Abstract: A power transmission system includes: a power source; a speed change unit, where the speed change unit is selectively power-coupled to the power source; a first motor generator unit; a system power output portion; and a mode conversion device, where the mode conversion device includes: a conversion device input portion and a conversion device output portion, the conversion device input portion outputs power from at least one of the power source and the first motor generator unit, the conversion device output portion is connected to an input end of the system power output portion, and the conversion device input portion is selectively power-coupled to the conversion device output portion; and when the conversion device input portion is power-coupled to the conversion device output portion, the rotational speed of the conversion device input portion is greater than or equal to the rotational speed of the conversion device output portion.

Abstract: A system for controlling fluid flow to and from a clutch includes a motor, a pump, and a valve assembly, which includes a housing defining an interior and a first orifice operably coupled to the pump, a second orifice operably coupled to the clutch, and a third orifice fluidly coupled to one of said first and second orifices. A piston is operably coupled to the motor, is disposed within the interior, is movable between a first position for allowing a fluid flow between the first and second orifices, a second position for obstructing the fluid flow between the first and second orifices, and a third position for limiting the fluid flow between the first and second orifices. A biasing member is coupled to the piston, and biases the piston toward the first position when the motor is off. When the pump is activated and a pressure proximate the first orifice is equal to a pressure proximate the second orifice, the motor is energized and moves the piston to the second position.

Abstract: A track assembly that has a drive shaft providing torque to the track assembly, a first drive wheel, a second drive wheel, and a gear assembly rotationally coupling both the first drive wheel and the second drive wheel to the drive shaft.

Abstract: A multi-speed transmission having drive and output shafts, front-mounted planetary gearsets, rear-mounted planetary gearsets and six shift elements. Selective engagement of shift elements selectively renders a drive shaft speed and speeds generated in the front gearsets for achieving a reverse gear and twelve forward gears via the rear gearsets transmissible as an output speed to the output shaft. Four shift elements are assigned to the front gearsets and two are assigned to the rear gearsets. At least one front gearset is rigidly connected to an element of the rear gearsets, resulting in six different output speeds of the front gearsets being transmissible to the rear gearsets. If normalized to the drive shaft input speed, one output speed is smaller than 0, three output speeds are between 0 and 1, one output speed is equal to 1 and one output speed is greater than 1.

Abstract: A shift range control device switches a shift range by controlling the driving operation of a motor. When a difference between a target angle at which the motor is to be stopped and an actual angle becomes smaller than an angle determination threshold, the shift range control device switches from a feedback control to a control with a fixed duty. When the motor reverses, the shift range control device switches from the control with the fixed duty to a stationary phase energization control for energizing a stationary phase of the motor.

Abstract: A shift range control apparatus is applied to a shift range switching mechanism that includes a rotation member including multiple recesses, and an engagement member that positions the rotation member by engaging to the recesses. The shift range control apparatus controls a motor of a shift actuator connected to the rotation member to switch a shift range. The shift range control apparatus includes a rotation speed detection section that detects an output shaft rotation speed corresponding to a rotation speed of an output shaft of the shift actuator, and a movement determination section that determines that an engagement portion of the engagement member has relatively moved to a bottom of one of the recesses of the rotation member when the output shaft rotation speed is equal to or lower than a predetermined value during switching of the shift range.

Abstract: An operating system for an architectural covering is provided. The operating system allows at least three modes of operation of an architectural covering. A transmission may be included between an input assembly and an output drive member, and the transmission may be selectively engaged to place the operating system into one of the at least three modes of operation. The operating system may include a first drive section including an input, a second drive section including an output, and a control mechanism arranged to selectively lock an element of the first and second drive sections to control movement of the output of the operating system upon actuation of the input. A shift lock is also disclosed herein. In use, the shift lock operates to restrict shifting operation of the operating system from one operating mode to another.

Abstract: An All-Wheel-Drive (AWD), multi-mode, power-split hybrid vehicle employing a drive combining all electric motors and an internal combustion engine, together collocated on a 2-planetary-gear (PG) set. The present teachings are capable of delivering competitive performance while maximizing fuel economy through power-split hybrid design.

Abstract: A method of detecting a ball loss condition in a ball and ramp assembly. The method includes providing a drive unit having one or more clutch pack assemblies, one or more motors with a motor output shaft and one or more ball and ramp assemblies. One or more actuation profiles are ran by the motors and an amount of motor current used and a position of the output shaft of the motor is measured during the running of actuation profiles. One or more motor current vs. motor output shaft position plots are generated having one or more characteristic curves based on the amount of current measured and the position of the output shaft measured. The amount of motor current is compared to the motor current of characteristic curve at a given output shaft position and based on that comparison a ball loss condition is identified.

Abstract: The power train of an electric vehicle includes an electric motor and a gearbox coupling the electric motor to a drive wheel. A controller may be configured to initiate a gear shift in the gearbox, and activate one or both of (a) a torque jog in electric motor, or (b) a burst of a pressurized fluid in an actuator to assist with the gear shift.

Abstract: A differential device may include a housing having an inner surface and an outer surface, said inner surface having an outer ring gear and said outer surface having a first receptacle and a sun gear positioned within the housing, the sun gear having a second receptacle positioned opposite the first receptacle. The differential device may further include an intermediate gear interposed between the sun gear and the outer ring gear, a bearing interposed between the inner surface of the housing and the sun gear, and a central axis intersecting the first receptacle and the second receptacle. The housing and the sun gear may be configured to rotate freely about the central axis.

Abstract: An apparatus and a method for controlling a transmission of a vehicle are provided. The apparatus includes a determination device to determine whether to perform speed following control based on state information of a traffic light positioned on a road in front of the vehicle in coasting, a stop position predicting device to predict a stop position of the vehicle based on position information of the vehicle and the traffic light, a transmission stage decision device to determine a target position and a target speed based on the predicted stop position and to form a speed profile for each transmission stage to determine a final transmission stage based on the target position and the target speed, and a controller to perform speed following transmission control based on the final transmission stage.

Abstract: Longitudinal acceleration, intended travel angle, wheel speed, and requested drive torque signals are measured for a vehicle. The longitudinal acceleration, intended travel angle, wheel speed, and requested drive torque signals are then evaluated. A brake torque is calculated as a function of a propulsive torque, wherein the propulsive torque is produced by a power source for the vehicle. The brake torque is applied when the longitudinal acceleration signal exceeds a longitudinal acceleration threshold, the intended travel angle signal is between intended travel angle limits, the wheel speed signal is less than a minimum speed threshold, the requested drive torque signal exceeds a requested drive torque threshold, and a torque threshold is exceeded.

Abstract: A shifting controller controls a shifting device of a human-powered vehicle and includes a data acquisition interface, a data storage device, and a control unit. The data acquisition interface is configured to acquire a first reference value of a first variable in relation to the human-powered vehicle. The data storage device has stored therein a shifting condition specified by at least one of a direction of change, an amount of change, and a rate of change that are information on a change in the first variable. The control unit includes a processor that is configured to control the shifting device based on a change in the first reference value and the shifting condition.

Abstract: A vehicle driveline component that employs a latching actuator to toggle between a first operation mode and a second operational mode. The latching actuator includes first and second actuator structures, a biasing spring, which biases the second actuator structure away from the first actuator structure, a linear motor, which can be operated to drive the second actuator structure toward the first actuator structure, and a plurality of linkages that cooperate with the biasing spring to releasably lock the second actuator structure relative to the first actuator structure in each of an extended position and a retracted position.

Abstract: A continuously variable transmission capable of operating in a forward direction or reverse direction may be controlled in the reverse direction by providing an initial skew angle in a first skew direction, followed by a set or sequence of skew angle adjustments in an opposite direction to prevent runaway or other unintended consequences. A continuously variable transmission may include a timing plate to maintain all planets at an angle or within a range of an angle in forward and reverse operations.

Abstract: A device and a method of controlling a transmission of a vehicle may include a determining device that compares road information related to a first road section corresponding to a road section on which the vehicle is currently traveling and a second road section disposed ahead of the first road section to determine a gradient of the second road section, a calculating device that determines an increase amount of a gradient-inducing resistance based on a difference between gradients of the first road section and the second road section according to a determination result from the determining device, and a controller that compares the increase amount of the gradient-inducing resistance with a reference value to perform transmission control and engine torque control based on comparison of the increase amount of the gradient-inducing resistance with the reference value.

Abstract: A transport apparatus includes: a driving source; an output shaft; and a power transmission device capable of performing power transmission between the driving source and the output shaft. The transport apparatus comprises a control device which controls the driving source and the power transmission device, wherein the power transmission device includes a connecting/disconnecting unit configured to control a fastened state in which the power transmission is performed, and a released state in which the power transmission is not performed, and wherein the control device controls the connecting/disconnecting unit based on a thermal history of the connecting/disconnecting unit.

Abstract: A modular hybrid transmission configurable between a 9-speed configuration and an 8-speed configuration includes first, second, third, and fourth planetary gear sets each having first, second, and third elements. Seven torque transmitting devices are each selectively engageable to interconnect one of the first, second, and third elements of one of the planetary gear sets directly with (i) one of the first, second, and third elements of another one of the planetary gear sets, (ii) a housing, or (iii) an input member. The seven torque transmitting devices are selectively engageable to establish nine forward speed ratios and at least one reverse speed ratio. Upon removal of a fourth torque transmitting device, the transmission is arranged in the 8-speed configuration and the remaining six torque transmitting devices are selectively engageable to establish eight forward speed ratios and at least one reverse speed ratio.

Abstract: A road vehicle with hybrid drive having: at least one pair of drive wheels; an internal combustion engine; a reversible electric machine; and a dual-clutch transmission. The dual-clutch transmission has: a first primary shaft and a second primary shaft; a first clutch interposed between the internal combustion engine and the first primary shaft; and a second clutch interposed between the internal combustion engine and the second primary shaft; a third clutch, which is interposed between a shaft of the electric machine and the first primary shaft so as to connect/disconnect the shaft of the electric machine to/from the first primary shaft; and a fourth clutch, which is interposed between the shaft of the electric machine and the second primary shaft so as to connect/disconnect the shaft of the electric machine to/from the second primary shaft.