Abstract: A torque transfer assembly for a tandem axle drive train, having a first synchronizer assembly including a first portion arranged to non-rotatably connect to a power input shaft arranged to receive torque from an engine, a second synchronizer assembly, an overdrive gear assembly engageable with the first synchronizer assembly, and an inter-axle differential gear (IAD) arranged to engage first and second power shafts, and engaged with the second synchronizer assembly. In a differential mode, a first torque path is formed from the power input shaft to a first axle through the first synchronizer, the power shafts, the IAD and second synchronizer, and a second torque path is formed from the power input shaft to a second axle through the first synchronizer, the power shafts, and the IAD, and, in overdrive mode, a third torque path is formed from the power input shaft to the first axle through the first synchronizer.

Abstract: A power transmission device for a hybrid vehicle includes: a transmission device that includes a carrier to which an engine rotation shaft is connected; a differential device that includes a plurality of rotation components individually connected to a drive wheel, an MG2 rotation shaft, an MG1 rotation shaft, and a ring gear of the transmission device; a gear shift adjustment device that is able to control the transmission device to a neutral state where the transmission of power between the carrier and the ring gear is not allowed or to a state where the transmission of power is allowed; and an HVECU that includes a first step of controlling the transmission device to the neutral state in a state where the transmission of power between the carrier and the ring gear is allowed.

Abstract: In an apparatus for determining failure of a double-clutch automatic transmission having a line pressure-regulating valve, pressure-regulating valves and select valves, it is determined whether the pressure regulated by the line pressure-regulating valve is equal to or greater than a predetermined pressure and it is determined that the line pressure-regulating valve has failed if the pressure regulated by the line pressure-regulating valve is determined to be less than the predetermined pressure, whereas it is determined that one from among the pressure-regulating valves and select valves has failed if the pressure regulated by the line pressure-regulating valve is determined to be equal to or greater than the predetermined pressure.

Abstract: An arrangement for estimating the input torque of a dual-clutch transmission for a vehicle is provided. The transmission includes an inner input shaft and an outer input shaft arranged concentrically with respect to the inner input shaft. The arrangement further includes a dual-clutch assembly connecting the shafts to an output shaft of an engine. A torque sensor is arranged on the outer input shaft and connected to a transmission control unit. By torque sensor, a measured torque value is provided during operation of the outer input shaft and for providing an estimated torque value during operation of the inner input shaft.

Abstract: A front differential double disconnect includes a front differential having a first side gear and a second side gear, a first shaft having a first gear configured to selectively engage the first side gear, a second shaft having a second gear, and a third shaft disposed between the first shaft and the second shaft. The third shaft includes a third gear configured to engage the second side gear and selectively engage the second gear. The first shaft is shiftable between a first position where the first gear does not engage the first side gear, and a second position where the first gear meshingly engages the first side gear to transmit rotational movement therebetween.

Abstract: A spur differential gear, including a planet carrier having a rim gear carrier with a plurality of radially inward protruding segments circumferentially displaced from each other creating windows therebetween, and first and second hubs fixedly secured to opposite axial sides of the plurality of segments, wherein the components of the rim gear carrier are non-rotatably connected to each other, first and second output gears, a revolving planet arrangement contradirectionally rotatably coupling the first and second output gears via a plurality of circumferentially displaced planet pairs, each planet pair including first and second revolving planets configured to rotate around their own planet axes, wherein the first and second revolving planets revolve with the planet carrier around the axis of rotation and are rotatable opposite it around the first and second planet axes, respectively, wherein one of the plurality of planet pairs is accommodated in each of the plurality of window segments.

Abstract: A shifting arrangement for a dual clutch transmission as a change-speed transmission for motor vehicles, with two coaxially arranged input shafts, each of which can be activated via a respective clutch, an axially parallel output shaft and gear sets arranged on the shafts and shiftable by means of synchronous clutches to form a plurality of forward gears and one reverse gear, wherein the gear sets are subdivided into a first subtransmission with one of the input shafts and a second subtransmission with the other input shaft. A pre-shifting unit and/or post-shifting unit shiftable into at least two transmission ratio stages is associated with the first subtransmission and/or the second subtransmission.

Abstract: The invention relates to an adjustment mechanism that includes a set ring gears which are arranged coaxially towards a central axis and which each include a cylindrical toothing system, two eccentric wheels with beveloid gears which mesh with the cylindrical toothing systems of the ring gears, eccentric axes which are inclined at an angle towards the central axis, and a central shaft that is driven by a drive shaft onto which the eccentric wheels are mounted. The set of ring gears include a center ring gear that is circulating and two outer neighboring ring gears which are solidly fixed.

Abstract: A transmission is provided having an input member, an output member, four planetary gear sets, a four coupling members and a six torque-transmitting mechanisms. Further, a hydraulic fluid control circuit is provided for controlling the operation of the plurality of torque-transmitting devices. The hydraulic fluid control circuit receives pressurized hydraulic fluid from an off-axis hydraulic fluid pump and has a plurality of fluid passages disposed in the transmission house, input member and other coupling members.

Abstract: A disconnect clutch and method of controlling the connection of a parasitic load to an engine disposed on a machine is disclosed. The disconnect clutch may comprise a flywheel assembly, a friction plate and a coupling. The flywheel assembly may include a flywheel having a cavity, a chamber, a piston moveable between a contracted position and an expanded position, a pressure plate, a lever, and a coupling operably connected to the friction plate. The flywheel may include an end plate. The chamber may be defined by the flywheel and the piston. The lever may apply an activation force to the pressure plate when the piston is in the expanded position. The friction plate may be attached to and rotatable with the flywheel assembly when the piston is in the expanded position and generally stationary when the piston is in the contracted position.

Abstract: A method for controlling regenerative braking in a hybrid electric powertrain includes using an e-pump to supply fluid to a transmission provided an indication that a torque converter clutch disengagement will occur under current powertrain operating conditions is present, and discontinuing use of the e-pump and using a mechanical pump to supply fluid to the transmission provided the indication that a torque converter clutch disengagement will occur under current powertrain operating conditions is absent.

Abstract: A clutch for selectively driving a mechanism. The clutch includes an engagement member movable between an engaged position for driving the mechanism and a disengaged position. The clutch also includes an actuation assembly having a first member pivotable about a pivot and cooperative with a control element for movement between a retaining position and a release position, and a second member pivotable about the pivot between the retaining position and the release position. The second member extends towards the engagement member in the retaining position for maintaining the engagement member in the disengaged position. The second member is pivotable about the pivot independently of the first member such that the second member is rotatable relative to the first member.

Abstract: A transmission is provided having an input member, an output member, at least four planetary gear sets, a plurality of coupling members and a plurality of torque transmitting devices. Each of the planetary gear sets includes first, second and third members. The torque transmitting devices include clutches and a brake actuatable in combinations of four to establish a plurality of forward gear ratios and at least one reverse gear ratio.

Abstract: A control device of a continuously variable transmission for a vehicle to which power of a drive force source is input through a transmission path connecting/disconnecting device changes a gear ratio of the continuously variable transmission to a lower vehicle speed side during vehicle deceleration when the transmission path connecting/disconnecting device is in a power transmission interrupted state of interrupting power transmission through a power transmission path between the drive force source and the continuously variable transmission, earlier as compared to when the transmission path connecting/disconnecting device is in a power transmittable state enabling the power transmission, and the control device changes a gear ratio of the continuously variable transmission earlier to the lower vehicle speed side when vehicle deceleration is larger, when the transmission path connecting/disconnecting device is in the power transmission interrupted state.

Abstract: According to an embodiment, a valve assembly is provided for use with a fluid system for controlling flow rate to a fluid circuit for cooling and/or lubricating a clutch assembly in a transmission. The spool valve has a first outlet and a second outlet in fluid communication with the fluid circuit. The spool valve has a first configuration with zero flow to the fluid circuit, a second configuration providing a first flow to the fluid circuit through the first outlet, and a third configuration providing a second flow to the fluid circuit through the first and second outlets. The first outlet has a metering orifice. The flow across the valve is a function of the stroke distance of the spool.

Abstract: Control apparatus for internal combustion engine in which alcohol fuel can be used includes: acquisition unit for acquiring alcohol concentration of fuel; electric motor for driving internal combustion engine; and a control unit configured to control the internal combustion engine and the electric motor. The control unit is configured, when the running time from a low-temperature start to the stoppage of the internal combustion engine or a parameter increasing with an increase of the running time is equal to or lower than a predetermined value, to cause, after the stoppage of the internal combustion engine, the electric motor to subject the internal combustion engine to motoring and to set the motoring time of the motoring to be shorter when a fuel alcohol concentration acquired by the acquisition unit is relatively high compared to when a fuel alcohol concentration acquired by the acquisition unit relatively is low.

Abstract: A swash plate angle for a hydrostatic power unit of a continuously variable hydromechanical transmission is determined using a feedforward compensation term, to reduce reliance on closed loop control. The feedforward term is based on knowledge of the hydrostatic power unit determined as a function of knowledge of certain parameters, including, but not limited to, hydrostatic power unit pressure, swash plate angle, desired hydrostatic power unit ratio, and pump speed.

Abstract: A powertrain system includes an internal combustion engine having a crankshaft that fixedly couples to an input member of a multi-mode transmission including first and second torque machines. The transmission operates in one of a plurality of fixed-gear modes and variable modes through selective activation of first and second clutches. A control method includes, in response to a command to operate the multi-mode transmission in a fixed-gear mode, activating only the first clutch and commanding the engine to an OFF state. The first torque machine is controlled to generate a first torque output responsive to a drag torque that is offset by an engine reactive torque with the engine in the OFF state. The transmission operates in the fixed-gear mode by controlling the second torque machine to generate a second torque output responsive to an operator torque request and the first torque output of the first torque machine.

Abstract: A multi-stage transmission for a vehicle may include an input shaft, an output shaft, first, second, third and fourth planetary gear devices disposed between the input shaft and the output shaft to transmit rotary force, each of the first, second, third and fourth planetary gear devices having three rotary elements, and at least six shifting elements connected to the rotary elements of the first, second, third and fourth planetary gear devices.

Abstract: A transmission is provided. The transmission includes an input portion drivingly engaged with a power source, a planetary gear, a continuously variable variator, and a clutching device. The planetary gear arrangement has a portion drivingly engaged with the input portion. The continuously variable variator includes a portion which is drivingly engaged with at least one of the planetary gear arrangement and the input portion. The clutching device may be selectively drivingly engaged with a portion of the continuously variable variator. The clutching device and the planetary gear arrangement facilitate a transition between at least two operating modes of the continuously variable variator.