Abstract: An automatic transmission may include rotation shaft, sliding unit mounted on the rotation shaft and slidable up and down along the rotation shaft, diaphragm spring coupled to the sliding unit and deformed to be oriented toward first or second end of the rotation shaft along the rotation shaft according to position of the sliding unit, shift fork connected to the sliding unit or the diaphragm spring and configured to cause synchronizer to engage with speed change gear according to the position of the sliding unit, sliding-unit position adjuster connected to the sliding unit and adjusting the position of the sliding unit by causing the sliding unit to slide up or down along the rotation shaft, and controller for controlling the sliding-unit position adjuster to adjust elastic force of the diaphragm spring according to the vehicle speed by causing the sliding unit to slide upward or downward along the rotation shaft.

Abstract: Methods and systems are provided for a differential lock assembly for a motorized vehicle. In one example, the differential lock assembly includes a cam gear driven by an electric motor via a transmission of the assembly. The cam gear presses a biasing member against a clutch ring in order to couple a first axle half shaft of the vehicle to a carrier of a differential, and to rotate the first axle half shaft at a same speed as a second axle half shaft driven by the differential.

Abstract: A vehicle control device controls operation of a vehicle provided with a transmission having a direct gear and normal gears including an overdrive gear having a lower gear ratio than the direct gear. The device includes a travel segment determination unit which determines a forward travel segment having a different road slope from a current travel segment, a current gear position selection unit that selects a current gear position in accordance with a shift pattern, a forward gear position selection unit that selects a forward gear position based on a travel resistance of the vehicle in the forward travel segment, and a shift control unit that maintains a gear position as the direct gear while the vehicle travels in the forward travel segment, when a gear position of the transmission in the current travel segment is the overdrive gear and the forward gear position is the direct gear.

Abstract: A control device is provided for a vehicle including a drive source and an automatic transmission having a park lock mechanism for locking an output shaft and an engaging element to be engaged at the start of running. Output rotation of the drive source is input to the automatic transmission. The control device includes a control unit to limit a torque of the drive source until the release of locking by the park lock mechanism is completed in response to an instruction being given to change from a parking range to a travel range. The control unit is configured to limit the torque of the drive source from after the instruction is given to change from the parking range to the travel range until the release of locking by the park lock mechanism is completed.

Abstract: A method and associated apparatus for emergency stopping of a vehicle which has an electronic control unit (ECU) and speed sensors on each ground engaging wheel with other conventional components of a motor vehicle wherein once the apparatus for rapid stopping of a motor vehicle is activated, the brakes will stop the forward motion/rotation of each wheel and once the rotation of the tire is ceased the transmission is activated such that the tire will be driven in the reverse rotation until the vehicle is stopped, once the vehicle is stopped the transmission is placed into the original position or into park.

Abstract: A method for controlling a separating clutch in a power train of a vehicle having a drive motor and a retarder. The clutch is arranged such that a rotor of the retarder is switched into a drive connection with the motor and/or power train via the clutch and a working chamber of the retarder can be filled with an operating medium to build up a braking power such that braking torque is exerted by the retarder onto the power train and/or motor. A control system switches the clutch into a closed or an open position. The switching of the clutch into the closed position occurs depending on an input signal to the controller, and the clutch is switched back into the open position depending on essentially no medium being present in the working chamber of the retarder and that predetermined limits of an operating and/or environmental parameter are not exceeded.

Abstract: A torque convertor stator includes an annular bearing support, a plurality of stator blades, and a web extending radially between the annular bearing support and the plurality of stator blades. The annular bearing support, the plurality of stator blades, and the web are formed from a single continuous piece of amorphous metal.

Abstract: A method of assembling an epicyclic gear train includes providing a unitary carrier that includes spaced apart walls and circumferentially spaced mounts interconnecting the walls, spaced apart apertures provided between the mounts at an outer circumference of the carrier, gear pockets provided between the walls and mounts extending to the apertures, and a central opening in at least one of the walls, inserting an intermediate gear through the central opening and moving the intermediate gear radially into the gear pocket to extend through the aperture, inserting a baffle into the carrier, and inserting a sun gear through the central opening to intermesh with the intermediate gear.

Abstract: A shift control device for a vehicle includes: an engine; a shift mechanism disposed between the engine and driving wheels; a shift control section configured to control a transmission gear ratio of the shift mechanism; and a fuel cut control section configured to stop a fuel supply to the engine, at least when an accelerator pedal is in a release state, and when an engine speed is equal to or greater than a predetermined rotation speed, the shift control section being configured to perform a minimum rotation speed restriction control to control the transmission gear ratio of the shift mechanism so that the minimum rotation speed of the engine is equal to or greater than the predetermined rotation speed regardless of a vehicle front condition and an accelerator operation condition.

Abstract: A selectable clutch includes: input and output members; a pocket plate connected to the output member; struts accommodated in accommodation recess portions of the pocket plate; a notch plate connected to the input member; a selector plate, disposed between the pocket plate and the notch plate; contact portions, movable in an axial direction of the rotational axis, rotating integrally with the selector plate around the rotational axis; and an actuators, fixed so as to be non-rotatable, including a plungers connected with the contact portion via bearings, cases, and coils accommodated in the cases. Further, by the coils being energized and the plungers being sucked in the axial direction, the contact portions are pushed in the axial direction, and by the contact portions being pushed to the input member, the selector plate rotates and the struts rise up.

Abstract: A one-way clutch is designed to minimize parasitic drag in the over-running condition. Rollers are positioned radially between an inner ring and outer ring and rotate with the inner ring. Positioning pins push the rollers up ramps on the inner ring into contact with the outer ring. In the locked mode, the outer ring also tends to push the rollers up the ramps into tighter contact. In the over-running condition, the outer ring tends to push the rollers down the ramp, against the force of the positioning pins, and away from contact. Each positioning pin includes a ball which is rotatably held in a retainer via microspheres. The ball is in rolling contact with the roller, as opposed to sliding contact, thereby limiting parasitic drag.

Abstract: A hydraulic valve unit includes a main oil passage configured to bring a side of a master cylinder and a side of a slave cylinder to communicate with each other, and a bypass oil passage configured to bypass a valve mechanism of the main oil passage, wherein the main oil passage and a main section of the bypass oil passage are disposed to be arranged with respective axes aligned with each other, and the main section of the bypass oil passage is disposed at the same height as the main oil passage or at a position higher than that of the main oil passage in a state in which a valve body is attached at a predetermined attachment position.

Abstract: A control device for a lock-up clutch includes a control unit, an abnormality determination unit, a release control unit and a prohibition unit. The control unit is configured to control an engagement state of a lock-up clutch, and to perform a slip lock-up control by performing a feedback control of an engagement hydraulic pressure to be a first slip amount during coasting. The abnormality determination unit is configured to determine an abnormality when a state continues with a slip amount being equal to or greater than a second slip amount. The release control unit is configured to release the lock-up clutch when the abnormality is determined. The prohibition unit is configured to allow the control unit to raise the engagement hydraulic pressure by a prescribed pressure, and to prohibit determination by the abnormality determination unit, when the transmission ratio is downshifted during coasting while the slip lock-up control is performed.

Abstract: An electric clutch actuator having a housing, an electric motor, a gear mechanism and a spindle which is coupled to the electric motor via the gear mechanism, wherein the spindle has an output end which acts on a relief piston which is displaceably mounted on a guide piston which is mounted so as to be displaceable in the housing, wherein the relief piston is urged elastically away from the guide piston towards the spindle.

Abstract: A system and method is provided for controlling an electric machine rotatably coupled to a rotatable shaft of an electronically-controlled one of a turbocharger and an exhaust-driven turbo supercharger fluidly coupled to an exhaust duct of an internal combustion engine. An operating temperature of a component of the engine is determined or estimated an operating temperature of a component of the engine or coupled to the engine, which is compared to a threshold temperature. The electric machine is controlled to operate as a motor in response to the determined or estimated temperature of the component being below a threshold temperature.

Abstract: A torque transmission assembly (20) for a drive system of a vehicle, includes a housing (26), an input-side friction surface arrangement which is coupled to the housing (26) for corotation around a rotational axis (A), an output-side friction surface arrangement which is coupled to a drive member (36) for corotation around the rotational axis (A) and a deflection mass arrangement (50) with a deflection mass carrier (52) and at least one deflection mass (54) supported at the deflection mass carrier (52) and which can be deflected from a basic relative position with respect to the deflection mass carrier (52). The torque transmission assembly (20) does not comprise a torsional vibration damper arrangement, and/or the deflection mass carrier (52) is connected to the housing (26) so as to be fixed with respect to rotation relative to the housing for corotation around the rotational axis (A).

Abstract: A vehicle driveline component with a differential case, a cross-pin, a differential gearset, and a retaining member. The differential case is rotatable about a first axis and has an annular wall member that defines a differential cavity. The cross-pin is received in a cross-pin aperture formed through a first side of the annular wall member. The cross-pin extends through the differential cavity along a second axis that is perpendicular to the first axis. The differential gearset is received in the differential cavity and includes a pair of side gears, which are rotatable about the first axis, and a pair of pinion gears that are journally supported by the cross-pin and meshingly engaged with the side gears. The retaining member is welded to the annular wall member and limits movement of the cross-pin relative to the differential case along the second axis in a direction toward the retaining member.

Abstract: A P2 transmission and engine assembly includes a transverse mounted transmission having: a transmission first end and a transmission second end oppositely positioned with respect to the transmission first end; and a transmission gearbox portion having a first cavity positioned at the second end. A torque converter is positioned at the transmission first end. An electric motor is positioned within the first cavity and is rotatably connected to the torque converter using a turbine shaft. A one-way clutch is connected to the turbine shaft and releasably connects the turbine shaft to the torque converter. The one-way clutch when disengaged disconnects the torque converter from the turbine shaft.

Abstract: A drive system for an engine arrangement, the drive system comprising an epicyclical gear reduction mechanism having a main axis and comprising: a first main gear, a second main gear arranged to rotate about main axis in the same direction as the first main gear, a first set of planet gears with planet gears meshing with the first main gear, a second set of planet gears with planet gears meshing with the second main gear, a planet carrier, supporting planet gears of the first and second planet gears, the planet carrier being located, along the main axis, between the first main gear and the second main gear.

Abstract: A vehicle control device controls a vehicle provided with a transmission to travel at a set speed. The transmission has a direct gear and normal gears including an overdrive gear having a lower gear ratio than the direct gear. The device includes a travel segment determination unit which determines a forward travel segment having a different road slope from a current travel segment, a current gear position selection unit that selects a current gear position based on a travel resistance of the vehicle, a forward gear position selection unit that selects a forward gear position based on a travel resistance of the vehicle in the forward travel segment, and a shift control unit that changes a gear position to the forward gear position when the vehicle reaches the forward travel segment on condition that a difference between the set speed and the vehicle speed is within a prescribed range.