8773results about "Transmission elements" patented technology

Embodiments of the invention relate to systems and methods for multi-player gaming. Some embodiments relate to systems having an improved communications infrastructure and improved handheld game controllers, while other embodiments relate to improvements in handling large numbers of players in the multi-player game when played in a game arena with a single large display screen showing the multi-player game images. In one particular embodiment, a system is provided that has a game server controlling a display system to display the multi-player game on the large screen and a plurality of game controllers. Each game controller has a secondary display means for providing a secondary game display and input means for receiving player input. The system further comprises communication mans for enabling communication between the game server and each of the plurality of game controllers. The plurality of game controllers are located in proximity to the large display screen such that it is visible to game players manipulating the game controllers while playing the multi-player game.

A transmission is provided having four planetary gearsets, each having respective first, second, and third members, and a plurality of selectively engageable torque transmitting devices configured to selectively interconnect selected members of the four planetary gearsets for unitary rotation thereby to provide a plurality of forward speed ratios and at least one reverse speed ratio between an input member and an output member.

The powertrain of a six-speed powertrain and a hydraulic control system includes a main shift section of first and second single pinion planetary gearsets, in which a first planet carrier is fixedly connected to a second ring gear. The powertrain also includes a first ring gear fixedly connected to a second planet carrier, and a first sun gear. The second planet carrier, and a second sun gear are variably connected to an input shaft through first, second, and third clutches, respectively. A connecting member connecting the first ring gear and the second planet carrier is variably connected to a housing through a first brake and a first one-way clutch. The second sun gear being variably connected to the housing by a second brake. The powertrain also includes a secondary shift section realized through a third single pinion planetary gearset, in which a third sun gear is connected to a third planet carrier via a fourth clutch, and is also connected to the housing through a third brake and a second one-way clutch.

A method for determining output torque limits of a powertrain including an electrically variable transmission relies upon a model of the electrically variable transmission. Transmission operating space is defined by combined electric machine torque constraints and engine torque constraints. Output torque limits are determined at the limits of the transmission operating space.

The transmission has a plurality of members that can be utilized in powertrains to provide nine forward speed ratios and one reverse speed ratio. The transmission includes four planetary gear sets, six torque-transmitting devices and four fixed interconnections. The powertrain includes an engine and torque converter that is continuously connected to one of the planetary gear members and an output member that is continuously connected with another one of the planetary gear members. The six torque-transmitting devices provide interconnections between various gear members, and the transmission housing, and are operated in combinations of three to establish nine forward speed ratios and one reverse speed ratio.

A method for providing traction control in vehicle powertrain systems is particularly adapted for traction control in a powertrain system of a hybrid electric vehicle comprising an internal combustion engine, an electric machine and a transmission that is operatively coupled to the electric machine and the engine and adapted to provide a transmission torque output in response to a transmission torque input received as a torque output from either or both of the engine and the electric machine. The method is adapted to utilize conventional traction control and engine control hardware, software and communication standards to implement traction control. In one embodiment of the invention, a conventional traction controller is used to detect a wheel spin condition and provide a plurality of first output torque command messages in response thereto. The plurality of first output torque command messages are used to obtain a torque reduction which is applied to a reference output torque to obtain a corresponding plurality of traction control output torque commands for the powertrain system during the wheel spin condition. A rate limit may also be applied to control the rate of change between successive ones of the traction control output torque commands in order to reduce the possibility of extension of the wheel spin condition, or recurrence of another wheel spin condition. Each traction control output torque command may be used to determine an associated traction control engine torque output command and traction control electric machine torque output command.

A multiple speed transmission capable of producing five underdrive gear ratios, one direct drive ratio, four overdrive ratios, and four reverse ratios includes four interconnected planetary gearsets, multi-plate clutches and brakes controlling the gearset elements, and a coupler that changes between forward drive and reverse drive by holding and releasing alternate gearset components against rotation on the transmission case. The transmission in combination with a single-speed transfer case having either an on-demand transfer clutch, or a full-time all-wheel drive system, are formed in an integrated package.

A turbofan gas turbine propulsion engine includes a multi-speed transmission between the high pressure and low pressure turbines and associated high pressure and low pressure starter-generators. The multi-speed transmission reduces the operating speed range from the low pressure turbine to its associated starter-generator, and is configurable to allow the starter-generator associated with the low pressure turbine to supply starting torque to the engine.

A two-mode, compound-split, electro-mechanical transmission utilizes an input member for receiving power from an engine, and an output member for delivering power from the transmission. First and second motor / generators are operatively connected to an energy storage device through a control for interchanging electrical power among the storage device, the first motor / generator and the second motor / generator. The transmission employs three planetary gear sets. Each planetary gear arrangement utilizes first, second and third gear members. At least one of the gear members in the first or second planetary gear sets is connected to the first motor / generator. Another gear member in the second and third planetary gear arrangement is connected to the second motor / generator. One of the gear members of the first or second planetary gear sets is continuously connected to one of the gear members in the third planetary gear set. Another gear member of the first or second planetary gear set is operatively connected to the input member, and one gear member of the third planetary gear set is selectively connected to ground. A lock-up clutch selectively locks two of the planetary gear sets in a 1:1 ratio.

A condition of impaired speed and torque control of a parallel electrically variable transmission due to factors beyond nominal modeling and estimation errors is diagnosed under low speed operation. The transmission includes at least one electric machine and a motor torque controller for regulating the transmission input speed and output torque. The motor torque controller includes an open-loop control path based on predetermined torques and accelerations and a closed loop control path based on input speed error. The presence of a larger than expected closed-loop correction magnitude, combined with low output speed and one or more other conditions is used to diagnose a condition of potential torque error, in which case the transmission control is altered to prevent unwanted operation.

A method and apparatus to control an electrically variable transmission, by dynamically controlling system main hydraulic clutch pressures, based upon required clutch capacity, as determined by output load of the transmission. Included is a method to regulate hydraulic clutch pressure in an electrically variable transmission equipped with at least one clutch. This comprises monitoring magnitude of slippage of the clutches and controlling hydraulic boost pressure based upon the magnitude of clutch slippage. Controlling hydraulic boost pressure based upon the magnitude of clutch slippage comprises monitoring operator inputs, determining a requested operator torque command, and determining a required main boost pressure. The main boost pressure is based upon the requested operator torque command, the monitored operator inputs, parameters of the EVT and clutches. Commanded main boost pressure is then determined based upon the determined required main boost pressure.

A method for power management in an electro-mechanical power-split infinitely variable transmission (eVT) designed to operated within a designated speed ratio range for vehicular applications. The eVT is comprised of an input shaft coupled to the output shaft of a drive engine to receive power, a drive shaft, two electric machines, and a pair of planetary trains each having a sun member, a ring member, a set of planetary members, and a planet carrier. The eVT further contains one or more torque transfer devices to connect or disconnect members of the planetary trains for transferring torque. The drive shaft is coupled with a final drive of a vehicle for delivering or recapturing power to or from the vehicle drive wheels. The two electric machines are interconnected electronically via a power control unit and are coupled respectively with members of the planetary train. The method of power management in the eVT is selected based on the current speed and torque of the input and drive shafts, and upon the desired operating parameters.

An apparatus and method are provided to execute synchronous shifting in a powertrain system having multiple torque-generative devices each operable to independently supply motive torque to the transmission device. The exemplary transmission device comprises a two-mode, compound-split, hybrid electromechanical transmission. Operation includes operating in an initial fixed gear ratio, operating the transmission in a mode operation, and, operating the transmission in a final fixed gear ratio. The control system reduces reactive torque of a clutch activating the initial gear, and deactivates the first torque-transfer device when the reactive torque is less than a predetermined value. It determines that speed of an input shaft to the transmission is substantially synchronized with a rotational speed of the second torque-transfer device, and actuates the second torque-transfer device.

A shift control for an electrically variable transmission shifts between modes through a neutral mode wherein the output is decoupled from the transmission. Normally, shifts between modes are accomplished synchronously through a duration of fixed-ratio operation. Extreme driving conditions may invoke shifts through neutral mode. Ratio violations characterized by one mode being active in a preferred input / output ratio range for another mode are handled by a shift through neutral. Similarly, rapid acceleration and deceleration conditions likely to result in undesirable engine speeds if synchronous shifting is employed are handled by a shift through neutral.

A control system for a hybrid powertrain which determines engine crank angle position based upon signal inputs from electric machines of the powertrain is provided. The hybrid powertrain comprises an internal combustion engine and electric machines and an electromechanical transmission selectively operative to transmit torque therebetween. The electric machines are rotatably fixedly coupled to the internal combustion engine via a transmission input shaft. Control modules are adapted to execute a control scheme to determine engine crank angle position. The control scheme comprises code to determine an input shaft angle based upon rotational positions of the electric machines. An offset angle of the input shaft and an angular twist between the engine and the transmission are determined. An engine crank angle offset is determined based upon the offset angle and the angular twist of the input shaft.

A gear-operated speed change apparatus for an automatic transmission, which can make the degree of freedom for selecting a gear ratio higher than that of the case using the Ravigneaux type composite planetary gear train, while achieving a strength advantage of the gear train, an improvement in the fuel economy, coaxial positioning of the input port and output portions and size reduction of the automatic transmission altogether. The apparatus can achieve at least seven forward speeds and one reverse speed by engaging / releasing four clutches and two brakes. One of the three planetary gear sets can reduce the speed of an input rotation always or increase the input rotation always. One of the remaining two planetary gear sets is a double sun gear type planetary gear set including a third carrier having a center member positioned between two sun gears for inputting or outputting a rotation.

An apparatus and method according to which a fluid, such as a fracturing fluid, is pressurized. The apparatus includes a motor that produces a first rotational output including a first angular velocity, a pump operably coupled to the motor, the pump comprising a fluid end and a power end operably coupled to the fluid end, and a transmission operably coupled between the motor and the pump. The transmission receives the first rotational output as a first rotational input, the first rotational input including the first angular velocity, and converts the first rotational input into a second rotational output, the second rotational output including a second angular velocity. The power end receives the second rotational output as a second rotational input, the second rotational input including the second angular velocity. In some embodiments, the transmission is directly connected to, or part of, the pump and the motor.

The transmission has a plurality of members that can be utilized in powertrains to provide nine forward speed ratios and one reverse speed ratio. The transmission includes four planetary gear sets, six torque-transmitting devices, and three fixed interconnections. The powertrain includes an engine and torque converter that is continuously connected to one of the planetary gear members and an output member that is continuously connected with another one of the planetary gear members. The six torque-transmitting devices provide interconnections between various gear members, and the transmission housing, and are operated in combinations of three to establish nine forward speed ratios and one reverse speed ratio.

The transmission has a plurality of members that can be utilized in powertrains to provide ten forward speed ratios and one reverse speed ratio. The transmission includes four planetary gear sets, six torque-transmitting devices, and four fixed interconnections. The powertrain includes an engine and torque converter that is continuously connected to one of the planetary gear members and an output member that is continuously connected with another one of the planetary gear members. The six torque-transmitting devices provide interconnections between various gear members, and the transmission housing, and are operated in combinations of three to establish ten forward speed ratios and one reverse speed ratio.