (40) to reduce the torque translated directly between the input and output members at high rotational speeds.

The invention relates to a wind energy system with hydraulic energy transmission with non-symmetric actuation. The non-symmetric actuation is caused by valve control and mechanical means for controlling the actuation of the pistons. A cylinder unit is provided comprising a drive unit and an output unit associated with two hydraulic connections. The drive and the output unit comprise a minimum of two cylinders, in which pistons are reciprocating. Some of the cylinders can be switched off during low wind speeds. The cylinders communicate with a low pressure manifold and a high pressure manifold. These manifolds are part of the hydraulic connections. Use of the fluid-working machine as transmission in wind energy systems increases the overall economical efficiency.

A fuel management control method for a hybrid electric vehicle drive having an internal combustion engine and an electric motor arranged in parallel such that both can propel the vehicle; the system including an electric motor driven fuel pump and a programmable microprocessor; and wherein the method further includes monitoring vehicle speed and sensing braking pressure and directing signals of both vehicle speed and braking to the microprocessor and processing such inputs in accordance with an aggressive fuel management program including shut-off of fuel flow to the gas engine in response to vehicle braking at vehicle speeds above a predetermined maximum hysteresis speed and maintaining the fuel shut off during vehicle coasting above a predetermined speed while controlling the electric motor to provide regenerative braking or vehicle start during such fuel shut off modes of operation.

A lockup clutch at a hydrodynamic torque converter is constructed with a torsional vibration damper which has a drive-side transmission element and a driven-side transmission element which is rotatable relative to the latter. Both of the transmission elements are provided with driving devices for driving elastic elements of a damping device. A carrier for a compensation flywheel mass is associated with the driven-side transmission element, wherein the carrier is connected with the turbine wheel on the one hand and with the driven-side driving device of the elastic elements on the other hand so as to be fixed with respect to rotation relative thereto and is provided at least with a cutout for receiving the compensation flywheel mass. The cutout has a guide path at least in its area of contact with the compensation flywheel mass, which guide path allows a movement of the compensation flywheel mass with at least one component perpendicular to the radial direction at the carrier.

A method of operating a transmission of a vehicle. The method includes determining an open loop ratio percentage from an engine RPM input signal and a brake input signal using a first algorithm. Determining a closed loop ratio percentage from the engine RPM input signal, a vehicle RPM input signal and a throttle input signal using a second algorithm. Summing the open loop percentage and closed loop ratio percentage to calculate a ratio command percentage that is used to sum with a swashplate input to actuate a swashplate positioner and operate the transmission.

The invention relates to a pumping device for introduction of a fluid into a base layer, in particular into a base layer containing gas, for the production of gas-permeable structures in the base layer. The pumping device is arranged on a transportation vehicle having a separate drive unit, including a pump motor and a pump, whereby a speed / torque converter is arranged between pump and pump motor. A hydrodynamic device, in particular a hydrodynamic converter, is used in place of a transmission for speed / torque conversion.

An overrunning coupling assembly includes a notch plate and an annular coupling pocket plate positioned in face-to-face relationship with respect to each other along a common axis. The pocket plate has strut pockets disposed at angularly spaced positions about the common axis. The notch plate has notch recesses at angularly spaced positions about the common axis and positioned in juxtaposed relationship with respect to the strut pockets. Torque-transmitting struts are positioned in each of the strut pockets. Each strut has first and second ears at one edge thereof for enabling pivotal motion of the struts about an ear axis intersecting the ears. The opposite edge of each strut is movable between disengaged and engaged positions with respect to one of the notch recesses whereby one-way torque transfer may occur between the plates. A lubricant flows between the notch plate and pocket plate. A spring is positioned in each strut pocket and biases the respective strut toward the notch plate. Each spring engages the respective strut intermediate the ear axis and the opposite edge. Each strut pocket provides sufficient clearance forward of the respective opposite edge of the strut to allow forward sliding movement of the respective strut during overrunning to cause the engagement of the respective spring and strut to occur nearer the ear axis, thereby reducing the length of a moment arm about which the spring acts upon the strut which enables frictional forces of the flowing lubricant to hold the strut in its disengaged position to prevent the strut from slapping against the notch recesses as the notch plate and pocket plate are respectively counterrotated.

The invention relates to a hydrodynamic torque converter with an impeller connected on the drive side arranged in housing and a turbine driven by the latter, connected with the driven side of the torque converter, with a turbine damper actively disposed between the turbine and driven side. To improve the vibration damping on the driven side of the torque converter, it is proposed the turbine damper with a first damper part formed out of an input part connected with the turbine and an intermediate flange, limited and rotatable opposite and against the action of at least a first energy accumulator and a second damper part with the intermediate flange and an output part limited and rotatable oppositely and against the action of at least a second energy accumulator, wherein an adaptive-speed vibration absorber is arranged on the intermediate flange.

A decoupler for an alternator pulley in a serpentine drive system has a resilient, helical spring member that couples the alternator pulley with a hub structure through a spring retaining member. A bushing is disposed between the spring retaining member and the hub structure to facilitate sliding engagement therebetween. An annular sleeve member is disposed between the spring member and the alternator pulley to facilitate sliding engagement therebetween. The spring member is connected at one end thereof to the hub structure and connected at an opposite end thereof to the spring retaining member. The resilient spring member transmits the driven rotational movements of the alternator pulley by the serpentine belt to the hub structure such that the alternator shaft is rotated in the same direction as the alternator pulley while being capable of instantaneous relative resilient movements in opposite directions with respect to the alternator pulley during the driven rotational movement.

An overrunning coupling assembly includes a notch plate and an annular coupling pocket plate positioned in face-to-face relationship with respect to each other along a common axis. The pocket plate includes strut pockets disposed at angularly spaced positions about the axis. The notch plate includes notch recesses at angularly spaced positions about the common axis and positioned in juxtaposed relationship with respect to the strut pockets. The notch plate includes an inner circumferential rail at a radially inward side of the notch recesses and an outer circumferential rail at a radially outward side of the notch recesses. Torque-transmitting struts are positioned in the strut pockets. Each strut has first and second ears at one edge thereof for enabling pivotal motion of the struts about an ear axis intersecting the ears. The opposite edge of each strut is engageable with one of the notch recesses whereby one-way torque transfer may occur between the plates. Each opposite edge has first and second corners. Each strut pocket is sufficiently enlarged to allow pivotal movement of each strut about a strut axis which is parallel with the common axis, thereby enabling one of the first and second corners to be selectively supported by one of the inner and outer circumferential rails to prevent the struts from slapping against the notch recesses as the notch plate and pocket plate are respectively counterrotated.

A powertrain system is provided that includes a prime mover and a change-gear transmission having an input, at least two gear ratios, and an output. The powertrain system also includes a power shunt configured to route power applied to the transmission by one of the input and the output to the other one of the input and the output. A transmission system and a method for facilitating shifting of a transmission system are also provided.

The invention relates to measures for controlling or reducing drag torque occurring in a multi-plate clutch device (202) due to temperature-related increased viscosity of an operating fluid which is supplied to the plates in operation. The aim of the invention is to enable a motor vehicle to be started or operated even at low temperatures. According to one aspect of the invention, a motor vehicle comprising a drive train is especially provided. Said drive train comprises a drive unit (238), gearbox (330) having a first gearbox input shaft and a second gearbox input shaft, and a clutch (202) having a first clutch device which is associated with the first gearbox input shaft, and a second clutch device which is associated with the second gearbox input shaft, for transferring torque between the drive unit and the gearbox. Said clutch devices are embodied in the form of plate clutches to which an operating fluid can be supplied, especially a cooling oil in order to operate the same. Said gearbox (330) is associated with an actuator device and a control device (316) for controlling the actuator device, the arrangement of which enables the gears associated with the first and second gearbox input shafts to be engaged and disengaged. According to the invention, the control device (316) is designed in such a way that at least one gear is automatically engaged by means of the actuator device (236), as a result of the clutch release of the vehicle.

A hydromechanical transmission having an input member, a hydrostatic transmission, and a mechanical transmission. The mechanical transmission includes first and second synchronizing assemblies for synchronizing at least one of a first or second output member with a combined output speed from the input member and the hydrostatic transmission. First and second clutch assemblies alternately engage to transfer power from the synchronized output member to a final drive.

A torque converter having a first damper stage, a second damper stage, a floating flange torsionally connecting the first and second damper stages, an inertia element, and a tuned torsion damper. The torsion damper connects the inertia element and the flange. In a preferred embodiment, the inertia element is a turbine. In one embodiment, the first damper stage is a radially outer damper stage and the second damper stage is a radially inner damper stage. In another embodiment, the torsion damper generates a friction torque when rotated.

A hybrid vehicle drive control system has a first clutch interposed between an engine and a motor / generator, a transmission including several gear position clutches arranged between the motor / generator and a drive wheel, and a controller. The controller selectively starts the engine using torque from the first clutch during a mode drive change from an electric drive mode to a hybrid drive mode. When an engine start command occurs during the drive mode change, the controller selects the engaged gear position clutch that has the maximum torque transfer capacity from the engaged clutches constituting a vehicle running gear occurring during an engine starting process as a second clutch to be controlled. Then the controller executes a slip control of the second clutch when the first clutch is being connected to start the engine during the mode change from the electric drive mode to the hybrid drive mode.

The invention relates to a force transmission device for power transmission between an input and an output, comprising at least an input and an output, and a vibration damping device disposed in a cavity that can be filled at least partially with an operating medium, in particular oil, the vibration damping device coupled with a rotational speed adaptive absorber, wherein the rotational speed adaptive absorber is tuned as a function of an oil influence to an effective order qeff, which is greater by an order shift value qF than an order q of an exciting vibration of a drive system.

The magnitude of torque which can be transmitted by a bypass clutch between the housing and the turbine of a torque converter between a prime mover, such as an engine, and an automatic transmission in the power train of a motor vehicle is selectively regulatable by a computerized regulating unit. The regulation involves the transmission of torque by the clutch in dependency upon the magnitude of the torque being transmitted by the output element of the engine and ascertaining as well as adaptively applying to the clutch a variable force so that the clutch can transmit a predetermined torque. This entails automatic selection of a minimum slip between a torque receiving and a torque transmitting part of the power train. Compensation, particularly long-range compensation, is carried out for the existence of possible differences between the predetermined and actual torques being transmitted by the clutch.

A transmission is provided having an input member, an output member, a dual clutch assembly, two countershaft gearing arrangements, one planetary gear set, a plurality of interconnecting members, and a plurality of torque transmitting devices. Each of the countershaft gearing arrangements includes a plurality of co-planar gear sets. The torque transmitting devices include a combination of clutches, brakes, and synchronizers.

A starting apparatus including an input member coupled to a motor; a damper mechanism having an input element, an elastic body and an output element; a lock-up clutch mechanism for performing lockup where the input member is coupled to an input shaft of a transmission via the damper mechanism and for canceling lockup, and a dynamic damper including an elastic body and a mass body engaged with the elastic body. The mass body of the dynamic damper is an elastic body support member that is supported rotatably around an axis of the starting apparatus and that supports the elastic body of the damper mechanism. With this arrangement, the dynamic damper is easily adjustable while reducing the overall size of the starting apparatus.

A wind power plant connectable to an electric grid is provided that has at least three control levels. A controller controls an angular position of the rotor blades and / or controls a setting of the reaction member of the hydrodynamic speed transformer and / or controls the power electronics of the generator. The controller is provided with predetermined setpoint characteristics depending on operating states of the wind power plant and / or the electric grid or characteristics of the wind.

A hydraulic energy recovery and a mechanical drive system in one unit that also provides integral mounting of hydraulic pump / motors for primary drive, secondary drive, and pumps for cooling, lubrication, and low pressure systems along with a mounting position for a power take-off device.