Abstract: A vehicle control device in a vehicle including an engine and a multi-speed transmission having a plurality of gear positions, each gear position out of the plurality of gear positions established by engaging predetermined engagement devices out of a plurality of engagement devices, the vehicle control device including a shift control portion configured to control release of a release-side engagement device of the plurality of engagement devices and engagement of an engagement-side engagement device of the plurality of engagement devices so as to switch the gear position established in the multi-speed transmission, and an engine control portion configured to provide idling-reduction control of temporarily stopping the operation of the engine based on a predetermined engine stop condition.

Abstract: A transmission switching arrangement for a work vehicle includes a forward-reverse switching device having a plurality of hydraulic clutches for switching over a transmission state of a power transmission line including mechanical stepless speed change device, a electronic control unit for controlling operations of the forward-reverse switching device and the mechanical stepless speed change device, a switchover switch for commanding switchover of the transmission state by the forward-reverse switching device, and sensors for detecting a rotational speed of the power transmission line. Upon receipt of a command for effecting the switchover of the transmission state, the electronic control unit compares an output from the sensors with a set speed for transmission state switchover.

Abstract: A driving force control system for a vehicle is provided to control a torque vectoring device is provided. A controller is configured to bring the torque vectoring device into a preparatory state in which the differential torque and the differential limit torque are equalized to each other when shifting the operating mode between the differential mode and the differential limit mode, and to shift the operating mode of the torque vectoring device by gradually reducing a difference between the differential torque and the differential limit torque.

Abstract: A device (1) to drive at least an output shaft (3) of a rail vehicle with a drive engine (4). The at least one output shaft (3) can be brought into an operational connection with a wheel (2), and a transmission assembly (6) is positioned on the drive side of the at least one output shaft (3). At least two gear ratios can be presented in the area of the transmission assembly (6). In addition, a method is described for operating such a device (1).

Abstract: In a mechanical gear transmission, a leaked lubricant liquid, used to lubricate an external ring gear meshing with at least one internal gear wheel, is collected and reintroduced in the system by means of a manifold having a first concave portion, which has a concavity facing towards the external ring gear, so as to house a mass of liquid moved outwards as a result of a centrifugal effect, and at least a second concave portion, which is designed to receive the leaked liquid and has a concavity facing towards the first concave portion; channelling walls being provided to channel the leaked liquid towards one or the other concave portion.

Abstract: Methods and systems are provided for integrating engine water injection technology with a CVT transmission. Responsive to a driver demand, a controller may determine whether to maintain a current water injection state or transition to an alternate water injection state based on each of the efficiency of the transition, water availability, and any engine limitations that may be incurred at the engine speed-load following the transition. To improve the net fuel economy benefit while addressing the engine limitation, the water injection state transition may be combined with a CVT adjusted engine speed-load regime, while maintaining engine power output.

Abstract: An actuator device for automatically activating the vehicle door of a motor vehicle, in particular the tailgate, includes an electromotive drive and a radially extending arm. The radially extending arm is attached either to the vehicle door or to a vehicle bodywork and is set in motion by the electromotive drive. The electromotive drive has an electrical motor and a gearbox driven by the motor. The gearbox has a wobble mechanism.

Abstract: In an automatic transmission including a deceleration planetary gear and a hydraulic clutch, the hydraulic clutch includes a clutch drum, a clutch hub, first and second friction engagement plates, a piston, and an engagement oil chamber defining member. The clutch hub is formed by a ring gear and a support member that rotates together with the ring gear. The piston is movably supported by the clutch hub. The piston and the support member define a cancel oil chamber that cancels a centrifugal oil pressure generated in an engagement oil chamber.

Abstract: A transmission control system of a vehicle includes an estimated acceleration module and a pressure control module. The estimated acceleration module determines an estimated longitudinal acceleration of the vehicle based on a force at axles of the vehicle corresponding to engine torque, a braking force imposed by mechanical brakes of the vehicle, an aerodynamic drag force of the vehicle, and a road load force imposed on the vehicle by contact between tires of the vehicle and a road surface. The pressure control module, when a measured longitudinal acceleration of the vehicle is negative and the estimated longitudinal acceleration is greater than the measured longitudinal acceleration of the vehicle, adjusts transmission fluid pressure applied to one or more clutches of the transmission and shifts the transmission to neutral.

Abstract: A hybrid vehicle is able to select series-parallel mode by engaging a clutch (C1) or a brake (B1) and releasing a clutch (CS), and is able to select series mode by releasing both the clutch (C1) and the brake (B1) and engaging the clutch (CS). The hybrid vehicle includes a simultaneous supply prevention valve (550) that prevents simultaneous engagement of the clutch (CS) and at least one of the clutch (CI) or the brake (B1). When a signal pressure of at least one of hydraulic pressure for engaging the clutch (C1) or hydraulic pressure for engaging the brake (B1) is input to the simultaneous supply prevention valve (550), the simultaneous supply prevention valve (550) is switched to a state where supply of hydraulic pressure to the clutch (CS) is cut off.

Abstract: A transmission for a motor vehicle includes a drive shaft, an upstream gear set and a main gear set. A shaft of the upstream gear set is configured to make available reduced rotational speed and is a component of a first power path at a first shaft of the main gear set. The drive shaft is a component of a second power path at a second shaft of the main gear set.

Abstract: A planetary gear train of a transmission for vehicles is provided. The planetary gear train includes an input shaft that receives power of an engine, an output shaft that outputs power, and four planetary gear sets each including three rotary elements. Additionally, multiple shafts are selectively and directly connected to the rotary elements to thus achieve a shift-stage of at least ten forward speeds or more.

Abstract: An axle housing having a lubricant reservoir. An arm portion of an axle housing and a dam may cooperate to define a reservoir that retains lubricant in the arm portion. A conduit or a deflector may be provided to direct lubricant that is sprayed by a ring gear to the reservoir.

Abstract: A method for changing a gear driving configuration of a discrete gear transmission (DGT) in a powertrain including an engine operatively connected to a continuously variable transmission (CVT). The DGT has a DGT input shaft operatively connected to a CVT driven pulley, a plurality of gears having a plurality of gear driving configurations and a DGT output shaft selectively operatively connected to the DGT input shaft based on the gear driving configuration. Responsive to a gear shift request, a target driven pulley speed is determined for synchronizing the DGT input shaft with the DGT output shaft for the desired gear driving configuration. The engine is controlled to change an engine speed to the target engine speed corresponding to the determined target driven pulley speed. Responsive to the DGT input shaft being synchronized with the DGT output shaft, the current gear driving configuration is changed to the desired gear driving configuration.

Abstract: A control apparatus for a lockup clutch is provided. The control apparatus for the lockup clutch includes an electronic control unit that is configured to: calculate a driven target clutch torque capacity and a driving target clutch torque capacity; set a target clutch torque of the lockup clutch and control the lockup clutch, based on the driven target clutch torque capacity and the driving target clutch torque capacity; and change over the target clutch torque capacity from the driven target clutch torque capacity to the driving target clutch torque capacity when the driven target clutch torque capacity and the driving target clutch torque capacity coincide with each other after an operation state of an accelerator of the vehicle changes over from an accelerator OFF state to an accelerator ON state.

Abstract: A gear device, wherein it comprises at least: a shaft provided with a sun gear; at least two coaxial rings with internal teeth, namely at least one first ring and at least one second ring having at least one first annular segment and at least one second annular segment; and planets engaging with the sun gear, the first ring, and the segments of the second ring, which segments mesh with a particular toothed relationship.

Abstract: A shift range switchover control ECU controls a motor of an actuator provided to switch over a shift range of a vehicle and includes a temperature estimation part and a driving control part. The temperature estimation part estimates a temperature of the motor 11 based on a driving state of the motor. The driving control part controls driving of the motor and limits the driving of the motor when an estimated temperature exceeds a protection temperature. The temperature estimation part calculates, based on a final temperature indicating the estimated temperature of a system stop time, a restart-time temperature, which is the estimated temperature at time of turning on a starting switch of the vehicle again after turning off the starting switch, and a delay period, during which the temperature estimation part continues to calculate the estimated temperature after turning off of the starting switch. It is thus possible to properly estimate the temperature of the motor.

Abstract: An epicyclic gear assembly according to an exemplary embodiment includes, among other things, a carrier including a first plate axially spaced from a second plate by a radially outer connector. A first set of epicyclic gears supported adjacent the first plate include a first set of circumferentially offset intermediate gears meshing with a first sun gear and a first ring gear. A second set of epicyclic gears are axially spaced from the first set of epicyclic gears and supported adjacent the second plate, and include a second set of circumferentially offset intermediate gears meshing with a second sun gear and a second ring gear. The first epicyclic gear set and the second epicyclic gear set maintain relative intermeshing alignment during flexure induced deformation of the carrier.

Abstract: A continuously variable transmission (CVT) for use with a torque generating mechanism includes an input member connectable to the torque generating mechanism, an output member, a variator assembly, and a controller. The controller is programmed to control a change-of-mind shift of the CVT requesting a transition from an initially-requested shift to a next-requested shift before completion of the initially-requested shift. Additionally, the controller is programmed to execute a method by detecting the change-of-mind shift, determining an acceleration profile of the input member for the change-of-mind shift using a calibration map indexed by a starting and target ratio of the variator assembly, and calculating a required ratio of the input and output pulleys using the acceleration profile. The controller then commands a clamping pressure of the variator assembly to thereby achieve the calculated required ratio. A vehicle includes an engine and the CVT noted above.

Abstract: A hydraulic control system stably controls pressure in a hydraulic chamber of a pulley accommodating a belt by controlling a feeding valve and a discharging valve. The control system reduces a control amount of the feeding valve to be smaller than that calculated based on a pressure difference in a case other than one in which pressure in the hydraulic chamber is increased by delivering oil to another chamber, in case the pressure in the hydraulic chamber is increased by delivering the oil to the other chamber. The control system reduces a control amount of the discharging valve to be smaller than that calculated based on the pressure difference in a case other than one in which pressure in the hydraulic chamber is lowered by discharging the oil from the other chamber, in case the pressure in the hydraulic chamber is lowered by discharging the oil to the other chamber.