Abstract: A control apparatus for a vehicle controls a hybrid vehicle including a drive motor and an engine, both of which are linked to a driving wheel. The control apparatus includes: a regenerative controller; a fuel injection controller; a clutch controller; a condition satisfaction determiner; and a delay controller. The regenerative controller regeneratively drives the drive motor at the time of decelerating the hybrid vehicle. The fuel injection controller stops a fuel injection at the time of decelerating the hybrid vehicle. The clutch controller releases a clutch that switches a power transmission on and off between the engine and the driving wheel at the time of a regenerative driving by the regenerative controller. The condition satisfaction determiner determines whether execution conditions of diagnoses performed in a fuel cut state in which the clutch is engaged and the fuel injection is stopped are all satisfied.

Abstract: A planet carrier for a speed-reducing unit with a planetary gear set is provided. The planet carrier generally includes a torque transmission part having a longitudinal axis and an annular cage extending about the axis and connected to one longitudinal end of the part. The cage may include two sides extending radially relative to the axis and connected by bridges, and seats extending axially between the flanks and configured to support planetary gears rotatably mounted about the seats. The curved members may include at least two corresponding bars each inclined relative to a longitudinal plane passing both through the axis and substantially through the corresponding bar.

Abstract: A vehicle in which a shift lever of a Shift-by-Wire (SBW) type is used, the vehicle may include an inputter configured to receive pressing force of an acceleration pedal of the vehicle, a shift command to a P-stage of the shift lever, and gradient information related to a road on which the vehicle drives; a controller configured to: when the pressing force of the acceleration pedal of the vehicle is generated and the shift command to the P-stage is input to the controller, determine a gradient load torque and an acceleration torque of the vehicle, and limit a driver's requested torque based on the determined gradient load torque and the determined acceleration torque; and a driving device connected to the controller and configured to shift the shift lever to the P-stage when the driver's requested torque is limited.

Abstract: This disclosure provides an electric actuator and a rotation control mechanism. The electric actuator includes: a motor; a speed reduction mechanism; an output part; and a rotation detection device. The output part extends in an axial direction and is disposed on one side in the axial direction with respect to a motor shaft of the motor. The rotation detection device has: a magnet that is fixed to the output part and extends in a circumferential direction of the output part; and a rotation sensor that faces the magnet in the axial direction or in a radial direction. The magnet has multiple magnetic poles disposed in the circumferential direction. At least one magnetic pole of the magnet is disposed at a predetermined angular position with respect to an angle reference position of the output part in a rotation direction.

Abstract: A shift control method for a vehicle with a double clutch transmission (DCT) is configured such that when a power-on upshift is initiated, during a target time for a controller to perform a torque phase, a release-side clutch is gradually released, an engine torque is gradually increased to a basic engine torque or more, and an engagement-side clutch torque is increased according to an increase in the engine torque and a vehicle speed; and when the release-side clutch is completely released, the controller reduces the engine torque while gradually reducing the engagement-side clutch torque to be equal to the basic engine torque, to perform an inertia phase such that an engine speed is synchronized with an engagement-side clutch speed.

Abstract: An automatic transmission includes: a main transmission including a plurality of main transmission side planetary gear mechanisms; an auxiliary transmission having a rotation axis different from a rotation axis of the main transmission; and a low/high switching mechanism switching between a low mode and a high mode by engaging and disengaging an engaging device provided on the auxiliary transmission. Further, the low/high switching mechanism switches between the low mode and the high mode at a point where a gear ratio in the low mode coincides with a gear ratio in the high mode.

Abstract: A transmission for a machine is disclosed. The transmission may comprise a torque path providing a path for transmission of torque from an input shaft to an output shaft, and a single clutch element along the torque path. The transmission may further comprise a clutch actuator configured to actuate engagement of the clutch element, and a clutch pressure control (CPC) valve configured to permit a flow of hydraulic fluid to the clutch actuator through a control pressure line when in an open position to cause the clutch actuator to actuate engagement of the clutch element. The transmission may further comprise a failure mode response (FMR) valve in the control pressure line between the CPC valve and the clutch actuator. The FMR valve may have a failure position obstructing flow of the hydraulic fluid from the CPC valve to the clutch actuator when the CPC valve is in the open position.

Abstract: A differential device includes: first and second side gears disposed side by side in the rotational axis direction; a pinion gear set in which two second pinion gears are meshed with a first pinion gear; and a housing that holds the pinion gear set. The first pinion gear has an axially one end-side gear portion meshed with the first side gear, and an axially other end-side gear portion meshed with the two second pinion gears. The axially one end-side gear portion and the axially other end-side gear portion are integral with each other. The two second pinion gears are meshed with the second side gear at positions away from each other in the circumferential direction of the second side gear. The axially other end-side gear portion of the first pinion gear is meshed with the two second pinion gears at positions on the radially outer side of the second side gear.

Abstract: A transmission control apparatus may include a determination device that determines a predicted running load on a predetermined section of a road ahead of the vehicle by use of information regarding a grade and a curvature of the predetermined section of the road ahead of the vehicle and determines fuel consumptions for respective gears, based on the predicted running load, a determination device that determines a final gear, based on the determined fuel consumptions for respective gears, and a controller that performs gear shift control for the vehicle, based on the final gear.

Abstract: A hybrid module is configured for arrangement in the torque path upstream from a transmission and downstream from an internal combustion engine. The hybrid module includes a torque converter and an electric motor including a rotor connected to the torque converter for driving the torque converter. The hybrid module also includes a connect/disconnect clutch configured for being actuated between an engaged orientation for drivingly connecting the internal combustion engine to an output of the connect/disconnect clutch for driving the torque converter and a disengaged orientation for drivingly disconnecting the internal combustion engine from the output of the connect/disconnect clutch.

Abstract: A method for operating a pneumatic actuating system of a transmission. The actuating system has an air reservoir at a first pressure. The reservoir couples an actuating space of the actuating system which is at a second pressure, and the actuating space couples, via control valves, shifting cylinders. When conducting a transmission gearshift, an air mass delivered to the active shifting cylinders via corresponding control valves, and an air mass sum including a nominal air mass in the active cylinders required for accomplishing the gearshift and an actual basic leakage from the activated shifting cylinder are determined. A defect leak in the pneumatic actuating system is recognized, if the air mass delivered to the active shifting cylinders is larger than the air mass sum. If a defect leak is recognized, the control valves coupling the actuating space and the shifting cylinders are shut off for a period of time.

Abstract: Provided are a control device and a control method of a continuously variable transmission capable of preventing an endless member from slipping even when a parking lock is released. On a condition that a vehicle is in an idling stop state and a parking lock mechanism is in a parking lock state, rotation speed increase control configured to increase a rotation speed of an electric oil pump is executed so that the endless member can be prevented from slipping with respect to a driven pulley even when the parking lock mechanism is switched to a parking lock released state.

Abstract: An axle final drive assembly for a work vehicle is provided. The axle final drive assembly includes a final drive housing; an output shaft extending from the final drive housing; a planetary gear set contained in the final drive housing and having an element fixed to the output shaft; and an input member contained in the final drive housing providing rotational input to the planetary gear set for driving the output shaft. The planetary gear set, at least in part, is pivotally coupled to the input member.

Abstract: A power transmission apparatus of a hybrid electric vehicle using an engine and first and second motor/generators as power sources, may include a first shaft, a second shaft which is selectively connectable to the first shaft and fixedly connected to the first motor/generator, a third shaft selectively connectable to the first shaft, a fourth shaft coaxially mounted with the third shaft, a fifth shaft transferring rotational power transmitted from the third and fourth shafts to a final reduction gear, a sixth shaft fixedly connected to the second motor/generator, a seventh shaft transferring rotational power transmitted from the sixth shaft to the final reduction gear and a planetary gear set including first, second, and third rotation elements wherein the first to seventh shafts are externally gear-meshed with each other by four gear sets so that rotational power is transmitted.

Abstract: A gear change mechanism for a bicycle may involve a tensioner that has a wheel engaged with a chain in a bicycle drivetrain. This tensioner may be configured to rotate or otherwise change orientation in response to slack in the chain to maintain tension in the chain. A sensor may be used to measure the orientation of a tensioner of a chain in a bicycle drivetrain, and/or the physical orientation of components indicative thereof. Actions may be triggered by signals generated by the sensor.

Abstract: A target torque control device and a target torque control method capable of maintaining a temperature within an allowable temperature even when a lock-up clutch is engaged are provided. In a target torque control device (ECU) for setting a target torque of a prime mover (E) that outputs a torque to a multi-stage transmission (3) including a torque converter (2) and a lock-up clutch (2a), when the lock-up clutch (2a) is in an engaged state (STEP 1), a target torque reduction control for reducing a target torque of the prime mover (E) (STEP 3) is executed so that an output torque of the prime mover (E) becomes an output torque at which a heat generation temperature of the lock-up clutch (2a) does not exceed an allowable temperature during the up-shift transmission (STEP 2).

Abstract: A utility vehicle and a method of operating a utility vehicle having a rear axle driven by a drive engine, a rear axle differential on the rear axle, and a front axle that is configured to be switched on to perform four-wheel drive are provided. The method includes activating a differential lock for locking the rear axle differential on the basis of at least one of a rear axle slippage variable, which characterizes a drive slippage occurring at the rear axle, an engine power of the drive engine, a status of at least one brake device associated with the rear axle, and a status regarding the four-wheel drive.

Abstract: A pin tooth cycloid reducer and an industrial robot are provided. The pin tooth cycloid reducer includes: a first cycloid structure system and a second cycloid structure system, disposed in an axial direction, wherein the first cycloid structure system is sleeved on an eccentric shaft, and each cycloid structure system comprises at least one cycloid structure in the axial direction; where the cycloid structure includes: a cycloid disk, a plurality of pin teeth distributed circumferentially and a pin tooth housing, successively disposed from inside to outside in a radial direction; wherein the plurality of pin teeth are rotatably fixed to the pin tooth housing, and the cycloid disk engages with the plurality of pin teeth; wherein all pin tooth housings in the pin tooth cycloid reducer are coaxially disposed. Therefore, deceleration can be achieved.

Abstract: A planetary gearing includes a sun gear rotating about a rotation axis and driven by a sun shaft; planet gears driven by the sun gear; a ring gear engaging the planet gears; and a plurality of planet pins that respectively include an outer-side abutment surface having an axially forward end and an axially rearward end. Respectively, one planet pin is arranged inside a planet gear, and the planet pin and the planet gear form a lubricated journal bearing. At an axially forward face side and/or axially rearward face side, each planet gear forms a recess that extends inside the planet gear starting from the face side. The planet pins respectively form a crowning at their abutment surface such that their outer diameter decreases from a maximum outer diameter towards at least one axial end of the abutment surface, and has a minimum at the axial end.

Abstract: A multistage wheel drive includes primary and secondary planetary stages, in which the ring gear of the primary (i.e., input-side) planetary stage is formed from a single machined part which also includes the planet gear carrier of the secondary (i.e., output-side) planetary stage. This dual-function “combination” component includes a splined exterior surface which interfaces with a correspondingly splined interior surface on the spindle in order to rotationally fix the combination component to the spindle. This arrangement ensures concentricity between the primary and secondary planetary stages, while allowing a desired amount of radial tolerance between the spindle, the combination component, and the hub of the wheel drive. In addition, the present arrangement can be produced efficiently and inexpensively.