Abstract: An assembly is provided for an aircraft. This aircraft assembly includes a carrier, a first gear system, a second gear system and an idler. The first gear system includes a first sun gear, a first ring gear and a plurality of first intermediate gears. Each of the first intermediate gears is between and is meshed with the first sun gear and the first ring gear. Each of the first intermediate gears is rotatably mounted to the carrier. The second gear system includes a second sun gear, a second ring gear and a plurality of second intermediate gears. Each of the second intermediate gears is between and is meshed with the second sun gear and the second ring gear. Each of the second intermediate gears is rotatably mounted to the carrier. The idler gear couples the first ring gear to the second ring gear.

Abstract: A coaxial mid-drive power device of a bicycle includes a reducing structure and a hollow shaft motor engaged with the reducing structure that are disposed in a motor base. An output end of the reducing structure is operatively coupled with a one-way bearing bracket with a sprocket base via a one-way bearing. A crank spindle engaged with the one-way bearing bracket through another one-way bearing penetrates through the motor base. The two one-way bearings respectively have opposite rotation directions and are respectively located on different sides, i.e., an inside and an outside, of the one-way bearing bracket. A strain gauge disposed on the crank spindle is electrically connected to an annular conductive rail assembly engaged with the crank spindle and an elastic sheet assembly on a control circuit board in the motor base, hence the strain gauge could directly obtain a change in a torque of the crank spindle.

Abstract: Disclosed is a drive unit for a drive axle of a vehicle having a first and second electric machines, a differential and a transmission with first and a second transmission input shafts, a transmission output shaft, at least a first planetary gearset. A first shifting unit has three shift positions. In a first shift position, a second element is connected to a rotationally fixed component. In a second shift position two of the three elements of the first planetary gearset are connected rotationally fixed to one another. A second shifting unit has exactly three shift positions. In a first shift position a first transmission input shaft and a second transmission input shaft are connected rotationally fixed to one another. In a second shift position the second transmission input shaft is connected at least indirectly to the second element of the first planetary gearset.

Abstract: A method includes switching a vehicle to a 4WD state by connecting a disconnector, maintaining the disconnector in the connected state for a predetermined maintenance time, determining whether a condition to be switched to a 2WD state is satisfied when the predetermined maintenance time period elapses, and disconnecting the disconnector when the condition to be switched to the 2WD state is satisfied.

Abstract: A method for braking a vehicle, including checking whether a trigger criterion for braking the vehicle is present, and if the trigger criterion is satisfied, causing a conditioning braking pulse through brief pulsed braking such that passengers experience brief braking of the vehicle, and immediately thereafter initiating a braking phase in which the vehicle is braked in at least two partial braking regions by an actual ego deceleration that varies with respect to time, wherein each partial braking region is extended over a partial braking interval and merge into one another without the actual ego deceleration changing abruptly, and the actual ego deceleration in at least one of the partial braking regions is changed continuously over the respective partial braking interval such that a different actual jerk is obtained in each partial braking region, and wherein the actual jerk behaves degressively over at least some partial braking regions.

Abstract: A vehicle motion control system for coordinating and synchronizing a wheel-individual brake system and a power-train torque vectoring actuator system in a vehicle. The wheel-individual brake system includes at least one first actuator for applying a braking torque to individual wheels of the vehicle. The power-train torque vectoring actuator system includes at least one second actuator for applying a torque to individual wheels of the vehicle through a propulsion system. The vehicle motion control system includes a central control function module including a plurality of yaw torque controllers. Each yaw torque controller is configured to receive data including driver inputs and vehicle motion states to determine a respective yaw torque based on the received data for controlling the yaw behavior of the vehicle.

Abstract: A system and method for operating an electric vehicle. In another exemplary embodiment, a system for operating an electric vehicle is disclosed. The system includes a first motor and a transmission coupled to the first motor. The transmission is configured to shift gears when a speed of the electric vehicle crosses a shift threshold. The shift threshold is independent of a position of an acceleration pedal of the electrical vehicle.

Abstract: A method for determining, in real-time, an electronic limited-slip differential (eLSD) clutch torque includes receiving vehicle data in real-time, wherein the vehicle data includes a torque request, determining a preliminary eLSD clutch torque using a neural network and the vehicle data, determining clutch torque bounds of the eLSD using a physics-based model, determining whether the preliminary eLSD clutch torque is outside the clutch torque bounds of the eLSD, adjusting the preliminary eLSD clutch torque using clutch torque bounds to determine a final clutch torque of the eLSD in response to determining that the preliminary eLSD clutch torque is outside the clutch torque bounds of the eLSD, and commanding, in real-time, the eLSD to apply the final clutch torque to a clutch of the eLSD.

Abstract: A vehicle includes a powertrain having an electric machine configured to power driven wheels, an accelerator pedal, and friction brakes. A vehicle controller is programmed to, with the vehicle being in a one-pedal driving mode: in response to a braking torque capacity of the powertrain exceeding a target braking torque that is based on a position of the accelerator pedal, command a torque, that is equal to the target braking torque, from the powertrain such that the vehicle is slowed using the powertrain without application of the friction brakes, and, in response to the braking torque capacity of the powertrain being less than the target braking torque, command torques from the powertrain and the friction brakes such that the target braking torque is satisfied and the vehicle is slowed using the powertrain and the friction brakes.

Abstract: In a power transmission apparatus for a vehicle, in event of detection of an anomaly with a possibility of an ON failure of a lockup hydraulic control valve, a fail safe mode is established by placing a first switching valve and a third switching valve in respective predetermined connection states, and placing a failure switching valve in a predetermined connection state based on an output of the lockup hydraulic control valve, whereby a lockup clutch is held in its released state, and a forward-driving engagement device is engaged by a control pressure of a second hydraulic control valve, for thereby enabling a forward driving of the vehicle. Upon selection of a neutral range in the event of the detection of the anomaly, an output of the lockup hydraulic control valve and an output of the second hydraulic control valve are stopped.

Abstract: A motor vehicle for operation by a driver has a frame with wheels and a motor connected to the frame. A steering control is connected to the wheels to establish a steering angle. A controller is operably connected to the steering control, to the motor, and to the wheels, and is operable to selectably drive the wheels in a forward direction in a drive mode and in a rearward direction in a reverse mode. The controller is operable to select a direction for driving the wheels in response to a pattern of steering angle movements, without operator indication of a direction.

Abstract: The electric vehicle according to the present disclosure calculates motor torque using an MT vehicle model simulating an MT vehicle having a manual transmission and an internal combustion engine. In the first operation mode, an operation amount of a pseudo-clutch pedal and a shift position of a pseudo-gearshift are input to the MT vehicle model to reflect operation of the pseudo-clutch pedal and operation of the pseudo-gearshift in electric motor control. In the second operation mode where the operation of the pseudo-clutch pedal is not needed, an operation amount of a clutch pedal calculated by a driver model is input to the MT vehicle model instead of the operation amount of the pseudo-clutch pedal.

Abstract: Techniques for controlling an automatic transmission of a vehicle include receiving a set of operating parameters each relating to a rock cycling maneuver of the vehicle, the rock cycling maneuver comprising a plurality of consecutive garage shifts of the transmission, determining whether the set of operating parameters satisfy a set of entry or exit criteria to/from a rock cycling mode of the transmission and enter/exit the rock cycling mode based on the determination, while not in the rock cycling mode, controlling the transmission based on a first set of calibrations for the transmission, the first set of calibrations being optimized for normal garage shifts of the transmission, and while in the rock cycling mode, controlling the transmission based on a different second set of calibrations for the transmission, the second set of calibrations being optimized for the rock cycling maneuver.

Abstract: A hybrid transmission for a vehicle includes a transmission input shaft extending in a transverse direction, at least one countershaft arranged parallel to the transmission input shaft, a clutch device arranged coaxially with respect to the transmission input shaft and which has at least one clutch, and a differential having a differential input gear. A rotational axis of the differential input gear is arranged parallel to the transmission input shaft. The transmission also includes an electric machine having a rotor with a rotor rotational axis arranged parallel to the transmission input shaft and a transmission control device. As viewed in a longitudinal direction perpendicular to the transverse direction, the differential input gear, the transmission input shaft, and a transmission controller including the transmission control device are arranged in succession in the sequence specified.

Abstract: Systems and methods for coordinating and controlling vehicles, for example heavy trucks, to follow closely behind each other, or linking to form a platoon. In one aspect, on-board controllers in each vehicle interact with vehicular sensors to monitor and control, for example, gear ratios on vehicles. A front vehicle can shift a gear which, via a vehicle-to-vehicle communication link, can cause a rear vehicle to shift gears. To maintain a gap, vehicles may shift gears at various relative positions based on a grade of a road.

Abstract: Some embodiments relate to a method for setting a cruising mode of a vehicle, wherein a human/machine interface is arranged on a steering wheel of the vehicle for shifting a transmission of the vehicle, this human/machine interface comprising at least one first and at least one second switch segment and at least one switch, wherein the switch segments are arranged on the at least one switch, and in the event that the at least one first and the at least one second switch segment of the at least one switch are activated at the same time the cruising mode is set for the vehicle.

Abstract: A continuous variable planetary (CVP) system includes a CVP hub, which includes a shift mechanism including a shift driver element, and a processing server system to calibrate the CVP system and detect errors within the CVP system. The processing server system performs continuously monitoring or obtaining a transmission speed ratio of the CVP hub. Upon detecting that the transmission speed ratio reaches a particular value, the processing server system records a corresponding position of the shift driver. The processing server system calibrates the CVP system based on the particular value, the corresponding position, and a known relationship between transmission speed ratios and positions of the shift mechanism. The processing server system determines or verifies a full underdrive (FUD) position by iteratively reducing a transmission speed ratio from the particular value until an onset of a backlash condition is detected and determines or verifies a full overdrive (FOD) position.

Abstract: A gear reducer with a first center sprocket having a first number of teeth and second center sprocket having a second number of teeth are mechanically coupled by a rotor including a plurality of sprockets, wherein minimal inertial mass is overcome while changing the direction of a driven sprocket.

Abstract: A shift level selection device comprising: a setting unit that sets a selection range in which the lowest speed shift level is a first shift level used in a set-off shift level among two or more shift levels; and a changing unit that, in accordance with the first shift level used in the set-off shift level, changes the selection range so that the lowest speed shift level is a second shift level, which is a lower speed than the first shift level.

Abstract: A control method for a work vehicle, includes: calculating a speed ratio indicating a ratio between a rotation speed of an input shaft connected to an engine and a rotation speed of an output shaft connected to a traveling device; and outputting a capacity command for changing at least one of a capacity of a first hydraulic pump motor and a capacity of a second hydraulic pump motor based on correlation data indicating a relationship between the speed ratio and the capacities of the first and second hydraulic pump motors, wherein the correlation data is set so that both the capacity of the first hydraulic pump motor and the capacity of the second hydraulic pump motor are changed with a change in the speed ratio in a predetermined speed ratio range between a first speed ratio and a second speed ratio higher than the first speed ratio.