Abstract: A transfer case includes first and second output shafts selectively driven by an input shaft. A first gearset is driven by the input shaft providing first and second gear ratios to the first output shaft. A range actuator includes an axially moveable member operable to shift the first gearset between the first and second gear ratios. An actuation shaft is coupled to the axially moveable member such that rotation of the actuation shaft translates the axially moveable member. A second gearset is driven by the input shaft and drives the actuation shaft. The second gearset includes a control gear moveable into and out of meshed engagement with a first gear and an idler gear. The actuation shaft is rotated in a first direction when the control gear is meshed with the first gear and rotated in an opposite direction when meshed with the idler gear.

Abstract: A control system to generate a yaw torque of an all-wheel drive vehicle comprises a brake control module 18. The brake control module 18 determines the desired powertrain torque 44 for the vehicle 10 based upon a plurality of factors including available torque from the powertrain. The brake control module 18 determines a first torque 44 and a second torque 26, wherein the first torque 44 and the second torque 26 are combined to provide the total desired yaw torque 49 of the vehicle 10. The first torque 44 is generated between wheels of the vehicle 10 by applying torque 44 from the powertrain 14 to different wheels 21 of the vehicle 10 and the second torque 26 is generated by applying different braking torque from a braking system 16 of the vehicle 10.

Abstract: A transmission system includes an input that is operable to receive torque, and a multi-speed gear train including a final output for transferring torque to a final drive. A clutch interconnects the input and the multi-speed gear train. When disposed in an engaged position, the clutch connects the input and the final output in torque communication therebetween. When disposed in a disengaged position, the clutch disconnects torque communication between the input and the final output. A dual planetary torque transfer device, which includes a pair of planetary gear trains coupled together, and interconnects the input and the final output. The dual planetary torque transfer device is disposed in a parallel relationship with the clutch, between the input and the final output. The dual planetary torque transfer device transfers torque between the input and the final output when the clutch is disposed in the disengaged position.

Abstract: A mechanism for switching a sample holder (14, 40) accommodating a fluidic sample (38) between an orbital motion mode for sample mixing, particularly for shaking, and a rotary motion mode for sample separation, particularly for centrifuging, wherein the mechanism comprises a gear element (11) being drivable by a drive unit (42) to move selectively in a first direction (A) or in a second direction (B) being inverse to the first direction (A), an orbital motion generator (2 to 5) configured for generating an orbital motion of the sample holder (14, 40) when being operated in the orbital motion mode, a rotary motion generator (2, 4, 5) configured for generating a rotary motion of the sample holder (14, 40) when being operated in the rotary motion mode, and a one-way clutch arrangement (12, 13) configured for selectively coupling the gear element (11) with the orbital motion generator (2 to 5) to transfer a driving force from the gear element (11) to the orbital motion generator (2 to 5) for generating the orbita

Abstract: A vehicle powertrain includes a transmission and a clutch. The slip of the clutch is adjusted to a predefined target where a sensed parameter of a shaft of the transmission corresponds to a specified noise, vibration, and harshness (NVH) level in the powertrain. The sensed parameter of the transmission shaft may be one of acceleration, speed, and torque of the transmission shaft. The transmission shaft may be one of the input shaft and output shaft of the transmission.

Abstract: A power transmission system of a hybrid electric vehicle includes an input shaft a first planetary gear set disposed on the input shaft while having a first sun gear, a first planetary carrier, and a first ring gear, a second planetary gear set having a second sun gear, a second planetary carrier, and a second ring gear, a third planetary gear set having a third sun gear, a third planetary carrier, and a third ring gear, first to sixth rotation shafts and three friction elements selectively connect the respective rotation shafts to each other or selectively connect the respective rotation shafts to the transmission housing.

Abstract: A shift control method for a dual clutch transmission (DCT) vehicle may include determining whether power-on downshift is initiated, determining a progress degree of a shift process if the power-on downshift is initiated, determining a difference in the number of shift stages between a target shift stage and a current shift stage according to the determined progress degree of the shift process, and selecting and performing one of downshifts (e.g., other shaft full-skip power-on downshift, same shaft power-on downshift, and other shaft power-on downshift) according to the progress degree of the shift process and the shift stage number difference.

Abstract: A device for torque vectoring in a wheeled vehicle is presented. The device includes a differential mechanism arranged on an axle having a first drive shaft and a second drive shaft, an electrical power source connected to an electrical motor, the electrical motor being connectable to the axle for torque vectoring between the first drive shaft and the second drive shaft, and control means connected to the power source and configured to receive a plurality of variables representing the current vehicle state and to determine drive currents being dependent on the variables, wherein the drive currents are supplied to the electrical motor from the power source for introducing a torque increase to either one of the first or second drive shafts and a corresponding torque decrease to the other one of the first or second drive shafts.

Abstract: Inventive embodiments are directed to components, subassemblies, systems, and/or methods for infinitely variable transmissions (IVT). In one embodiment, a control system is adapted to facilitate a change in the ratio of an IVT. In another embodiment, a control system includes a carrier member configured to have a number of radially offset slots. Various inventive carrier members and carrier drivers can be used to facilitate shifting the ratio of an IVT. In some embodiments, the traction planet assemblies include planet axles configured to cooperate with the carrier members. In one embodiment, the carrier member is configured to rotate and apply a skew condition to each of the planet axles. In some embodiments, a carrier member is operably coupled to a carrier driver. In some embodiments, the carrier member is configured to couple to a source of rotational power. Among other things, shift control interfaces for an IVT are disclosed.

Abstract: A hybrid system includes a hybrid module that is located between an engine and a transmission. The hybrid system includes an energy storage system for storing energy from and supplying energy to the hybrid module. An inverter transfers power between the energy storage system and the hybrid module. The hybrid system also includes a cooling system, a DC-DC converter, and a high voltage tap. The hybrid module is designed to recover energy, such as during braking, as well as power the vehicle. The hybrid module includes an electrical machine (eMachine) along with electrical and mechanical pumps for circulating fluid. A clutch provides the sole operative connection between the engine and the eMachine. The hybrid system further incorporates a power take off (PTO) unit that is configured to be powered by the engine and/or the eMachine.

Abstract: Disposed is an organ type electronic shift lever formed on a console surface at a periphery of a driver seat in a vehicle. The electronic shift lever may include a step motor coupled to the console surface and having both ends to which motor rotation shafts are connected, a pair of lever arms each having one end rotatably coupled to one or each of the motor rotation shafts, a pair of lever pins each rotatably coupled to the other end of one or each of the lever arms, a shift lever having side portions rotatably connected to the lever arms by the lever pins and a rear end to which a magnetic unit is coupled, a display unit formed on the shift lever, and a recognition sensor formed in the console surface and sensing a position of the magnetic unit. When the shift lever is moved forward or rearward while forming an inclination angle with the console surface, a gear shift stage of the vehicle is changed.

Abstract: The invention relates to a method for operating a drivetrain (10) of a motor vehicle, having the steps: detecting at least one variable which quantifies and/or influences a movement of the motor vehicle; activating an all-wheel drive system of the motor vehicle as a function of the variable; wherein it is estimated, on the basis of the at least one variable, whether a relevant driving situation is impending, and in this case only, the all-wheel drive system is activated before the onset of the relevant situation. The invention also relates to a system for operating a drivetrain (10) of a motor vehicle.

Abstract: A torque vectoring device (4-18) for two half-axles of a vehicle drive axle, provided with a conventional differential (20-27), through which drive torque is supplied from a propulsion motor, is connected on one hand to one of the half-axles (1), on the other hand to the cage (24) of the differential (20-27). An electric motor (15) of the torque vectoring device is connected via a differential transmission in the form of a planetary gearing (10) to said one of the half-axles (1) and the cage (24). The arrangement is such that the electric motor stands still, when the rotational speed of the half-axle (1) and the cage (24) is the same.

Abstract: A vehicle driveline torque managing process provides a motor driven actuator that manages clamping forces exerted on a clutch pack and regulates a coupling of power between a driveshaft and one of the axles of a vehicle, based on clutch positions. The process derives coupling torque values by stepping a motor from a maximum clutch separation position through a series of clutch positions while recording a motor driven commanded torque value at each step, up to a maximum clutch compression position having a maximum commanded motor torque value. Then, each motor driven commanded torque value is converted into respective clutch force values as a function of clutch position, thereby relating each clutch torque to a clutch position based on conversion tables stored in a controller that are associated with physical factors that influence clutch torque for each of the respective clutch actuator positions.

Abstract: A power transmitting that includes an epicyclic multi-speed transmission that employs friction to torsionally ground one or more elements of the transmission to either inhibit their rotation or to couple the elements together for common rotation. The epicyclic multi-speed transmission avoids clutch configurations that employ stationary clutch packs that are configured to exert force on a rotatable element of the transmission through a thrust bearing, as well as clutch configurations that employ a hydraulically operated piston that rotates with a clutch pack, to reduce drag force and eliminate the need for rotary seals.

Abstract: A friction roller planetary gearing includes a first and a second sun which are axially displaceable with respect to one another and at least one of the suns is connected for conjoint rotation to a sun shaft. Stepped planets roll on the suns, on a first annulus and on a second annulus. The suns, the annuluses and the stepped planets are configured as friction rings. The second annulus is axially displaceable relative to the first annulus. A first torque-dependent axial displacement device controls a contact pressure between the suns and contact surfaces of the planets by using a torque-dependent axial displacement of at least one of the suns. A second torque-dependent axial displacement device controls a contact pressure between the annuluses and contact surfaces of the planets by using a torque-dependent axial displacement of at least one of the annuluses.

Abstract: When a first drive shaft and a second drive shaft rotate at equal rotational speeds, a first rotor and a second rotor rotate at equal rotational speeds. On the other hand, a rotational difference is generated between the first drive shaft and the second shaft by generating a torque between the first rotor and the second rotor and consequently, a rotational difference between the first rotor and the second rotor, so that a torque distribution between the first drive shaft and the second drive shaft is adjusted according to the torque generated between the first rotor and the second rotor. With this process, the torque distribution between the first drive shaft and the second drive shaft is adjusted without complicating the structure, and a loss when the first drive shaft and the second drive shaft rotate at equal rotational speeds is reduced.

Abstract: A vehicle driveline with an axle assembly having an input member, a first output member, a second output member and a power distribution system that includes a transmission and a differential. The differential has first and second differential outputs. The first differential output is coupled directly to the first output member. The transmission is configured to control rotary power transmitted through the differential to the first and second output members. The axle assembly is operable in a first mode, which has no effect on a torque transmitted from the second differential output to the second output member, a second mode, which reduces the torque that is transmitted from the second differential output to the second output member, and a third mode that increases the torque that is transmitted from the second differential output to the second output member.

Abstract: A method for safety improvement when a motor vehicle (100) having a power train with an engine (230), automatic gearbox (240) and torque converter (237) is stationary and particle filter (320) for the exhaust gases of the engine (230) is being regenerated; The step of applying safety brake action to keep the vehicle (100) stationary despite torque transfer being maintained in the power train. The step of choosing in the gearbox (240) a gear step which is higher than an initial gear step of the gearbox (240) in order to reduce the torque transferred to the vehicle's tractive wheels (247a, 247b) when the vehicle is thus kept stationary. Also a computer program product with program code (P) for a computer (200; 210) for implementing the method. Also a device for safety improvement when a motor vehicle (100) is stationary and a particle filter (320) for the exhaust gases of the engine (230) is being regenerated. Also, a motor vehicle (100) equipped with the device.

Abstract: A process is provided for preparing a defined starting operation of a motor vehicle selectable by the driver, having a starting element arranged between an engine and a transmission. In the event of a maximal power demand by the driver and in the event of the selection of the defined starting operation by an electronic control unit, the rotational speed or the torque of the engine is set to a specified value, wherein the specified value is automatically determined by the electronic control unit as function of a determined friction parameter, by which at least one relative prediction concerning the transmissible drive torque to be expected for the acceleration operation can be made, such that, by use of the specified during the starting and acceleration operation following the preparation, the maximally possible drive torque is achieved for the best possible acceleration.