Abstract: A compact and fast-shifting two-speed transmission for an electric drive system, such as an electric vehicle, has two synchronized dog clutches. A sliding sleeve for engaging a first and second gear is actuatable using a single actuator. A substantially load-interruption-free shifting is realized via a friction engagement in the synchronization. A drive system having such a two-speed transmission is capable of achieving at least substantially load-interruption-free shifting.

Abstract: A vehicle gear-shifting control apparatus is equipped with an engine, an automatic transmission, and a controller which changes a shift stage by outputting a gear-shifting signal in accordance with the rotation speed of an input shaft to the automatic transmission. The controller executes a torque-regulating control of temporarily increasing or decreasing an input torque input to the input shaft during a shift-change, and when executing the control, determines whether or not a target increase/decrease amount of the input torque can be realized based on calculation results of a target output torque and a target gear-shifting time, executes the control to realize the target amount when it is determined that the target amount can be realized, and executes the control based on an allowable gear-shifting time set in advance to be longer than the target gear-shifting time when it is determined that the target amount cannot be realized.

Abstract: A method for controlling driving force of a vehicle includes determining a natural frequency of vehicle suspension pitch motion according to characteristics of a suspension device of the vehicle, providing a filter configured for removing or passing a natural frequency component of the vehicle suspension pitch motion to a control unit of the vehicle, determining, by the control unit, a required driving force command based on vehicle driving information collected during vehicle driving, determining, by the control unit, a final front wheel driving force command and a final rear wheel driving force command through a filtering process using the filter from the determined required driving force command, and controlling, by the control unit, a driving force applied to a front wheel and a rear wheel of the vehicle by a driving device for driving the vehicle according to the determined final front wheel driving force command and the determined final rear wheel driving force command.

Abstract: Transmissions, control systems for transmissions, and methods of operating transmissions are disclosed. A transmission includes an input shaft, an output shaft, one or more clutches, and a control system. The input shaft is configured to receive rotational power supplied by a drive unit. The output shaft is coupled to the input shaft and configured to provide rotational power supplied to the input shaft to a load. The one or more clutches are coupled between the input shaft and the output shaft to selectively transmit rotational power between the input shaft and the output shaft in one or more operating modes of the transmission. Each of the one or more clutches is selectively engageable in response to one or more fluid pressures applied thereto. The control system is configured to control operation of the one or more clutches to select the one or more operating modes of the transmission.

Abstract: A power transmission device is provided with: a rotary body arranged to receive the torque to rotate about an axis; a clutch including a clutch member engaging with the rotary body and axially movable and clutch teeth connectable with the clutch member to transmit the torque; a solenoid configured to generate a magnetic flux in response to input of electric power; a stator coupled with the solenoid as to conduct the magnetic flux and prevented from rotation about the axis; a rotor arranged to receive the magnetic flux from the stator and, when driven by the received magnetic flux, to create a rotational motion about the axis; and a conversion mechanism drivingly connected with the rotor to convert the rotational motion into a linear motion in a direction along the axis, the conversion mechanism including a thrust member transmitting the linear motion to the clutch member.

Abstract: The disclosure relates to a method of controlling a dog clutch by a DC motor configured to move the dog clutch via an actuator arm). The dog clutch including at least one gear having one or more dogs configured to engage one or more dogs of a sliding sleeve). The method includes supplying the DC motor with a pulse width modulated voltage having a duty cycle which is provided by a control algorithm). The control algorithm includes a trajectory planner generating a desired position of the actuator arm based on a 4th order trajectory planning algorithm and a motion controller based on the sliding mode theory for tracking the desired arm position.

Abstract: A vehicle may include rear ground traction members, front ground traction members, a rear drive system to drive the rear ground traction members, a continuously variable speed front drive system to drive the front ground traction members, a rear speed sensor to output rear speeds of the rear ground traction members, a front speed sensor to output front speeds of the front ground traction members, and a controller to select a chosen lead for a rear speed of the rear ground traction members based on evaluations of different tractive efficiencies for different leads for the rear speed. The controller may further output control signals to the continuously variable speed front drive system to drive the front ground traction members at the chosen lead.

Abstract: A control unit for an automatic transmission of a vehicle is provided. The vehicle includes a gear selection operating element which allows a user of the vehicle to set different drive positions of the transmission, but not individual gears, by actuating the gear selection operating element. The control unit is configured to determine that a drive position “L” has been set using the gear selection operating element, and in response thereto, the control unit is also configured to provide a graphical user interface on a screen of the vehicle. The user interface allows a manual gear shift of the transmission.

Abstract: A vehicle drive device includes a rotary electric machine disposed on a first axis, an output member disposed on a second axis parallel to the first axis, an inverter device, a terminal block for electrically connecting a rotary electric machine-side bus bar and an inverter-side bus bar, and a case. The case includes a first housing chamber for housing the rotary electric machine MG, a second housing chamber for housing the inverter device, and a partition wall for separating the first housing chamber and the second housing chamber. A terminal block is disposed such that an arrangement area of the terminal block in an axial direction overlaps the rotary electric machine, and disposed so as to penetrate the partition wall in a radial direction of the output member.

Abstract: Methods and systems are provided for adjusting a lubrication system based on an axle configuration of a tandem axle with a disconnect feature. In one example, a method may include adjusting an oil level in an axle sump of a tandem axle based on an axle configuration of the tandem axle (e.g., whether the tandem axle is operating with one of a 6×4 axle configuration and a 6×2 axle configuration), the axle sump selectably coupled to an external reservoir via a first passage and a second passage, the first passage including an electric pump, the second passage including a valve, and the tandem axle coupled to a drivetrain of a motor vehicle. In this way, an amount of oil in the axle sump may be adjusted based on the tandem axle configuration.

Abstract: A tidal current energy converter including an infinitely variable transmission (IVT) control system and a hybrid vertical axis wind (or water) turbine (VAWTs) apparatus. The hybrid VAWT apparatus includes a modified-Savonius (MS) rotor in the central region and a straight bladed H-type Darrieus rotor in the surrounding annular region. The IVT control system includes a nonlinear closed-loop control combined with an integral time-delay feedback control to adjust a speed ratio of the IVT. A speed ratio control for an IVT system involves a forward speed controller and/or a crank length controller for different speed ranges. The time-delay control is designed to reduce speed fluctuations of the output speed of an IVT with an accurate speed ratio. The speed ratio of an IVT with the disclosed control strategy can achieve an excellent tracking response for the desired constant output speed and reduce speed fluctuations of the output speed of an IVT by the time-delay feedback control.

Abstract: The disclosure reduces the number of factors to be considered in the switching control of the shift stages, thereby simplifying the switching control. In a control device of an automatic transmission, when a detection part detects that a shift position has been switched from one of a forward range and a reverse range to the other, among multiple hydraulic friction engagement mechanisms, a hydraulic pressure command value is fixed for the hydraulic friction engagement mechanisms that do not change the engaged state between the forward range and the reverse range, and the hydraulic pressure command value is variable based on a hydraulic pressure supplied to the hydraulic friction engagement mechanisms for the hydraulic friction engagement mechanisms that change the engaged state between the forward range and the reverse range.

Abstract: A method for standardizing a plurality of motor vehicles may include determining a characteristic value of an individual vehicle (50) based on transmission data for the individual vehicle from a data gathering device (6) associated with the individual vehicle. The transmission data for the individual vehicle may be associated with shifting characteristics of a transmission of the individual vehicle for at least one of an operation interval of the individual vehicle or a mileage of the individual vehicle. Additionally, the method may include assigning the individual vehicle to one of a plurality of profiles (10.1, 10.2, 10.3, 10.4, 10.5) of a classification (10) based at least in part on a magnitude of the characteristic value. The classification may be determined based at least in part on average values and a magnitude and frequency of deviations from the average values of transmission data gathered for a plurality of vehicles (5).

Abstract: A gear unit for a motor vehicle electric drive system, has a housing with a middle portion and a first and second axial end portions. The middle portion receives an electric machine. A differential gear is arranged in the second end portion of the housing. The differential gear is connected on the drive side to a first planetary gearset and on the driven side to a first output shaft and second output shaft arranged coaxial to one another. The second output shaft is a hollow shaft, and the first output shaft extends into the second output shaft. A first bearing for rotatable support of the second output shaft is arranged radially between the second output shaft and a structural component of the gear unit, and a second bearing for the rotatable support of the two output shafts is arranged between the first output shaft and second output shaft.

Abstract: A transmission system of a decelerating mechanism includes a planetary gear unit including a sun gear being adjacent to the first surface and a planetary gear set and a holder including a carrier and several planetary shaft units rotatably disposed on the carrier. The carrier has a first surface and a second surface that face opposite directions. The planetary gear set has several first gears being adjacent to the first surface, respectively fitting around the planetary shaft units, and meshing with the sun gear, several second gears being adjacent to the second surface and being coaxially disposed with the first gears, and an internal gear ring meshing with the second gears. By respectively arranging the first gears and the second gears on two opposite sides of the carrier, mutual interference therebetween while turning could be avoided, and an overall volume of the transmission system could be reduced.

Abstract: The invention relates to a vehicle axle, comprising: —a differential; —a powertrain, comprising a first electric motor (EM1) and a second electric motor (EM2); —a first transmission element between the first electric motor and said differential, this first transmission element comprising a variable transmission ratio; —a second transmission element between the second electric motor and said differential; wherein the second electric motor is controlled so as to provide its maximum power during gear changes of the first transmission element, so as to compensate at least partially for the power loss inherent in the gear change.

Abstract: A drive axle of an electric vehicle has first and a second drive wheels (R1, R2) with wheel axles (a1, a2), a first electric machine (EM1) and a second electric machine (EM2) with a common rotation axis (m), a transmission (G3) with a transmission input shaft (EW) and a transmission output shaft (AW), and an axle differential (DI) with a differential input (DIK) and two differential output shafts (3a, 3b). The first electric machine (EM1) is connected to the transmission input shaft (EW) and the transmission output shaft (AW) is connected to the differential input (DIK). The second electric machine (EM2) can be connected as an additional drive when necessary.

Abstract: A transmission structure of the present invention changes capacity of pump body so that vehicle speed detected by vehicle speed sensor increases and reduces according to speed-increasing and speed-reducing operations of speed-change operating member while fixing capacity of motor body at a low-speed motor capacity when the vehicle speed is equal to or lower than a switching speed that is realized by setting motor body to the low-speed motor capacity and setting the pump body to a predetermined pump switching capacity, and changes capacity of motor body so that vehicle speed increases and reduces in accordance with speed-increasing and speed-reducing operations of speed-change operating member while fixing capacity of the pump body at the pump switching capacity when vehicle speed is higher than the switching speed.

Abstract: An electric vehicle includes a drive motor configured for generating power required for driving of the vehicle, a twin clutch which may include a first clutch and a second clutch and configured to adjust distribution of the power supplied from the drive motor to a first drive wheel and a second drive wheel of the vehicle through the first clutch corresponding to the first drive wheel and the second clutch corresponding to the second drive wheel, and a controller electrically connected to the twin clutch and configured to, when a control condition for a deceleration turning of the vehicle is satisfied, determine a control torque of the twin clutch as a larger value of an initial torque to prevent slip of the twin clutch and a base torque determined based on output torque of the drive motor, and distribute the control torque to the first clutch and the second clutch depending on a drive mode of the vehicle.

Abstract: Methods and systems are provided for a vehicle system. In one example, the vehicle system includes a first electric drive axle assembly and a second electric drive axle assembly. Each of the first and second axle assemblies has a gear train with a planetary gear set axially offset from a motor-generator and each planetary gear set is rotationally coupled to a differential.