Abstract: A method of correcting clutch characteristics of a vehicle may include determining whether or not a difference in temperature between a surface and a core of a driving clutch exceeds a reference value, and correcting a torque-stroke (T-S) curve if it is determined that the difference in temperature exceeds the reference value. The correcting of the T-S curve may include moving the T-S curve from a currently selected position in a direction in response to a rise in temperature.

Abstract: An approach is provided in which a powertrain synchronizer analyzes condition data that corresponds to impending conditions external to a vehicle. The powertrain synchronizer predicts a driver's future action in response analyzing the condition data and adjusts the vehicle's powertrain subsystem based upon the predicted driver action.

Abstract: An electric drive module for transferring torque to wheels of a motor vehicle a planetary gearset having a first member driven by the rotor and a second member. A synchronizer restricts a third member of the planetary gearset from rotation when the electric drive module operates at a first drive ratio. The synchronizer transfers energy from the rotating rotor to the third member during a shift between the first drive ratio and a second drive ratio to match the rotational speeds of the rotor and the second member. A reduction unit includes an input member being driven by the second member and also includes an output member driven at a reduced speed relative to the input member. A differential assembly includes an input driven by the output member, a first differential output driving a first output shaft, and a second differential output driving a second output shaft.

Abstract: A vehicle control system is provided to control driving force to improve turning performance in a vehicle having an automatic transmission without causing conflict with a shifting control of the transmission. The vehicle control system comprises: a shifting means that carries out a shifting operation of the transmission based on an execution condition including an execution threshold governed by a vehicle speed and an operating amount of an accelerator performed by a driver; a driving force controlling means that carries out a turning performance improving control for stabilizing a vehicle behavior by controlling a driving force during turning; and a shifting condition correcting means that corrects a value of the operating amount of the accelerator as the execution condition during execution of the turning performance improving control.

Abstract: A lubricant pump assembly for use with a power distribution unit for a vehicle, comprising a pump, a first rotating component, a second rotating component, and a lubricant. The pump has an inlet and an outlet. The inlet and the outlet are in fluid communication with a housing of the power distribution unit. The first rotating component is disposed in the housing of the power distribution unit. The second rotating component is disposed in the housing of the power distribution unit adjacent the first rotating component. The lubricant is disposed within the housing of the power distribution unit. The pump transfers a portion of the lubricant from the inlet to the outlet. The outlet is disposed adjacent the first rotating component and the second rotating component to dispose a portion of the lubricant therebetween.

Abstract: A method for operating a drive train of a hybrid vehicle with a hybrid drive comprising at least an electric machine and an internal combustion engine, wherein an automated manual transmission is connected between the internal combustion engine and an output, wherein the electric machine is coupled via a friction clutch to a shaft of the automated manual transmission. Wherein in the automated manual transmission, by interruption of the drive torque provided by the hybrid drive on the output, shifts are executed in such a way that in a first phase the drive torque provided at the output is first reduced, subsequently in a second phase the actual gear shift is executed and following that in a third phase drive torque is built up at the output.

Abstract: A non-contact magnetic drive assembly with mechanical stop elements for a vacuum deposition system employing a lift-off process having a HULA configuration featuring a plurality of magnets coupled in an annular orientation to a central ring and an orbital ring, each magnet of the orbital ring becomes superposed with a magnet of the central ring as the orbital ring rotates, and a central drive component driving either the central ring, the orbital ring around the central ring or both simultaneously, the central drive component provides a rotational speed allowing non-contact, magnetic drive rotation of the orbital ring around the central ring until a difference between a magnetic drive torque of the superposed magnets and the rotational speed of the central drive component causes the superposed magnets to decouple enabling mechanical drive rotation by interactive contact between a plurality of central ring teeth and a plurality of orbital ring.

Abstract: Inventive embodiments are directed to components, subassemblies, systems, and/or methods for continuously variable transmissions (CVT). In one embodiment, a control system is adapted to facilitate a change in the ratio of a CVT. In another embodiment, a control system includes a stator plate configured to have a plurality of radially offset slots. Various inventive traction planet assemblies and stator plates can be used to facilitate shifting the ratio of a CVT. In some embodiments, the traction planet assemblies include planet axles configured to cooperate with the stator plate. In one embodiment, the stator plate is configured to rotate and apply a skew condition to each of the planet axles. In some embodiments, a stator driver is operably coupled to the stator plate. Embodiments of a traction sun are adapted to cooperate with other components of the CVT to support operation and/or functionality of the CVT. Among other things, shift control interfaces for a CVT are disclosed.

Abstract: In a manual transmission mode, a downshift instruction signal is outputted by a position sensor, and a shift range is lowered by one gear, as a result of an operation of a shift lever by the driver. The driving force of the vehicle is increased through downshifting. The number of times of downshifting within a predefined time is limited to a predefined number of times.

Abstract: An automatic transmission controller for controlling an automatic transmission includes a neutral controller which is configured to perform neutral control, a neutral control permission determiner, and an engagement controller. The automatic transmission includes a plurality of planetary gear mechanisms and a plurality of engagement mechanisms. One of the plurality of engagement mechanisms is a mechanical engagement mechanism. The engagement controller is configured to allow rotation of an input shaft of the automatic transmission in a case where the neutral control determiner permits the neutral control and configured to set the plurality of engagement mechanisms including at least the mechanical engagement mechanism so as to fix an output shaft of the automatic transmission to a casing of the automatic transmission in a case where the output shaft of the automatic transmission is rotated by a wheel of a vehicle in a rotational direction such that the vehicle moves backward.

Abstract: A control device for a vehicle. While subject control is performed, a second engagement control unit controls the engagement pressure of the second engagement device to a mid-control set pressure that has been set to be equal to or more than a first engagement pressure and equal to or less than a second engagement pressure. The first engagement pressure is a lower limit engagement pressure capable of maintaining the second engagement device in the directly coupled engaged state, in a state in which requested torque that is torque required to be transmitted to the wheels is transmitted to the wheels. The second engagement pressure is a lower limit engagement pressure capable of maintaining the second engagement device in the directly coupled engaged state, in a state in which maximum output torque of the rotary electric machine is transmitted to the wheels.

Abstract: Planetary gear systems, transmissions, and apparatuses include at least one non-fixed annular gear, at least one non-fixed sun gear, at least one compound planet gear meshed between the at least one non-fixed annular gear and the at least one non-fixed sun gear, and at least one fixed gear meshed with the at least one compound planet gear. Rotational input to one of the at least one non-fixed annular gear and the at least one non-fixed sun gear results in an opposite rotational output of the other of the at least one non-fixed annular gear and the at least one non-fixed sun gear.

Abstract: Provided is a planetary gear train for transmission of e-bike motor, including: a carrier protrusively formed in a center with a stator axis insertion boss provided with a stator axis insertion groove in a shape corresponding to that of the stator axis for insertion of the stator axis, and mounted with a plurality of gear installation units; a plurality of planetary gears interposed rotatably mounted at an upper surface of the gear installation unit of the carrier; and a fixing pin rotatably mounting the plurality of planetary gears on the gear installation units, wherein the fixing pin includes a pin head inhibiting the planetary gears from deviating.

Abstract: An electromechanical actuator comprising a frame having mounted thereon a rotary motor and a gear train having an inlet shaft lying on the same axis as an outlet shaft of the motor and connected thereto, and an outlet ring coaxial with the outlet shaft of the motor and connected to a lever for operating a member that is to be driven. The gear train is carried by a casing mounted on the frame to pivot about the axis of the outlet shaft of the motor. An anti-blocking device is mounted on the frame and comprises a movable element that is movable between a blocking position for blocking the casing in rotation relative to the frame, and a release position for releasing the casing in rotation relative to the frame.

Abstract: A power-split transmission for a traction drive includes a hydraulic power branch and a further power branch. In order to control a velocity, a displacement volume of a hydraulic pump of the hydraulic power branch is configured to be adjusted by a hydraulic actuating device. For the purpose of adjustment, a control pressure medium can be applied to the actuating device by a control valve. An additional pressure-control device is configured to be used to set a control pressure of the control pressure medium to a setpoint value which is dependent on a drive range of the transmission or of the traction drive.

Abstract: A vehicle includes both a transmission park mechanism and an electronic parking brake. As a failure management strategy, a controller monitors vehicle movement to verify that the park mechanism is successfully restraining the vehicle against movement. Specifically, when the driver releases the brake pedal with the transmission park mechanism commanded to restrain the vehicle, the controller waits for a predetermined amount of time. If the vehicle moves during this time, the controller commands application of the electronic parking brake. The controller may also command application of the electronic parking brake if the vehicle does not come to a stop after the transmission park mechanism is commanded to restrain the vehicle.

Abstract: A shift device is provided with a shift lever, a parking switch, and a neutral switch. A transmission is switched to a range, in which the transmission of driving force to driving wheels of a vehicle is started, by the shift lever being operated in two or more directions from a home position and arriving at a specific position. The transmission is switched to a range, in which the transmission of driving force to the driving wheels of the vehicle is interrupted, by the parking switch and the neutral switch being operated in one direction.

Abstract: A method of operating a vehicle hybrid drive-train in which, depending on the operating situation, the engine and electric machine either operate individually or together. The engine and the electric machine can be coupled or separated by a clutch. The engine can be started by the electric machine or a separate starting device. To co-ordinate transmission shifts and required engine starts, during a transmission shifting process, if the engine needs to be started, then based on whether the shift is an upshift, a downshift, a traction shift or an overdrive shift and also depending on the type of engine start required, it is first determined whether the shift should be completed, at least partially completed or discontinued before carrying out the start and, based on this determination, measures for continuing, at least partially continuing or discontinuing the shift process are initiated.

Abstract: A hybrid vehicle driving device includes a first planetary gear mechanism, a second planetary gear mechanism, and a clutch, wherein a sun gear of the first planetary gear mechanism is connected to a first electric rotating machine, a carrier of the first planetary gear mechanism is connected to a driving wheel, a ring gear of the first planetary gear mechanism is connected to an engine, a sun gear of the second planetary gear mechanism is connected to a second electric rotating machine, the carrier of the second planetary gear mechanism is connected to the ring gear of the first planetary gear mechanism and the engine through the clutch, and a ring gear of the second planetary gear mechanism is connected to the driving wheel.

Abstract: A two mode automatic transmission for a motor vehicle includes a variable ratio component, a plurality of planetary gear assemblies, a chain drive assembly and a plurality of torque transmitting devices. A first planetary gear assembly is associated with an input shaft, a first clutch and a first brake and provides forward and reverse gears. The variable ratio component is driven by the output of the first planetary gear assembly and drives the second planetary gear assembly. The second planetary gear assembly, which may be either a simple or compound planetary assembly, is associated with a second clutch and a second brake and drives the chain drive assembly. The output of the chain drive assembly drives a third planetary gear assembly which is associated with an output shaft.