Abstract: A position controller that performs position control by outputting a drive signal to a control valve of a hydraulic actuator that changes an operation position of an object, includes: a position acquisition unit that acquires an actual value of an operation position of the object; a position control unit that calculates an operation command value for the control valve by closed-loop control so as to reduce a deviation between a target value of the operation position of the object and the actual value; and a vibration wave application unit that applies a vibration wave to a signal of the closed-loop control so that the operation command value vibrates at a predetermined frequency at start of the closed-loop control.

Abstract: Selection solenoid valve (75) controls engagement/disengagement of travel clutch (31, 32) in synchronization with a selecting operation of selector lever (90) that selects a range position of belt-type continuously variable transmission (CVT). Selection solenoid valve abnormality diagnosing unit (8a) is configured to, when performing a selecting operation from no-drive range to drive range, if a time required for travel clutch (31, 32) to be judged to be engaged from a start of selection of the drive range is less than a predetermined time, judge selection solenoid valve (75) to be a maximum hydraulic pressure side abnormality. When performing the selecting operation of drive range?no-drive range?drive range, if a selecting operation speed condition indicating that a no-drive range selection time is shorter than a setting time (Tth) is satisfied, execution of abnormality diagnosis of selection solenoid valve (75) is not permitted. With this configuration, misjudgment is prevented.

Abstract: A transmission control device is used in an automatic transmission device including a transmission gear having friction coupling portions that are changed between a coupled state and an uncoupled state, and configuring transmission stages corresponding to a combination of the coupled state and the uncoupled state, and a hydraulic control device. The device includes: a determination unit determining a change in the transmission stage; and an output unit setting a target value of the hydraulic pressure, and outputting the target value to the hydraulic control device. In a case where one transmission stage is changed to another, the output unit increases the target value to a first value for a first friction coupling portion in the uncoupled state in the one transmission stage, thereafter, to a second value smaller than the first value and maintaining the uncoupled state, and thereafter, to a third value greater than the second value.

Abstract: The invention relates to a method for operating a vehicle drive train (1) comprising a prime mover (2), comprising a transmission (3), and comprising a driven end (4). A friction-locking shift element (10) is provided, the power transmission capacity of which is variable and, with the aid of which, at least a portion of the torque transmitted in the vehicle drive train (1) can be transmitted between a transmission output shaft (8) and an area (6) of the driven end (4). One shift-element half is operatively connected to the transmission output shaft (8) and the other shift-element half is operatively connected to the area (6) of the driven end (4). The rotational speed of the transmission output shaft (8) is determined as a function of the rotational speed in the area (6) of the driven end (4) and also as a function of the rotational speed of the prime mover (2) and the ratio currently engaged in the area of the transmission (3).

Abstract: An assembly set for transmission devices for motor vehicles. Each of the transmission devices has an input shaft which can be operatively connected to a drive device of the motor vehicle, as well as a first output shaft, and a second output shaft, and has a spur gear differential transmission designed as a planetary transmission, via which the input shaft and an intermediate shaft that is coupled or can be coupled to an electric machine arranged coaxially to the input shaft are coupled to the first output shaft and the second output shaft. The electric machine is coupled to the input shaft in a first shift position of a shift device and to the intermediate shaft in a second shift position of the shift device.

Abstract: A control device for an automatic transmission includes a traveling drive source, an automatic transmission, an AT controller, and a traveling drive source controller. The AT controller is configured to execute shifting by changeover of friction elements upon receiving a shift request. The traveling drive source controller is configured to execute torque limit control of the traveling drive source when a request for limiting a torque by an upper limit torque is input from the AT controller. The AT controller has an upper limit torque change processing unit configured to change the upper limit torque from a low gear upper limit torque to a high gear upper limit torque when auto-upshift is executed. The upper limit torque change processing unit is configured to raise the upper limit torque using a prescribed gradient during an inertia phase when the inertia phase is started with the auto-upshift.

Abstract: A torque vectoring apparatus receiving a vehicle driving torque from a motor-generator may include a speed reduction device configured of reducing a rotation speed of a torque received from the motor-generator, a differential device differentially outputting the speed-reduced torque to two output shafts, a torque vectoring control motor outputting a control torque, a torque vectoring apparatus engaged to the torque vectoring control motor and including two planetary gear sets to control a torque ratio output to the two output shafts by the control torque, and a torque multiplication device including a first planetary gear set having first to third rotation elements and being mounted on one of the two output shafts, the second rotation element being connected to the torque vectoring control motor, the third rotation element being fixedly connected to a transmission housing.

Abstract: A vehicle control apparatus calculates a target speed value of an engine rotational speed that is required to provide a required torque value of an engine brake torque, and controls shifting of an automatic transmission such that the engine rotational speed is approximated to the target speed value of the engine rotational speed. The vehicle control apparatus determines whether the target speed value exceeds a predetermined threshold value. When the target speed value exceeds the predetermined threshold value, the vehicle control apparatus controls the shifting of the automatic transmission such that the engine rotational speed is held not higher than the predetermined threshold value, and controls a throttle valve such that the throttle valve is opened.

Abstract: A transmission system for a machine is coupled to an engine of the machine that is adapted to generate power. The transmission system includes a hydraulic power path including a variator coupled to the engine. The transmission system also includes a mechanical power path. The mechanical power path includes a first gear arrangement including a plurality of gears. The mechanical power path also includes a second gear arrangement including a plurality of gears. The second gear arrangement is coupled with the first gear arrangement to receive the variable rotational power from the first gear arrangement. The mechanical power path further includes a first clutch assembly and a second clutch assembly. Further, the second gear arrangement directs the variable rotational power received from the first gear arrangement towards a final output member of the machine in a selected direction.

Abstract: An output frame is connected to a portion of a radially outer portion of a carrier, the portion being closer to a front plate than to a rear plate. The carrier has a first region as an external force transmission path between front pin support surfaces and the output frame, and a second region as the external for transmission path between rear shaft support surfaces and the output frame, and a stiffness with respect to a twist force of the first region and a stiffness with respect to the twist force of the second region are equal to each other. In the front plate and the rear plate, a stiffness with respect to a radial tensile force applied to the front pin support surfaces and a stiffness with respect to the radial tensile force applied to the rear shaft support surfaces are equal to each other.

Abstract: A transmission for a drive assembly for driving a working machine at a variable speed of rotation having: a first planet gear set to which a first drive unit can be coupled and a second planet gear set which the working machine can be coupled. The first planet gear set and the second planet gear set each having planet gears which are arranged on at least two common planet shafts which are mounted in a planet carrier. The planet carrier is rotatably mounted in a transmission housing and can be driven by a second drive unit. A torque on the planet carrier can be braced against the transmission housing via a brake or locking mechanism or clutch.

Abstract: A vehicle control system and a method for a vehicle running on a low friction road inhibit repetitive gear shifts of a transmission of the vehicle. The vehicle control system of the vehicle includes: one or more sensors for sensing an engine speed of the vehicle, an engine oil temperature, a position of an accelerator pedal, a lateral acceleration of the vehicle, a rotational angle of a steering wheel, or whether a low friction road running mode switch is turned on or off; and a controller for receiving sensor data from the sensors. In particular, the controller determines whether the vehicle satisfies an entry condition for performing a repetitive shift prevention control based on the sensor data, and controls a gear shift of the transmission and an engine torque to inhibit the repetitive gear shifts of the vehicle when the downshift occurs when the vehicle has satisfied the entry condition.

Abstract: Systems and methods for operating a vehicle that includes an engine and an electric machine are described. In one example, an actual total number of transmission gear downshifts are counted to determine whether or not a transmission clutch characterization is immature. The transmission clutch characterization may be adjusted if it is determined to be immature.

Abstract: The invention relates to a geared motor comprising: an electric motor crossed, through and through, by a rotor shaft, so as to form two motor output shafts, each output shaft has a pinion; at least two planetary gearboxes with at least one stage, each geared with the pinion of a motor output shaft; two geared motor output shafts, each being coupled directly or indirectly to a planetary gearbox, the two geared motor output shafts being coaxial with each other.

Abstract: The invention relates to a transmission (100) for a hybrid drive arrangement which can be coupled to two drive assemblies (7, 8), comprising an input shaft (10), and an output shaft (11), at least one first, second and third shifting element (SE1, SE2, SE3), and at least one double planetary gear (5), comprising a first sun gear and a first ring gear and a second sun gear and a second ring gear and a planet carrier. The input shaft (10) can be coupled to the planet carrier of double planetary gear (5) by means of the first shifting element (SE1) and can be coupled to the first sun gear of the double planetary gear (5) by means of the second shifting element (SE2), and can be coupled to the first ring gear of the double planetary gear (5) by means of the third shifting element (SE3) and the output shaft (11) is coupled to the planet carrier of the double planetary gear (5).

Abstract: A pin and carrier locking assembly is described for locking a pin and carrier in position relative to each other. The carrier has first and second opposing arms, each comprising a bore therein and the axial ends of the pin are positioned within these opposing bores of the carrier. The assembly further comprises a hollow bearing provided around and coaxially with said pin and between said first and second arms. The bearing is positioned so as to not contact the first arm of the carrier but to contact the second arm of the carrier and a washer is positioned between the bearing and the first arm of the carrier so that a first section of the washer makes a first contact area with the first arm of the carrier.

Abstract: A drive apparatus of a hybrid vehicle including an internal combustion engine, a first motor-generator, a power division mechanism, a second motor-generator and a mode switching unit. The mode switching unit includes a hydraulic pressure source, a planetary gear mechanism, a clutch actuator, a brake actuator, a parking lock actuator, control valves, a failure detecting part and an electronic control unit, A microprocessor of the electronic control unit is configured to perform controlling the control valves so that hydraulic oil is supplied to the clutch actuator, the brake actuator and the parking lock actuator, respectively, when a parking brake is operated in a state that the failure of the third control valve is detected by the failure detecting part.

Abstract: A control device for a continuously variable transmission performs feedback control so that an actual transmission control value becomes a target transmission control value. The control device includes a phase lead compensation unit configured to perform phase lead compensation of the feedback control, a phase delay compensation unit configured to perform phase delay compensation of the feedback control, a first peak value frequency determination unit configured to change a peak value frequency of the phase lead compensation according to a transmission ratio of the continuously variable transmission, and a second peak value frequency determination unit configured to change a peak value frequency of the phase delay compensation based on the peak value frequency of the lead compensation.

Abstract: An electronic control unit to control an engine control module of an engine is disclosed. The electronic control unit may receive, from a load monitoring device, power command information associated with a load of an engine. The electronic control unit may determine, based on the power command information, a total power command of the engine. The electronic control unit may determine, based on the total power command, a target engine speed for the engine. The electronic control unit may cause an engine control module to control the engine to operate in association with the target engine speed.

Abstract: A method of controlling a gear shifting in a neutral gear stage for shortening a gear shifting time in the neutral gear stage when performing a gear shifting of a hybrid electric vehicle is characterized in that when a shift class of the gear shifting is determined, a hybrid control unit of the vehicle determines a shift gear ratio in the N-stage in a current state by use of a transmission (TM) output speed and a transmission (TM) input speed at a class transition time point, determines an N-stage gear shifting progressing rate by use of the determined N-stage shift gear ratio, sets time points of a start and an end of the gear shifting based on the determined gear shifting progressing rate, and controls the gear shifting speed in the N-stage with reference to a gear shifting target speed and the transmission input speed in a section of the time points of the start and the end of the speed control.