Abstract: A control system for a hybrid vehicle configured to prevent an undesirable engagement of the selectable one-way clutch is provided. In order to reduce a drag torque resulting from a cranking of an engine to bring the selectable one-way clutch into engagement mode, the control system raises a temperature of lubrication oil before carrying out the cranking of the engine if it is too low, and carries out the cranking of an engine by a motor after the temperature of the lubrication oil is raised to a level at which viscosity thereof is reduced.

Abstract: A method is described for determining a reference value of an actuating current that corresponds to a defined operating point of an electro-hydraulically actuated frictional shifting element of a continuously variable power-branched transmission, at which the shifting element transmission capacity is zero, and starting from which an increase of actuating force immediately increases the transmission capacity. The actuating current reference value of the shifting element, when closed with a further shifting element decoupled from the transmission output and when a transmission input rotational speed is higher than a defined threshold, is reduced until a rotational speed difference between the rotational speeds of the shifting element halves exceeds a predefined limit value such that, at the time when the limit value is exceeded, the reference value of the actuating current is the reference value of the actuating current that corresponds to the defined operating point of the shifting element.

Abstract: A differential gear mechanism incudes a differential casing. A first and a second side gear can be rotatably mounted within the differential casing. A pair of pinion gears can be mounted between the first and second side gears. Both of the pinion gears can be rotatably mounted on a cross shaft that is fixed for rotation with the differential casing. A clutch pack can include a plurality of annular plates that are interleaved between a plurality of annular friction disks. The clutch pack can be arranged on a first side of the cross shaft. An actuator assembly can comprise a piston received in a piston housing. The actuator assembly can be configured to actuate the clutch pack. The actuator assembly can be arranged on a second side of the cross shaft, opposite the first side.

Abstract: A reduction gear case (29) of a planetary gear reduction mechanism (28) is mounted on a reduction gear mounting part (18C) of an axle tube (18). A carrier (33) is provided with a wheel mounting part (33B) projecting outside of the reduction gear case (29). A wheel (2) is mounted on the wheel mounting part (33B) and an oil seal (39) is disposed between an outer peripheral surface of the wheel mounting part (33B) and an inner peripheral surface of the front wheel (2) of the reduction gear case (29). As a result, the oil seal (39) can be exposed by removing the front wheel (2) from the wheel mounting part (33B) in the carrier (33). On the other hand, a brake mechanism (40) is disposed on the inner peripheral side of the reduction gear mounting part (18C). Therefore, the brake mechanism (40) can be exposed by removing the front wheel (2) from the wheel mounting part (33B) in the carrier (33) and the planetary gear reduction mechanism (28) from the reduction gear mounting part (18C).

Abstract: A planetary gear train of claim of an automatic transmission for a vehicle may include an input shaft for receiving an engine torque, an output shaft for outputting a shifted torque, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first shaft, a second shaft, a third shaft, a fourth shaft directly connected with a transmission housing, a fifth shaft selectively connectable with the second shaft, a sixth shaft directly connected with the output shaft, a seventh shaft, an eighth shaft selectively connectable with the first shaft and the second shaft, and directly connected with the input shaft, and a ninth shaft selectively connectable with the sixth shaft.

Abstract: Motor speed control systems are disclosed that include a motor having an output shaft, a motor speed control system, a sensor to detect the speed of the motor, and a controller to receive a signal from the sensor and to control the speed of the output shaft. A gear reduction assembly is operably coupled to the output shaft and a detectable element located in the gear reduction assembly. The sensor senses the detectable element. The sensor is placed in the radial path of the detectable element. Another system includes a brushless motor having a housing and an output shaft, the brushless motor comprising electromagnetic field coils arrayed radially around a central magnetic shaft, a gear reduction assembly operably coupled to the output shaft, and a sensor placed in proximity to the brushless motor. The sensor communicates with a controller to control the speed of the output shaft.

Abstract: In a control apparatus for an automatic transmission including a continuously variable transmission mechanism continuously modifying speed ratio and a stepped transmission mechanism that is disposed on a downstream side of the continuously variable transmission mechanism and being switched between a plurality of gear positions by engaging and disengaging a plurality of frictional engagement elements, the control apparatus comprises a control unit that performs a coordinated shift by shifting the stepped transmission mechanism and simultaneously shifting the continuously variable transmission mechanism in an opposite direction to a shift direction of the stepped transmission mechanism in order to suppress variation in a through speed ratio, which is an overall speed ratio of the automatic transmission, when the stepped transmission mechanism is upshifted and the control unit predicts, on the basis of an increase in an accelerator opening, that judder will occur in the frictional engagement element during the u

Abstract: A hydraulic pressure supply apparatus, capable of quickly supplying hydraulic pressure to a power transmission apparatus and extending the service life of an accumulator for supplying hydraulic pressure to the power transmission apparatus, includes an oil pump which uses an internal combustion engine as a motive power source and is connected to the power transmission apparatus via an oil passage, for supplying operating hydraulic pressure to the power transmission apparatus, an accumulator connected to the oil passage and capable of accumulating hydraulic pressure, and a switching valve capable of effecting communication between the accumulator and the oil passage by opening during operation of the engine and cutting off the communication therebetween by closing during automatic stop of the engine. When it is determined that the engine is under manual stop caused by turn-off of an ignition switch of a vehicle, manual stop-time control for opening the switching valve is performed.

Abstract: A motor vehicle differential including a housing holding a differential mechanism including a ring gear attached to a cage of planetary gears, the housing including a first half-housing that is configured to accommodate the cage of gears and at least a part of the ring gear, and a second half-housing closing the first half-housing, the first half-housing including a chamber that accommodates at least a part of the ring gear, and that includes at least a main transverse wall adjacent to a transverse face of the ring gear. The first half-housing includes a mechanism recovering the oil splashed onto the wall and a mechanism redirecting the recovered oil to the cage of planetary gears.

Abstract: A differential transmission for a motor vehicle comprising a driving gear wherein the driver gear introduces torque to the transmission; a first output element and a second output element wherein the first and second output elements output torque from the transmission; a differential cage designed for transmitting torque from the driving gear to the first output element, wherein the differential cage is non-rotatably connected to the driving gear, and the first output element is rotationally arranged to the differential cage; a sliding sleeve wherein the sliding sleeve is arranged between the differential cage and the first output element, wherein the sliding sleeve has a lubricating recess which extends in a spiral shape in the circumferential direction and is operatively arranged to provide a lubricating film.

Abstract: A transmission system of a vehicle includes a starting clutch, a change clutch, a stepped transmission, a single spindle, a gear position sensor, an actuator, and a transmission controller. The change clutch and the stepped transmission are operated via the single spindle. The gear position sensor is to detect a shift stage of the stepped transmission. The actuator is to rotate the single spindle. The transmission controller, in a case where an engine is started in a state in which the shift stage of the stepped transmission is set in second gear or higher, is configured to control the actuator to carry out shift-down operation and configured to limit output of the engine so that an engine rotation speed becomes a value smaller than a predetermined value until the shift stage of the stepped transmission is set in neutral or first gear.

Abstract: Inventions are directed to components, subassemblies, systems, and/or methods for continuously variable transmissions (CVT). In one aspect, a control system is adapted to facilitate a change in the ratio of a CVT. A control system includes a control reference nut coupled to a feedback cam and operably coupled to a skew cam. In some cases, the skew cam is configured to interact with carrier plates of a CVT. Various inventive feedback cams and skew cams can be used to facilitate shifting the ratio of a CVT. In some transmissions described, the planet subassemblies include legs configured to cooperate with the carrier plates. In some cases, a neutralizer assembly is operably coupled to the carrier plates. A shift cam and a traction sun are adapted to cooperate with other components of the CVT to support operation and/or functionality of the CVT.

Abstract: A shift control method of an electronic shift lever may include detecting a collision of a vehicle when the vehicle is in an ignition-on state, detecting a shift range of the electronic shift lever, and preventing shifting by interrupting delivery of a signal for changing the shift range to a transmission, when the signal for changing the shift range is detected within a predetermined time after the detection of the collision.

Abstract: An automotive multistage transmission includes four planetary gear sets and six shifting members, and each of the planetary gear sets include three rotary members selectively connected to the six shifting members to transmit torque between input and output shafts, so that the automotive multistage transmission provides ten or more forward shifting stages and one or more rearward shifting stages with few parts and a simple configuration. With this arrangement, the transmission can improve fuel efficiency of a vehicle.

Abstract: An epicyclic gearing for splitting output drive power from a power input to a first power output and a second power output, comprising a superposition gearing stage, including a first sun gear, a first planetary gear set, a first planetary carrier, and a first ring gear, and a reverse gearing stage, including a second sun gear, a second planetary gear set, a second planetary carrier, and a second ring gear, wherein, the superposition gearing stage and the reverse gearing stage are kinematically coupled, and the epicyclic gearing is operatively arranged to operate in a first switching state or a second switching state, wherein the first switching state and the second switching state have different gear ratios.

Abstract: A shift control method of an automatic transmission may include determining, by a controller, whether a shift condition is satisfied, beginning, by the controller, release of an off-going element and engagement of an on-coming element when the shift condition is satisfied, determining, by the controller, whether a speed control entry condition is satisfied while performing the release of the off-going element and the engagement of the on-coming element, determining, by the controller, a target speed of a torque source when the speed control entry condition is satisfied, performing, by the controller, speed control of the torque source using the target speed of the torque source, determining, by the controller, whether a speed control completion condition is satisfied while performing the speed control, and completing, by the controller, the release of the off-going element and the engagement of the on-coming element when the speed control completion condition is satisfied.

Abstract: A vehicular drive device where the damper, the differential gear device, and the first rotary electric machine are disposed side by side on a first axis that is common thereto, the second rotary electric machine is disposed on a second axis that is parallel to the first axis and is different from the first axis, the output device is disposed on a third axis that is parallel to the first axis and is different from the first axis and the second axis, and the first gear mechanism is disposed on a fourth axis that is positioned on a side opposite to the second axis side with respect to a first reference plane that is a plane including both the first axis and the third axis.

Abstract: A control system of a hybrid vehicle, in which a driving power source for travel includes an engine that is started by cranking, a motor that can control a torque, and a clutch that is coupled with the motor and in which a transmission torque capacity continuously changes depending on a change of a control amount is configured to estimate a torque of the clutch based on the torque that the motor outputs, and change rates of the rotational speed of the motor and the clutch caused by changing the control amount, when the torque that the motor outputs is transmitted by the clutch that is in a slip state by changing the control amount.

Abstract: An infinitely variable transmission (IVT) having a rotatable input shaft arranged along a longitudinal axis of the transmission. In one embodiment, the input shaft is adapted to supply a lubricant to the interior of the transmission. In some embodiments, a stator assembly is coupled to, and coaxial with, the input shaft. The IVT has a plurality of planets operably coupled to the stator assembly. The planets are arranged angularly about the longitudinal axis of the transmission. In one embodiment, a traction ring is operably coupled to the planets. The IVT is provided with a housing that is operably coupled to the traction ring. The housing is substantially fixed from rotating with the input shaft. The traction ring is substantially fixed from rotating with the input shaft. In some embodiments, the IVT is provided with a lubricant manifold that is configured to supply a lubricant to the input shaft.

Abstract: A planetary gear train of an automatic transmission for a vehicle may include an input shaft receiving torque of an engine, an output shaft outputting torque of the engine, a first planetary gear set, a second planetary gear set, a third planetary gear set, a fourth planetary gear set, a first shaft, a second shaft directly connected to the input shaft, a third shaft, a fourth shaft, a fifth shaft selectively connectable to the third shaft, a sixth shaft selectively connectable to the third shaft, a seventh shaft selectively connectable to the fourth shaft, and an eighth shaft selectively connectable to the third shaft, and directly connected to the output shaft.