Abstract: A powertrain system includes a clutch pedal module, a gear selector module, a powertrain control module, a motor, and a transmission. The clutch pedal is selectively disposed in one of a first clutch position and a second clutch position. The gear shift lever is selectively disposed in one of a plurality of forward gear positions and a reverse gear position. The powertrain control module operates a control logic sequence to convert the input signals to a plurality of transmission output signals. The transmission is an automatic transmission operating in a manual mode having gear selection controlled by the driver.

Abstract: A method for operating a vehicle drive train (1) comprising a prime mover (2), transmission (3), and comprising a driven end (4) may include limiting, during a demand for engaging a form-locking shift element (A, F) of the transmission (3) when a rotational speed of the driven end (4) is close to zero, a rate of change of a transmission input torque present at the form-locking shift element (A, F) to a value. Below the value, forces present at the form-locking shift element (A, F) during an engagement process are less than a load limit. Above the value, irreversible damage to the form-locking shift element (A, F) occurs.

Abstract: A vehicle includes a transmission having an electric machine, a park ring fixedly coupled to the electric machine, and a parking pawl engageable with the park ring to hold the park ring stationary when the transmission is in PARK. A vehicle is programmed to, responsive to a request to shift from PARK, command disengagement of the parking pawl and concurrently command a torque to the electric machine to counteract driveline torque on the park ring.

Abstract: An electric vehicle includes a disc fixed to a housing. The electric vehicle also includes a first shaft connected to a motor and rotatable by the motor, and a second shaft connected to a wheel and spaced apart from the first shaft. Further, the electric vehicle includes a hub press-fitted to an outer circumference of the second shaft, and a sleeve spline-coupled with an outer circumference of the hub. The sleeve is slidable between the first shaft and the disc. The electric vehicle operates in any one of a driving mode, a neutral mode, and a parking mode according to a position of the sleeve.

Abstract: A friction clutch for coupling a drive shaft of a motor vehicle engine to a transmission input shaft of a motor vehicle transmission includes a lamina, an axially movable contact plate, and a plurality of friction disks. The lamina has a first friction surface facing in a first axial direction, and a second friction surface facing in a second axial direction, opposite the first axial direction. The contact plate has a plurality of holders arranged to hold the lamina. Each of the holders forms a positive connection with the lamina in the circumferential direction, and each of the first friction surface and the second friction surface is frictionally connectible to a friction disk to transmit torque. A first friction disk is arranged to be positioned between a counter plate and the lamina, and a second friction disk is positioned between the lamina and the contact plate.

Abstract: A method for determining an actuator path of a hydraulic clutch actuator, includes measuring a first temperature of the hydraulic clutch actuator with a first temperature sensor, measuring a second temperature of the hydraulic clutch actuator with a second temperature sensor, calculating a first temperature difference between the first temperature and the second temperature, using the first temperature or the second temperature as a clutch actuator temperature to determine a compensation value of the actuator path when the first temperature difference is less than a threshold value, and modifying the actuator path using the compensation value. In an example embodiment, the first temperature sensor measures a one of a circuit board temperature, an angle sensor temperature or a pressure sensor temperature, and the second temperature sensor measures another one of the circuit board temperature, the angle sensor temperature or the pressure sensor temperature.

Abstract: A vehicle drive train, has a clutch unit actuatable by an actuating unit, and a sensor for determining the coupling status. The actuating unit includes an electromagnetic actuator having a piston movable from a starting to an end position. At least the piston and the clutch are acted on by a transmission fluid. Operating the drive train can include: a) actuating the actuator and moving the piston from the starting position; b) ascertaining a measured sensor value; c) ascertaining a temperature of the transmission fluid by measuring an electrical resistance of the actuator and/or measuring a first time interval between actuation of the actuator according to step a) and the detection by the sensor of an intermediate position that is reached by the piston; d) determining an actual position of the piston based on the measured sensor value and the temperature; and e) moving the piston, starting from the determined actual position, into the end position.

Abstract: A number of variations may include a product including a single clutch pack having a plurality of clutch plates, and a first friction material on a first plate of the plurality of clutch plates, and a second friction material on a second plate of the plurality of plates, the first friction material being different than the second friction material, and constructed and arranged to provide a tailored combination of torque capacity and response time that would be produced by a clutch pack having solely the first friction material on plates thereof or the second friction material on plates thereof.

Abstract: An input drum of an automotive transmission for motor vehicles is formed from a plurality of components assembled together. The input drum has a hub having outwardly extending tabs, and a clutch cylinder having internal grooves for receiving the tabs when the hub is assembled to the clutch cylinder. The hub and the clutch cylinder are arranged such that openings in the hub and openings in an inwardly extending circumferential flange of the clutch cylinder are in axial alignment when the tabs of the hub are received in the internal grooves of the clutch cylinder. The hub and clutch cylinder are assembled together by connecting elements extending through the aligned openings in the hub and clutch cylinder. An input shaft is permanently or removably attached to the hub.

Abstract: A driving force connecting/disconnecting device includes an externally toothed spline provided on an outer periphery of one of a first shaft member and a second shaft member, an internally toothed spline engageable with the externally toothed spline, a sleeve provided with the internally toothed spline which is engageable with the externally toothed spline by moving in an axis line direction and connecting the first shaft member and the second shaft member for transmitting the driving force, a moving mechanism which moves the sleeve in the axis line direction, a holder which holds the sleeve and the moving mechanism, and a positioning mechanism for positioning the holder in the axis line direction by bringing the holder into contact with the one of the first shaft member and the second shaft member thereby to mount the holder to the first shaft member.

Abstract: A form-locking shift element may include a first shift-element half and a second shift-element half which are engageable with each other by moving at least the first shift-element half. A method for determining an operating condition of the form-locking shift element may include monitoring a position of the first shift-element half with a sensor, and, when a value of a signal generated by the sensor is greater than an applicable value and when the first shift-element half is actuated and displaced towards an engaged operating condition, determining that the shift element is sufficiently engaged to transmit a torque at the form-locking shift element. The applicable value corresponds to a defined overlap between the first and second shift-element halves that is less than an overlap when the first shift-element half is in the engaged operating condition.

Abstract: A clutch assembly for driveline components is provided. The ball ramp having first and second ball ramp members and at least one ball is provided. The first ball ramp member of the ball ramp is in operational communication with an input member to the clutch assembly. A first set of plates of a clutch pack are in operational communication with the input member and a second set of plates of the clutch pack are in operational communication with an output member. A sprag clutch assembly that is operationally coupled to the second ball ramp member of the ball ramp, only allows the second ball ramp member of the ball ramp to rotate in first direction. A thrust bearing that is in operational communication with the second ball ramp member of the ball ramp selectively disengages the clutch pack when the output member rotates in a second direction.

Abstract: An apparatus for shift control in a vehicle includes: a transmission; an acceleration apparatus; and a control circuit electrically connected with the transmission and the acceleration apparatus. The control circuit shifts the transmission from a drive state to a neutral state when an activation condition for coasting is satisfied during travel of the vehicle, and corrects an oil pressure for release of a clutch in the transmission at the time of a kickdown shift, when a driver's input for kickdown is detected through the acceleration apparatus during the coasting.

Abstract: A gear shifting apparatus for a multi-speed transmission includes a shifting unit controlling gear shifting by a torque of an actuator and a parking unit controlling a parking state by the torque of the actuator. The actuator includes a control motor transmitting a driving torque to driven gears of the shifting and parking units through a drive gear externally gear-meshed with the driven gears. The shifting unit includes a cam block connected to a first driven gear engaged with the drive gear and having a cam surface on an exterior circumference for shift-stages for controlling gear shifting. In addition, the parking unit includes a parking gear and a parking sprag having an engagement end for controlling engagement and disengagement of a parking state.

Abstract: Systems and apparatuses include an alternator and a gearbox. The alternator includes an alternator housing defining an alternator flange, a rotor and stator positioned within the alternator housing, an alternator shaft coupled to the rotor for rotation about a central axis, and a first alternator bearing positioned distal from the alternator flange and supporting the alternator shaft. The gearbox includes a gearbox housing including a first flange structured to rigidly couple to an engine, and a second flange structured to rigidly couple to the alternator flange, an input shaft rotatable about the central axis, a gearbox bearing coupled to the gearbox housing and supporting the input shaft, an epicyclic gear train, and an output plate coupled to the epicyclic gear train and the alternator shaft.

Abstract: An epicyclic gearing that includes a first set of planet gears arranged on a first planet gear plane, a second set of planet gears arranged on a second planet gear plane, and a planet carrier configured to circulate about a gear axis and including a carrier wall that extends between the first planet gear plane and the second planet gear plane in an intermediate region, and the planet carrier further includes planet pins configured to mount the first or second set of planet gears, wherein a web structure is attached to the carrier wall, wherein the web structure extends in the direction of the gear axis, wherein the web structure includes a support structure that extends radially in relation to the gear axis, and a support structure that includes a hole for receiving a section of a planet gear pin.

Abstract: A reducer, an electric vehicle drive system with the reducer, and a control method for the electric vehicle drive system with the reducer comprises, in a reducer, a first countershaft is transmittingly connected to a first input shaft, a second countershaft is transmittingly connected to a second input shaft, and a centralized driving piece is transmittingly connected to a power input end of a differential apparatus. A first transmission assembly and a second transmission assembly are respectively configured to connect or disconnect power transmission between the first countershaft and the centralized driving piece and connect or disconnect transmission assembly power transmission between the second countershaft and the centralized driving piece. A first output shaft and a second output shaft are transmittingly connected to two power output ends of the differential apparatus respectively.

Abstract: A work vehicle includes an engine, a hydrostatic transmission, and a controller. The hydrostatic transmission includes a traveling pump driven by the engine, a hydraulic circuit connected to the traveling pump, and a traveling motor connected to the traveling pump via the hydraulic circuit. The controller is configured to control the traveling motor and the traveling pump, determine a target flow rate of the traveling motor or the traveling pump, determine a correction amount of the target flow rate from a hydraulic pressure of the hydraulic circuit, and determine a target displacement of the traveling motor or the traveling pump from the target flow rate and the correction amount.

Abstract: In a hydraulic clutch actuation system for controlling in particular a clutch-controlled compensation unit of a drivetrain of a motor vehicle, in which hydraulic clutch actuation system a hydraulic pump is used for generating hydraulic pressure in a hydraulic fluid for the purposes of clutch actuation by means of a hydraulic clutch actuation device, provision is made whereby the hydraulic fluid is supplied as clutch oil to the friction members of the friction clutch which are to be oiled with clutch oil (cooling and/or lubricating oil). In this way, improved and more reliable oiling of the clutch can be made possible even at low vehicle speeds and under heavy clutch load, wherein, despite this, very rapid dry-running of the cutches, and low power losses generated by the clutch oiling, are ensured.

Abstract: A transmission (G) for a motor vehicle includes an electric machine (EM), an input shaft (GW1), an output shaft (GWA), two planetary gear sets (P1, P2), and at least five shift elements (A, B, C, D, E). Different gears can be selected by selectively actuating the at least five shift elements (A, B, C, D, E). In interaction with the electric machine (EM), different operating modes can be implemented.