Abstract: To provide a vehicle control apparatus which can suppress a shock in a clutch from being generated at a time of starting an engine by a motor in a vehicle having the clutch provided therein between the engine and the motor, thereby improving a drivability of the vehicle. Provided is a vehicle control apparatus, comprising: an engine, a motor generator connected to vehicle wheels of a vehicle, and a clutch that switches a transmission state between a disengaging state and an engaging state, in which the vehicle control apparatus switches the clutch in the engaging state to start the engine by the motor generator. When the engine is started by the motor generator, the vehicle control apparatus constantly keeps the compensation torque of the motor generator smaller than the clutch torque of the clutch.

Abstract: A system/method for shift restraint control and controlling a transmission input speed or an engine output speed. An automobile may include an acceleration input, a throttle unit, an engine, a torque converter, a transmission, and an electronic control unit (ECU), and a plurality of sensors. The ECU may reduce inertia loss, engine noise, and non-linear acceleration feeling by controlling the engine speed or transmission input speed in an initial shift mode, an inertia hold mode, a return mode, and/or a second shift mode. Drive force is maintained with throttle compensation, and fuel economy is maintained or improved due to the reduction in inertia loss. The ECU may limit an initial downshift using a maximum guard value and subsequently control a rate of increase of the transmission input speed or engine output speed using increments until a target is reached or a cancel condition is met.

Abstract: When a drive shaft (37) is driven while the operation of an engine (36) is stopped, the rotation of an input-side rotor (28) is restricted by the engagement of a brake. Further, on the basis of the temperature Temp_SR of a brush (96) acquired by a temperature sensor (97), the distribution of torque Tcoup acting between the input-side rotor (28) and the first output-side rotor (18) and torque Tmg acting between the stator (16) and the second output-side rotor (19) is controlled. Consequently, drive performance when the drive shaft (37) is driven while the operation of the engine (36) is stopped is improved while local overheating of a slip ring (95) is prevented.

Abstract: A transfer case (30) and a method of assembly can include a range shifting assembly (60) and a clutch assembly (80) located axially adjacent to one another along a common primary axis. An actuating device (32) can include a concentric gear located coaxially interposed between the range shifting assembly (60) and the clutch assembly (80) for rotation about the common primary axis. The concentric gear (48) can actuate the range shifting assembly (60) during a portion of angular rotation about the common primary axis and can actuate the clutch assembly (80) during a mutually exclusive portion of angular rotation about the common primary axis. The actuating device (32) can include a barrel cam (59), a plurality of springs engageable between the barrel cam (59) and the concentric gear (48), and a shift fork (68) operably engageable with a cam surface groove (57) for guided axial movement to actuate the range shifting assembly (60) between a low-range and high-range drive mode.

Abstract: A selection module selects a gear ratio for a transmission, a turbine speed for a torque converter, and a torque request for an engine. A fueling determination module determines a first fueling rate based on a first cylinder firing fraction, the torque request, and an engine speed and determines a second fueling rate based on a second cylinder firing fraction, the torque request, and the engine speed. A mapping module selects one of the first and second cylinder firing fractions based on a comparison of the first and second fueling rates and stores the selected one of the first and second cylinder firing fractions in an entry of a mapping corresponding to the gear ratio, the turbine speed, and the torque request.

Abstract: A torque converter and torque divider assembly may receive torque from a power source and input the torque to a torque converter including an impeller, a turbine, and a stator, and a torque divider including a planetary gear system. The torque divider may also receive torque output from the turbine of the torque converter, and may output torque to a device such as a transmission. The torque converter and torque divider assembly may further include a stator clutch that is controlled to selectively lock the stator in place, and a lock-up clutch controlled to selectively lock rotating components of the torque converter and torque divider assembly, such as the impeller and the turbine of the torque converter.

Abstract: A baffle plate provided with a body section arranged to separate between a differential gear and an oil sump section, a first drain section for leading oil scooped up by the differential gear in a machine room to a control room, a notch section for defining a communicating passage between the inside surface of the casing and itself for letting oil flow from the control room to the machine room, a through-hole formed on a peripheral side of an opening of the body section and a second drain section for guiding oil scooped up by the differential gear and having passed via the through-hole to a shaft support of the differential gear.

Abstract: A wedge clutch, including: an inner hub; an outer race including an axially extending portion; and a plurality of wedge plates radially located between the inner hub and the axially extending portion. In a closed position for the clutch, the plurality of wedges is non-rotatably connected to the inner hub and the axially extending portion. In an open position for the clutch: the plurality of wedge plates is rotatable with respect to the outer race; each wedge plate is separated, in a radial direction, from the axially extending portion by a respective first radial distance; and the respective first radial distance for said each wedge plate is different from the respective first radial distance for each remaining wedge plate in the plurality of wedge plates.

Abstract: A flap type electronic automatic transmission lever control method may include a step of turning on a start-up of a vehicle by control unit, a step of detecting a touch by a transmission stage recognition sensor, a step of detecting a touch by forward or backward rotation recognition sensor, a step of detecting the touch by a transmission stage recognition sensor when the forward rotation recognition sensor detects the touch, or detecting the touch by a transmission stage recognition sensor when the backward rotation recognition sensor detects the touch, a step of rotating the transmission stage flap and the upper transmission stage flap forward or rotating the transmission stage flap and the lower transmission stage flap backward by a step motor, a step of outputting transmission signal of the transmission stage corresponding to upper or lower transmission stage flap by the control unit, and a step of turning OFF the start-up.

Abstract: A dynamic damper disposed between a piston of a lock-up device and a turbine hub of a fluid type power transmission device includes a pair of plates into which a torque is inputted and that is allowed to be coupled to the turbine hub, a hub flange, an inertia member fixed to the hub flange, a torsion spring, and a hysteresis torque generating mechanism. The hub flange is disposed between the pair of plates while being rotatable relative to the pair of plates. The torsion spring elastically couples the pair of plates and the hub flange. The hysteresis torque generating mechanism is disposed on an inner peripheral side of the hub flange while being disposed between the pair of plates, and is configured to generate a variable hysteresis torque between both plates and the hub flange.

Abstract: A control device of a vehicle including an engine, an electric motor, and a clutch configured to achieve a mechanically directly-coupled state of a power transmission path between the engine/the electric motor and drive wheels, the control device causing the clutch to be slip-engaged or released when the engine is started during motor running in which only the electric motor is used as a drive force source for running with the clutch engaged, the control device being configured such that when the clutch is engaged during the motor running, an engagement pressure is made lower than an engagement pressure when the clutch is engaged during engine running in which at least the engine is used as a drive force source for running, and in the case of running with the clutch engaged, the engagement pressure of the clutch is constantly adjusted based on output torque of the electric motor during the motor running, while the engagement pressure of the clutch is not adjusted during the engine running.

Abstract: A method of controlling a dual clutch transmission power on up shift including an on-coming clutch and an off-going clutch. The method includes implementing a prep phase comprised of decreasing torque on the off-going clutch, monitoring the off-going clutch speed to determine a slip point, and adding a bump torque to the off-going clutch when the off-going clutch reaches the slip point. The method implements a torque phase transferring torque from the off-going clutch to the on-coming clutch by increasing torque on the on-coming clutch towards an engine torque, decreasing torque on the off-going clutch, and simultaneously keeping the combination of torques greater than the slip point.

Abstract: The present disclosure provides a method of controlling a transmission of a powered vehicle. The method includes determining if the powered vehicle is in a launch condition, activating a solenoid, controlling a hydraulic valve to a first position, and providing hydraulic pressure from at least one of a first hydraulic pump and a second hydraulic pump to the hydraulic valve. The method also includes controlling the hydraulic pressure through the hydraulic valve to a first clutch, determining if the launch condition is complete, deactivating the solenoid after the launch condition is complete, controlling the hydraulic valve from the first position to a second position, and substantially limiting hydraulic pressure from passing through the hydraulic valve to the first clutch.

Abstract: A hydraulic hybrid system for implementation in a machine. The system includes a hydraulic system, an energy source, an output, and a transmission. The hydraulic system includes a primary hydraulic pump/motor (primary motor) that is hydraulically coupled to a reservoir and a variable-volume accumulator assembly. The primary motor is configured to charge an accumulator of the variable-volume accumulator assembly with a working fluid when mechanically driven. The storage volume of variable-volume accumulator assembly varies based on a kinetic output condition of the machine. The energy source is configured to produce primary kinetic energy. The output is configured to receive at least a first portion of the primary kinetic energy. The transmission is coupled between the energy source and the output and selectively coupled to the primary motor. The transmission is configured to mechanically drive the primary motor using a second portion of the primary kinetic energy.

Abstract: An attitude controller eliminates a skid motion of a banked vehicle when travelling through a curve. The attitude controller includes a lateral acceleration sensor that obtains lateral acceleration, as rightward or leftward accelerations, acting on a vehicle of a motorcycle, a bank angle detector that detects a bank angle of the vehicle, and a longitudinal force controller that decreases, independently of each of the wheels, an absolute value of a longitudinal force as the sum of forward and backward forces acting on front and rear wheels based on the obtained lateral acceleration and the detected bank angle.

Abstract: A planet wheel carrier comprises first and second end-sections for supporting shafts of planet wheels (113-114) of a planetary gear so that geometrical rotation axes of the planet wheels are pithed at substantially uniform intervals on a periphery of a circle. The planet wheel carrier comprises a support structure connected to outer rims of the first and second end-sections and located between the first and second end-sections in the axial direction and between the planet wheels in the circumferential direction. The support structure is so far from the geometrical rotational symmetry axis of a sun shaft (111) of the planetary gear and the geometrical rotation axes of the planet wheels are so near to the rotational symmetry axis of the sun shaft that the diameter (D) of the planet wheels is capable of being at least 90% of a distance (d) between the geometrical rotation axes of adjacent planet wheels.

Abstract: A power transfer unit assembly for transferring torque from a differential carrier to a propeller shaft includes an input shaft configured to be rotatably driven by the transmission differential carrier about a first axis of rotation of the differential carrier. A first bevel gear is engaged with a second bevel gear. The first bevel gear is annular and concentrically surrounds the input shaft. The second bevel gear is configured to rotatably drive the propeller shaft about a second axis of rotation of the propeller shaft that is substantially perpendicular to the first axis of rotation. The power transfer unit assembly has a compound planetary gear set concentric with the first axis of rotation. The compound planetary gear set is configured to transfer torque from the input shaft to the first bevel gear at a reduction ratio. Modular power transfer unit assemblies having common components are disclosed.

Abstract: A diagnostic device for a shift control actuator of a CVT includes: a variator; a chamber that is filled with and discharges hydraulic fluid for an upshift and a downshift, respectively; an upshift control valve for filling hydraulic fluid into the chamber; a downshift control valve for discharging hydraulic fluid from the chamber; a fail-safe valve for suspending the discharge of hydraulic fluid from the chamber when the upshift control valve is in a filling state; actuators for driving the upshift and downshift control valves; and a shift controller for controlling the actuators so that an actual shift ratio approaches a target ratio. The shift controller determines the state of the actuators with the information on the actual shift ratio when the controller instructs a downshift or an upshift.

Abstract: A transmission having input and output shafts, shifting elements and planetary gearsets including sun and ring gears, planetary gearwheels and a carrier. The carrier of the first gearset is fixed to the input. The ring gear of the second gearset can be connected by a first shifting element to the housing and by a second shifting element to the carrier of the second gearset. The ring gear of the first gearset is fixed to the sun gear of the second gearset. The sun gear of the first gearset can be connected by a third shifting element to the housing, or is fixed to the sun gear of the second gearset and the ring gear of the first gearset can be connected by a third shifting element fixed to the housing. The shifting elements are arranged within the housing and accessible from outside the housing.

Abstract: Systems and methods for starting an engine of a hybrid vehicle that is in a creep mode are presented. In one example, a torque converter lockup clutch is released and vehicle speed is closed loop controlled in response to a request to start an engine. The vehicle speed is controlled so that a torque disturbance related to closing a driveline disconnect clutch may be reduced.