Abstract: An axle assembly having a gear reduction unit and an interaxle differential unit. The gear reduction unit may be operatively connected to an input shaft and may selectively provide gear reduction to a differential assembly and the interaxle differential unit. The interaxle differential unit may operatively connect the gear reduction unit to the output shaft.

Abstract: A method of controlling a stop-start vehicle includes, in response to an engine being in an auto-stopped condition and a signal indicative of a driver exiting the vehicle, maintaining the engine in the auto-stopped condition. The method additionally includes securing vehicle wheels against rotation and reducing a convenience feature power consumption.

Abstract: In a hybrid vehicle that does not have a differential rotation absorbing element in the drive system, a hybrid control module controls a driving force to a drive wheel in accordance with a required driving force within a range of a maximum outputable driving force of a traveling drive source. The hybrid control module limits a driving force transmitted to the drive wheel in the HEV mode in accordance with the maximum outputable driving force in the EV mode at the time of the mode transition, when the mode transitions from an EV mode, in which only a first motor/generator is used as the traveling drive source to an HEV mode in which the first motor/generator and an internal combustion engine are used as traveling drive sources when a change in the vehicle speed is occurring.

Abstract: In a method for controlling a multi-clutch transmission of a vehicle, wherein the multi-clutch transmission is adapted to be shifted either with a power shift or a power cut shift dependent on predetermined vehicle variables, a power shift to a higher gear in low range gear is detected, and, when the power shift to a higher gear in low range gear has been detected, a previously set gear shift strategy is overruled and the multi-clutch transmission is controlled such that a forthcoming gear shift is performed as a power shift.

Abstract: Systems and methods for improving operation of a hybrid vehicle are presented. In one example, compensation is provided for a dual mass flywheel positioned in a vehicle driveline. The approaches may reduce driveline torque disturbances.

Abstract: A synchronization control method includes controlling an engine speed to follow a motor speed as a target speed of the engine when synchronization between the engine speed and the motor speed starts according to a demand for the lock-up of the engine clutch while travelling under the EV mode with the engine clutch opened; estimating the engine speed at a time of a transmission gear ratio change at which the motor speed increases and reaches a preset motor speed, wherein the transmission gear ratio change is carried out at the preset motor speed; calculating the motor speed, which is reduced after the transmission gear ratio change, by using the preset motor speed and information on a gear ratio before and after the transmission gear ratio change; and controlling the engine speed by resetting the target speed to the calculated motor speed as a new target speed of the engine.

Abstract: A vehicle includes a hydraulic control unit (HCU) having a set of electrically-actuated valves configured to open/close to accumulate a pressurized hydraulic fluid in a hydraulic apply circuit of a first clutch of a transmission; a hydraulic fluid pump mechanically driven by an engine and configured to provide the pressurized hydraulic fluid to the HCU; and a controller configured to: prior to temporarily stopping the engine, control the engine and the HCU such that the pressurized hydraulic fluid accumulates in the hydraulic apply circuit of the first clutch to a desired hydraulic fluid pressure, and upon restarting the engine, control the set of electrically-actuated valves of the HCU to provide the pressurized hydraulic fluid from the hydraulic apply circuit first clutch to a hydraulic apply circuit for a second clutch of the transmission to apply the second clutch and shift the transmission into drive.

Abstract: A continuously variable transmission (CVT), a transmission control system, and a method vary CVT clamping pressure based on an operation parameter. The control system is configured to command an initial minimum clamping pressure to be applied to the variator assembly to achieve a desired torque capacity. The control system determines one or more vehicle operation parameters and determines a vehicle condition based on the vehicle operation parameter(s). The vehicle condition is selectable from at least a base condition, an elevated condition, and a high condition. The control system selects a compensation strategy based on the vehicle condition. If an elevated compensation strategy has been selected and a predetermined condition has been met, the control system commands an elevated clamping pressure to be applied to the variator assembly. If a high compensation strategy has been selected, the control system commands a high clamping pressure to be applied to the variator assembly.

Abstract: An integrated control method is provided for an engine and a transmission and the method is capable of integrally controlling the engine and the transmission, based on a control correlation between the engine and the transmission. This method determines a target engine operating point reflecting a driving state of a vehicle and a driver's intention to accelerate, in an integrated control map having an engine control area and a transmission control area. The method calculates a target shift ratio based on the target engine operating point, thus being capable of significantly saving a man-hour required to set a map as compared to a conventional control method in which an engine torque map and a shift pattern map are individually set, and improving fuel efficiency.

Abstract: A clutched device has a housing, which defines a clutch sump, a friction clutch that is received in the housing, a first reservoir, an evacuation device and a pump that is configured to transmit fluid between the first reservoir and the friction clutch for operating the friction clutch. The evacuation device is selectively operable for changing the effective volume of the clutch sump so that the level of lubrication in the clutch sump can be lowered to reduce drag forces caused by the presence of lubricant between clutch plates of the friction clutch when the friction clutch is not in use.

Abstract: An aircraft drive chain including a plurality of main gears engaging with each other, a first main gear including a wall defining an inner space, an outer set of gear teeth being placed on an outer surface of the wall, the outer set of gear teeth engaging with at least one second main gear, a gear system being built into the inner space, the first main gear and the gear system being jointly configured so as to form a gearbox or reducer and ensure mechanical power transfer between a drive member and a slave member, the gear system being mounted onto the wall with a decoupling member.

Abstract: A hydraulic control device includes: a mechanical oil pump (O/P) that is driven by a motor/generator (M/G) and that generates a first hydraulic pressure (P1); an electric oil pump (M/O/P) that is driven by a sub-motor (S/M) and that generates a second hydraulic pressure (P2); and a controller (10). When a demanded drive force from a driver is generated while in a low-vehicle-speed region which is lower than a first vehicle speed (V1) at which the output of the mechanical oil pump (O/P) becomes unstable, the controller (10) controls the electric oil pump (M/O/P) such that the second hydraulic pressure (P2) becomes larger than a compensative hydraulic pressure (P?) found by subtracting the first hydraulic pressure (P1) from a necessary hydraulic pressure (Pne) determined in accordance with the demanded drive force.

Abstract: A vehicle includes a power plant, continuously variable transmission (CVT), drive wheels, sensors, and controller. The CVT achieves a fixed gear/positive engagement and friction drive modes, and includes an input member that receives input torque from the power plant, an output member, and a variator assembly having drive and driven variator pulleys. The pulleys are connected to each other via an endless rotatable drive element, and to a respective one of the input and output members. Pulley actuators change a CVT speed ratio. The controller calculates a relative slip of the pulleys using measured speeds and displacements from the sensors, reduces the relative slip until the relative slip is below a calibrated speed limit or within a calibrated speed range via actuator control signal to the pulley actuators, and commands the fixed gear/positive engagement mode via positive engagement control signals to the CVT until the relative slip reaches zero.

Abstract: A vehicle comprising a prime mover, first and second groups of wheels, and a driveline configured to connect the prime mover to the wheels. The driveline includes an auxiliary driveline comprising a driveshaft and drive means between the driveshaft and the second group of wheels, the drive means being operable to connect the second group of wheels to the driveshaft when the driveline transitions between first and second modes. The drive means has an input portion, an output and first and second releasable torque transmitting means coupled in series therebetween. The first releasable torque transmitting means is operable to allow slip between the input and output to modulate an amount of torque transmitted therebetween, The second releasable torque transmitting means is operable between a first condition in which an input portion is isolated from an output portion and a second condition in which the input and output portions are directly coupled.

Abstract: A method and apparatus for determining whether a shift in gear is appropriate based on a gaze of an operator. The method includes detecting a shift from a first gear to engage a second gear, receiving gaze information associated with the gaze of the user, based on the gaze information, determining whether the second gear is inappropriate, and performing a corrective action corresponding to the inappropriate second gear in response to determining that the second gear is inappropriate.

Abstract: With a torque-controlled internal combustion engine and a variable-speed transmission having fixed shift gear ratios, during a shift, the internal combustion engine is controlled in such manner that the drive output torque of the transmission remains the same before and after the shift.

Abstract: A slip factor learning method of a dual clutch transmission (DCT) may include: determining, by a control unit, whether the DCT is up-shifted or down-shifted; comparing an engine speed to a shift start reference speed, and determining whether the engine speed enters an actual gear shifting period or actual gear shifting is completed, in response to the determined type of the gear shifting; comparing a magnitude of an engine torque to a magnitude of a clutch torque at a point of time that the engine speed enters the actual gear shifting period or the actual gear shifting is completed; and learning a slip factor at the point of time that the engine speed enters the actual gear shifting period or the actual gear shifting is completed, based on the magnitude comparison result between the engine torque and the clutch torque.

Abstract: A system and method for controlling a vehicle having a continuously variable transmission (CVT) comprises a control system having at least one controller, an accelerometer and one or more sensors in communication with the at least one controller to monitor and detect a change in an operational state of the vehicle. The control system determines a vehicle acceleration rate with the accelerometer in response to the change in the operational state of the vehicle. An adjusted vehicle speed is computed based, at least in part, on the vehicle acceleration rate. A variator speed ratio is generated based upon the adjusted vehicle speed and transmitted to the variator assembly of the CVT.

Abstract: A SBW-ECU includes: a P unreleasable region determination portion configured to determine whether a road surface slope Sr at a vehicle position and an output voltage Volr of an auxiliary battery fall within a predetermined parking lock unreleasable region or not; and a P release request rejection portion configured to reject a P release request in a case where P release request rejection conditions to are all satisfied, including a fact that the P unreleasable region determination portion determines that the road surface slope Sr at the vehicle position and the output voltage Volr of the auxiliary battery fall within the parking lock unreleasable region (the P release request rejection condition (c) is satisfied).

Abstract: When a switch condition where a shift of a continuously variable transmission is switched from a first shift that is any one of an upshift and a downshift to another second shift is satisfied, an integral term in the feedback control of the first shift is reduced to zero with a first predetermined gradient, an operation of an integral term in the feedback control of the second shift is started after the switch condition is satisfied and before the integral term in the feedback control of the first shift reaches zero, and the continuously variable transmission is shifted based on a sum of the integral term in the feedback control of the first shift and the integral term in the feedback control of the second shift.