Abstract: A fuel injection controlling apparatus includes a fuel cut controlling unit applied to an engine and a transmission to perform a fuel cut control of a fuel injection apparatus upon shifting of the transmission. A shift state detection unit decides a shift state. The fuel cut controlling unit changes a decision threshold value to be used for decision of whether or not the fuel cut control is to be ended in response to the shift state detected by the shift state detection unit. A dog clutch type transmission is configured to select an arbitrary one of a plurality of transmission gear pairs through engagement or disengagement of a dog clutch configured from dowels and dowel holes. The shift state is indicated by a length of a dowel abutment time period for which a state in which the dowels abut with a side wall of a transmission gear upon shifting continues.

Abstract: A disk pack cooling arrangement has a disk pack with alternating first and second plates in which one or more first plates are configured to couple to a first machine component and one or more second plates are configured to couple to a second machine component that is rotatable with respect to the first machine component. Each first plate is of a radial dimension less than each second plate so that one or more annular channels exist radially outward of each first plate. One or more annular springs are disposed in an associated annular channel. Each spring is configured to apply a separating force to at least one second plate and to form one or more flow channels for cooling fluid to reach each first plate from an associated annular channel.

Abstract: A driving force control system of a vehicle installed with an automatic transmission that transmits torque generated by an engine to drive wheels while changing the speed is provided for controlling driving force based on the vehicle speed and the accelerator operation amount. In the driving force control, an acceleration characteristic that defines the relationship between re-acceleration-time acceleration as a control index used when the vehicle travels while being re-accelerated after deceleration traveling, and the vehicle speed, is stored, and the re-acceleration-time acceleration corresponding to the current vehicle speed is obtained, based on traveling data of the vehicle obtained before the deceleration traveling, and the acceleration characteristic. Then, the speed ratio of the automatic transmission which can realize the obtained re-acceleration-time acceleration is set, before the re-acceleration traveling is started.

Abstract: A first planetary gear and a clutch are placed between a second carrier of a second planetary gear and an output shaft in the axial direction. A transmission case has a small diameter tubular portion that rotatably supports an output shaft, an annular wall portion extended radially outward from the small diameter tubular portion, and a large diameter tubular portion extended in the axial direction from the outer periphery of the annular wall portion such that the first planetary gear and the clutch are partially surrounded. A mount is fixed to a vehicle body of a vehicle so as to at least partially overlap the small diameter tubular portion, the annular wall portion, and the large diameter tubular portion as viewed in the radial direction. A parking gear of a parking lock device is coupled to the outer periphery of the second carrier.

Abstract: An arrangement (1) for driving a wheel of a motor vehicle has an electric machine (6) and a transmission (4). The transmission (4) is downstream of the electric machine (6) and is arranged within the electric machine (6). A common cooling device (14) with a cooling water jacket (15) is utilized for cooling both the electric machine (6) and the transmission (4).

Abstract: A selectable one-way clutch to prevent a selector plate from being rotated undesirably by a drag torque even if an oil temperature is low. An actuator comprises a casing to which the plunger is inserted while being allowed to reciprocate therein, and a chamber holding a return spring for pushing the plunger out of the casing. The plunger is connected to the selector plate through the arm, and a through hole is formed on the chamber to introduce and discharge oil to/from the chamber.

Abstract: A method of learning a clutch touch point for a DCT vehicle, and he method is performed to learn a touch point of an apply-side clutch in a torque phase process during gear shifting. The method includes: controlling an amount of slip of a release-side clutch in an allowable range by a controller, when gear shifting is initiated; performing torque crossing control by releasing a release-side clutch torque to a certain level while applying a clutch torque to an apply-side clutch to the same level as the release-side clutch torque by the controller, after the controlling an amount of slip of a release-side clutch; and performing learning determination so as to learn a touch point of the apply-side clutch by the controller, when the amount of slip of the release-side clutch is beyond the allowable range in the performing torque crossing control.

Abstract: A drive train for a vehicle includes an engine having an output shaft, a first gear set including a sun gear, a ring gear and planetary gears coupling the sun gear to the ring gear, a second gear set including a sun gear, a ring gear and planetary gears coupling the sun gear to the ring gear, a first motor/generator coupled to the first gear set, a second motor/generator coupled to the second gear set and electrically coupled to the first motor/generator, a first clutch that selectively engages the output shaft of the engine with the second motor/generator, and a second clutch and a third gear set that cooperate to selectively engage the ring gear of the second gear set with the planetary gear carrier of at least one of the first gear set and the second gear set.

Abstract: A clutch (1) with an inner ring (2) arranged about an axis of rotation (d) and an outer ring (3) arranged coaxially in reference thereto, as well as an elastic clamping ring (4) arranged between them and radially limited thereby, with the inner ring (2) and the clamping ring (4) resting on each other via a ramp device (9), arranged bi-directionally effective in the circumferential direction, and clamping segments (13) pointing radially outwardly and arranged distributed in the circumferential direction, form in case of a radial displacement of the clamping ring (4) forming with the outer ring (3) a clamping connection in at least one circumferential direction. In a further aspect, a radial displacement of the clamping ring (4) is provided via a ramp device (12) effective in the axial direction, switched by an axial displacement of the inner ring (2) in reference to the clamping ring (4).

Abstract: A drivetrain system is disclosed for use with a machine having a work tool. The drivetrain system may have a transmission with a plurality of clutches. The drivetrain system may also have an input device movable by an operator to generate a first signal indicative of a desired selection of a park setting or one of a plurality of travel settings, a sensor configured to generate a second signal indicative of loading of the work tool, and a controller in communication with the input device, the sensor, and the transmission. The controller may be configured to anticipate completion of a loading cycle based the second signal, and to selectively cause at least a first of the plurality of clutches to engage in a combination that produces one of the plurality of travel settings based on the anticipated completion of the loading cycle, notwithstanding the desired selection from the input device being the park setting.

Abstract: A lock-up device includes an output rotary member rotatable relatively to a clutch portion and coupled to a turbine. A plurality of torque transmission elastic members elastically and rotation-directionally couple the clutch portion and the output rotary member. An intermediate member rotatable relatively to the clutch portion and the output rotary member causes at least two of the plural torque transmission elastic members to act in a series-like manner. A dynamic damper device includes a first inertia ring, a second inertia ring and a plurality of dynamic damper elastic members, the first and second inertia rings axially split and having pairs of accommodation recesses axially opposed to each other, the plural dynamic damper elastic members accommodated in the pairs of the accommodation recesses of the first and second inertia rings and elastically coupling the intermediate member and the first and second inertia rings.

Abstract: A method for limiting the amount of torque biased to a high mu wheel of a vehicle comprises processing clutch torque data to determine an electronic limited slip differential clutch torque limit, processing wheel speed data to generate mu slip data, comparing the generated mu slip data to threshold mu slip data. When the generated mu slip data is greater than the threshold mu slip data, the method comprises reducing the electronic limited slip differential clutch torque limit by a predetermined ratio.

Abstract: The invention relates to a hydrokinetic torque coupling device for a motor vehicle, comprising a torque input element (11) intended to be coupled to a crankshaft (1), an impeller wheel (3) rotationally coupled to the torque input element (11) and able to hydrokinetically drive a turbine wheel (4), a torque output element (8) intended to be coupled to a transmission input shaft (2), clutch means (10) movable between an engaged position wherein the torque input element (11) and the torque output element (8) are rotationally coupled through damping means (23, 27), and a disengaged position wherein the torque input element (11) and the torque output element (8) are rotationally coupled through the impeller wheel (3), the turbine wheel and the damping means (23, 27).

Abstract: An elliptically interfacing gearbox system may include an input plate having a rotation axis and a plurality of input teeth. The gearbox system may include a wobble plate having a wobble axis disposed at a non-zero angle relative to the rotation axis, a rear face, and a plurality of face teeth disposed on the rear face. The wobble plate may further include a first plurality of wobble teeth disposed in a first plane perpendicular to the wobble axis and a second plurality of wobble teeth disposed in a second plane perpendicular to the wobble axis. The second plane may be spaced from the first plane along the wobble axis. The gearbox system may include a stator gear having a plurality of stator teeth and an output plate having an output axis substantially aligned with the rotation axis and a plurality of output teeth.

Abstract: A method for operating a vehicle drive-train having a continuously power-branched transmission with secondary coupling. In the open operating condition of reversing clutches of a reversing gear unit, torque applied in the area of a drive output can be supported by a range group in the area of a variator. In the event of a command to interrupt the power flow between a drive engine and the drive output, it is checked whether the vehicle is on an inclined surface and if the result of that inquiry is positive, the power flow between the drive engine and the transmission is interrupted at the latest when the rotational speed of the drive output is reduced to zero by opening the reversing clutches, while the active connection between the drive output and the variator is maintained by way of the range group.

Abstract: A clutch device includes an outer member including a cylindrical part having an inner peripheral surface provided with outer projections extending in an axial direction; an inner member rotatable relative to the outer member; an outer friction member engaging with the outer projections such that the outer friction member is movable in the axial direction and rotation of the outer friction member relative to the outer member is restricted; an inner friction member whose rotation relative to the inner member is restricted, and which generates a frictional force between the inner and outer friction members; and a lubricating oil sealed in a clutch chamber located between the outer member and the inner member. The outer member is provided with an oil pocket recessed to a position outward of a bottom surface of a recessed part located between a pair of adjacent outer projections among the outer projections.

Abstract: A friction clutch (1) with an inner ring (2) arranged about a rotary axis (d) and an outer ring (3) arranged coaxially in reference thereto, as well as an elastic intermediate ring (3) arranged between these two in a radially limited fashion, with the inner ring (2) and the intermediate ring (4) resting on each other via a ramp arrangement (9) arranged and acting bi-directionally in the circumferential direction. In order to embody the clutch (1) easily and cost-effectively, segments (13) pointing radially outwardly and arranged distributed over the perimeter form in connection with a radial displacement of the intermediate rings (4) relative to the outer ring (3) a positive connection (22) in the circumferential direction with the radial displacement of the intermediate ring (4) being provided with a ramp arrangement (12) effective in the axial direction and switched by an axial displacement of the inner ring (2) in reference to the intermediate ring (4).

Abstract: A work vehicle drive assembly has a bimodal clutch module that includes a pressure plate, a module housing containing first and second cavities located on opposing sides of the pressure plate, and an actuator. The actuator is controllable to move the pressure plate along a working axis of the clutch module. A clutch member is installed in a selected one of the first and second cavities. The clutch member is (i) engaged by movement of the pressure plate along the working axis in a first direction when the clutch member is installed in the first cavity and (ii) disengaged by movement of the pressure plate along the working axis in the first direction when the clutch member is installed in the second cavity.

Abstract: When at least one of motor generators is not under normal control and where the MG1 temperature is less than an upper limit value, an ECU is configured to perform an inverter-less running control. In the inverter-less running control, an inverter is brought into a gate shutoff state and an engine is driven to cause the motor generator to generate a counter-electromotive voltage which consequently produces a counter-electromotive torque. During the inverter-less running control, the ECU makes a voltage difference between the counter-electromotive voltage and the voltage of a power line connecting a converter and an inverter when the MG1 temperature is equal to or greater than a predetermined value smaller than the voltage difference when the MG1 temperature is less than the predetermined value.

Abstract: An adaptive control device is provided for a vehicle starting clutch. The adaptive control device includes a reverse brake as the starting clutch, and a clutch adaptive controller. The reverse brake is interposed between an engine and motor/generator, and the left and right rear wheels and is slip-engaged at a time of starting. The clutch adaptive controller performs clutch adaptive control, in which the reverse brake is subjected to a state in which a temperature of the reverse brake is at, or above, a second threshold for a timed period, at least one time before a vehicle begins to move.